Tag Archive: belgium

  1. New parking reform implemented to encourage sustainable mobility in Belgian municipality

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    Source: Fietsberaad

    The City Council of Brasschaat in Belgium enforced a new parking ordinance in late 2023, reflecting a commitment to reducing car dependency and encouraging bicycle use.

    A strategic response to urban challenges

    The Flanders region in Belgium is known for its dispersed urban landscape, which necessitates smart space management. With increasing numbers of apartments and smaller housing units, space has become a valuable commodity. Recognising this, its Decree on Basic Accessibility (transportation policy) encourages investment in shared and combined mobility. The ambitious goal, set out in the Vision Note of the Antwerp Transport Region, aims for a modal split of 50% sustainable transport and 50% car use by 2030.

    In response to this vision, Brasschaat made a pivotal decision in 2020 by no longer prioritising car parking spaces in construction developments, to encourage alternative use of sustainable transport. A new initiative was introduced, of tax obligation for projects that did not meet parking conditions being suspended, provided that developers offered sufficient alternative transport solutions. This progressive approach culminated in the adoption of the new parking regulation at the end of 2023, introducing innovative measures to shift the focus away from car-centric development.

    Key features of the new regulation

    The revised parking ordinance incorporates several significant changes. One of the most notable aspects is the introduction of a minimum number of car parking spaces that will decrease over time. Additionally, the regulation allows for a reduced parking standard when submobility options, such as bike-sharing or public transport incentives, are included in new developments.

    Another major advancement is the inclusion of clear guidelines for bicycle parking, ensuring that bicycles are no longer relegated to secondary status. These principles, aligned to government initiatives, are designed to make bicycle use more convenient and appealing for residents.

    Collaborative development process

    The creation of the new parking regulation was a collaborative effort, involving multiple municipal services, including Space and Housing, Infrastructure, Mobility, Local Tourism, Sports, Education, and Finance. The Municipal Committee for Spatial Planning (GECORO) contributed insights through a dedicated workshop, while the Department of Mobility and Public Works (MOW) and the Province of Antwerp provided valuable advisory support.

    In developing the ordinance, Brasschaat drew inspiration from other local authorities, engaging in discussions with the City of Antwerp to refine the regulation’s implementation.

    Looking ahead: Evaluation and impact

    Although the new parking regulation has been in force only since late 2023, its full impact remains to be seen. The first permits under the updated guidelines have only recently been signed. However, during the drafting process, the proposed standards were tested against real projects to ensure feasibility and compliance. Notably, the bicycle parking standards were already being applied by the Mobility Service, even before receiving formal legal backing.

    As Brasschaat continues its journey toward a more sustainable urban environment, this ambitious regulation stands as a testament to the municipality’s proactive approach to addressing modern mobility challenges.

  2. Shared bikes and scooters facilitate 24 million rides in 2024 in Belgium

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    Source: Way to Go

    Comprehensive data is available for the first time on shared mobility in Belgium. By the end of 2024, more than 40,000 shared vehicles were in operation, including 21,721 shared bicycles, 18,764 shared scooters, and 8,976 shared cars.

    Flanders accounts for the largest portion of shared bicycles, with 64% of the total. Meanwhile, Brussels and Wallonia hold 35% and 1%, respectively. When it comes to shared scooters, the highest concentration is in Brussels, which hosts over half (52%) of the country’s 18,764 scooters.

    24 million trips taken on shared bikes and scooters in 2024

    Beyond the sheer number of available vehicles, their usage is also noteworthy. Shared bikes and scooters were used for a staggering 24 million rides throughout 2024. Flanders leads in bike usage, accounting for 76.7% of all rides, whereas Brussels dominates scooter usage with 63.6% of all trips.

    Nearly 2 million active users

    In 2024, there were 722,997 active users of shared bicycles and 1,237,280 users of shared scooters. Preferences for bike-sharing systems differ by region.

    In Flanders, nearly 80% of trips involve back-to-many systems with fixed stations, such as Antwerp’s red Velo bikes, which can be dropped off at any designated Velo station. However, only 40% of shared bikes in Flanders belong to this system. In contrast, Brussels users favor back-to-many bikes without fixed stations (i.e. such as those from Dott and Bolt) which can be left at designated drop zones marked in the app. Although these bikes account for less than half of Brussels’ supply, they represent two-thirds of all shared bike trips in the region.

    Availability drives usage

    An important takeaway from the report is that increased shared bike and scooter availability leads to greater usage. “That is an important conclusion,” says Jeffrey Matthijs, director of Way To Go. Notable trends include the high usage of electric back-to-many bikes without fixed stations in Brussels (4.1 rides per day per 1,000 residents) and those with fixed stations in Flanders (2.9 rides per day). Meanwhile, Brussels stands out for its shared scooter usage, boasting 7.8 scooters and 16.6 rides per day per 1,000 residents.

    Brussels leads in shared mobility density

    Brussels has the highest density of shared vehicles, with 6.1 shared bikes and 7.8 shared scooters per 1,000 residents. Flanders follows with 2.0 bikes and 1.0 scooter per 1,000 residents, while Wallonia trails with 0.1 shared bike and 0.6 shared scooters per 1,000 residents. “Internationally, the Brussels Region scores better than cities such as London and Rotterdam, but it lags behind frontrunners such as Paris,” notes Matthijs.

    Car sharing sees 22% growth

    The number of car-sharing users in Flanders has surged, rising by 22% to reach 46,599 active participants in 2024. This figure includes users of round-trip and private shared cars, but excludes free-floating car-sharing services due to a lack of reported data. As a result, the true number of car-sharing participants is likely even higher.

    A comprehensive review of shared mobility

    The data comes from Way To Go’s latest shared mobility report. While the organization has previously published annual car-sharing figures, this marks the first time bike and scooter sharing have been systematically analyzed.

    Read the full report here.

  3. Innovative solar charging station installed on popular European bike highway

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    Source: Fietsberaad

    Cyclists traveling along the F14 bike highway, which connects Antwerp, Belgium with Essen in Germany, can now benefit from an innovative solar-powered charging station in Kapellen.

    Developed by Belgian company WeWatt, this project caters specifically to electric bicycles, providing a sustainable solution for long-distance riders.

    A new edition to cycling infrastructure

    The solar charging station is strategically located at a local brasserie near the railway crossing at the intersection of Christiaan Pallemansstraat and Koning Albertlei. Its placement offers a convenient stopover for e-bike users traveling along the F14, a key cycling route in the Northern part of Belgium.

    As e-bikes continue to rise in popularity, enabling riders to cover greater distances, the need for accessible charging options has become increasingly apparent. This station not only offers two charging sockets powered entirely by solar energy but also includes a bicycle repair pole equipped with tools for quick fixes. Integrated solar panels generate and store energy in an internal battery, allowing the station to function independently of external electricity sources. Its self-sufficient design makes it an ideal solution for remote cycling paths and highways.

    Part of a broader mobility vision

    The introduction of the charging station aligns with a broader Belgian mobility strategy aimed at enhancing cycling connections across the province of Antwerp. For years, bicycle highways in the Northern Flemish region of Belgium have been central to encouraging sustainable transportation. Projects like this solar-powered charging station make cycling infrastructure more appealing to both commuters and recreational cyclists.

    By providing convenient charging options along key routes, the initiative also supports the shift from car travel to cycling, even for longer journeys. This underscores the region’s commitment to reducing carbon emissions while promoting active and eco-friendly transportation options.

    Collaborative effort for sustainability

    The project was brought to life through a partnership between railway organisation Infrabel, the municipality of Kapellen, and WeWatt, which specializes in energy-focused bike furniture. Infrabel contributed by granting a concession for a plot of land near the railway tracks, while Kapellen facilitated the installation and WeWatt provided the technology.

    Enhancing the cycling experience

    This solar charging station represents an intersection of sustainability, technology, and mobility. By addressing the needs of e-bike riders, it enhances the overall cycling experience in the Flanders region of Northern Belgium. Additionally, it supports renewable energy use, fostering a dual impact of promoting green energy and sustainable travel.

    As infrastructure in the region continues to evolve, initiatives like this serve as a model for future developments, encouraging more individuals to embrace cycling as a primary mode of transport.

  4. How larger and heavier cars impact Brussels’ road safety and environmental goals

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    Source: Fietsberaad Crow

    The growing prevalence of larger and heavier cars in the Brussels-Capital Region conflicts with road safety and environmental objectives, as analysed by Brussels Mobility and Brussels Environment in their report, Larger and Heavier Cars. The report examines the causes of this trend and suggests measures to curb the rising weight of the vehicle fleet.

    Brussels Mobility and Brussels Environment are public agencies responsible for mobility and environmental policies in the region. Drawing on a literature review, statistical analysis, and expert discussions, they studied the increasing presence of large, heavy cars in Brussels and across Belgium. Their findings cover the causes, impacts, and potential interventions to address this issue.

    Rising Vehicle Mass

    Between 2013 and 2023, the average mass of private vehicles registered in Brussels grew by 10%, while company cars saw a 17% increase. Additionally, company cars are approximately 250 kg heavier than newly registered private vehicles. Vehicles are also becoming wider; since 2018, newly registered cars average over 180cm in width.

    Impacts on safety, space, and emissions

    Heavier vehicles offer greater protection to their occupants, reducing their risk of serious injury or death in accidents. However, this comes at the expense of others, such as pedestrians, cyclists, motorcyclists, or occupants of lighter vehicles, whose risk of harm increases significantly. In Brussels, this risk disparity is even more pronounced than in the rest of Belgium.

    Larger vehicles also demand more space, often exceeding the dimensions of existing parking spots and impeding efforts to allocate public space for active transportation modes. Their bulk hinders urban greening initiatives, and their weight exacerbates wear-and-tear emissions from tires, brake pads, and road surfaces.

    For petrol and diesel cars, the additional weight has offset reductions in CO₂ emissions. Meanwhile, heavier electric vehicles require larger batteries, increasing the demand for raw materials and emissions during manufacturing.

    Causes of the trend

    The growth in heavier vehicles is driven by several factors:

    1. Industry marketing: Automakers prioritize heavier and larger vehicles due to higher profit margins, limiting the availability of lighter, more affordable options.
    2. Tax policies: Belgian fiscal policies do not consider the weight of electric vehicles, unlike fuel-powered cars. Additionally, the fiscal regime for company cars encourages the selection of heavier, more luxurious models.
    3. CO₂ standards: European CO₂ emission standards fail to incentivise a reduction in vehicle mass.

    Proposed measures

    To counter this trend, Brussels Mobility and Brussels Environment recommend several measures, including:

    • Implementing a weight-based kilometre charge to discourage heavier vehicles.
    • Tightening parking policies to limit the entry of heavy cars into the city.
    • Designating zones where heavy vehicles are prohibited.
    • Banning public advertising for large and heavy cars.

    These proposals aim to address the safety and environmental challenges posed by the increasing share of larger, heavier vehicles in the Brussels-Capital Region.

  5. Speed pedelec sales decline as more Belgians opt for buying second-hand

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    Source: Bike Europe

    In the first nine months of 2024, registrations of second-hand speed pedelecs in Belgium rose by 17.4% compared to the same period in 2023 and by 39.3% compared to 2022, according to Traxio, a trade association. However, new speed pedelec sales showed an opposite trend, dropping by 17.9% from 2023.

    “Over the first nine months of this year, we see one major constant: registrations of new speed pedelecs (10,189 units, -17.9%) are declining in favour of second-hand models (6,277 units, +17.4%),” confirms Filip Rylant, spokesperson for the mobility federation TRAXIO. “This year’s bad weather has certainly had a negative impact on the new market, but we also see in the figures a positive indication that the speed pedelec is a sustainable mode of transport that is becoming increasingly accessible as a used option for a large group of users. It is important that the new market begins to recover in the coming year to ensure a structurally sufficient inflow for used models in the future.”

    Overall, with 16,466 registered speed pedelecs, the combined market shows only a slight dip: down by 7.8% compared to 2023 and 9.2% compared to 2022, as the second-hand sector is still in its growth phase.

    Shift to second-hand

    While new speed pedelecs remain the majority, there’s a notable shift toward used models. In 2023, second-hand speed pedelecs represented 29.1% of the market, rising to 38.1% in 2024, with new models dropping to 61.9%.

    “2024 is clearly a difficult year for the entire bike market, partly due to the bad weather. Despite the growing confidence in bikes as a sustainable mode of transport, sales are stagnating. The new sales of speed pedelecs are following that downward trend. On the other hand, the second-hand speed pedelec remains a strong quality product. Consumers, in times of declining purchasing power, are right to have confidence in it” explains Frank Glorieux, secretary general of Traxio Velo.

    Private vs. companies and leasing

    The new speed pedelec market saw a sharp decline in registrations, down 17.9% overall, with leasing registrations down 18.0%, private registrations down 21.1%, and corporate registrations down 8.5%. During this period, 63.7% of new speed pedelecs were registered by non-individuals, largely for leasing (49.2%), while 36.3% were registered by individuals and 14.4% by businesses. In contrast, individuals dominate the second-hand market with 93.0%, followed by companies (5.6%) and leasing (1.4%).

  6. Belgium’s bicycle industry worth almost €1 billion

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    Source: FPS Mobility of Transport

    FPS Mobility and Transport publishes a new study, conducted by Transport & Mobility Leuven (TML) on Belgium’s cycling economy and its socio-economic effects on the nation.

    In Belgium, cycling is seen as an important part of its society and economy with its numerous benefits, however there haven’t been many studies analysing its economic impact, leading to its Minister of Mobility Georges Gilkinet requesting for it to be studied.

    Findings from TML revealed that in 2022, Belgium’s bicycle sector achieved a total net value of €951 million with nearly 18,000 full time employees. With these results, it has been noted that the sector has grown by almost 90% in the previous 8 years, and that it still has great potential to grow even further.

    Gilkinet commented the following of the published findings: “By creating jobs and prosperity, the bicycle sector has important economic benefits for our country. Thanks to this study, we have a complete and objective picture of this for the first time. But above all, this study highlights the enormous growth potential of this sector. It will help policymakers to make the best choices for the future, not only in terms of mobility, but also in terms of the economy and public health.”

    The study included the following findings:

    COVID-19 boosted cycling popularity

    The COVID-19 pandemic played a key role in accelerating the shift toward cycling in Belgium, as social distancing measures led to a preference for individual transport options. This trend, combined with the rise of e-bikes and supportive government policies, significantly increased the adoption of cycling as a mode of transportation.

    Diverse and growing cycling industry

    The cycling sector encompasses a wide range of activities, including bicycle production, sales, rental services, tourism, logistics, infrastructure, insurance, and events. In 2022, the cycling economy’s net added value was highest in cycle tourism (€214 million), infrastructure development (€207 million), and bicycle sales (€214 million). The sector’s employment rate grew by 147% since 2015, with logistics (7,021 FTEs), tourism (3,358 FTEs), and sales (2,813 FTEs) as the top job creators.

    Electric bicycles drive sales and industry growth

    For the first time, electric bicycles accounted for over half (51%) of all bicycle sales in 2023, totaling around 620,000 units. The surge in e-bike popularity has increased the average bicycle price from €1,244 in 2019 to €1,915 in 2023, indicating a 31% real increase. The convenience of electric assistance for longer distances and hilly terrains is a major factor behind this shift.

    Future growth and professionalisation

    To sustain the cycling sector’s growth, the study suggests improving infrastructure, enhancing bike availability, and implementing favorable policies, such as tax incentives and mileage allowances. The most impactful scenario involves encouraging 15% of employees to lease bicycles, which could generate €750 million in additional income, benefiting related industries like parts, accessories, and insurance.

    Rosanne Vanpée, Senior Researcher at TML, commented, “Every 1,000 leased bicycles generate €2.8 million in net value and 27 full-time jobs annually.” It has also been noted that active commuting improves physical and mental health, resulting in broader economic gains for workers and society.

    TML’s study findings underscore the cycling sector’s crucial role in Belgium’s economy, with ample opportunities for further growth and sustainable development.

  7. Does darkness influence Cycling? Research from Flanders (Belgium)

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    Source: Fietsberaad

    A recent study published in Transport Policy has provided insight into the factors that may influence people’s decisions to cycle when it’s dark, addressing an often overlooked aspect of urban planning and transportation policies. As cycling continues to grow in popularity as an eco-friendly and health-conscious mode of transportation, understanding the barriers to cycling in different conditions is crucial for creating safer and more inclusive cities.

    Darkness as a barrier

    Darkness poses a significant barrier to cycling primarily due to the increased risk of accidents and a heightened sense of social insecurity. While much research has been done into factors that influence cycling, including socio-demographic factors, darkness has rarely been studied. This study, conducted in East Flanders, Belgium, fills this gap by exploring the decision making process for cyclists in relation to darkness.

    Methodology

    The researchers employed a mixed-method approach, combining quantitative and qualitative data to provide a comprehensive understanding of the issue. They surveyed 842 cyclists and conducted 26 in-depth, semi-structured interviews to identify the factors that influence the likelihood of cycling in the dark. The analysis revealed several key insights into how different groups of people approach cycling after dark.

    Key Findings: Who Cycles in the Dark?

    One of the study’s significant findings is that familiarity with a route increases the likelihood of cycling in the dark. Cyclists who regularly use a particular route are more confident and likely to continue using it even when visibility is low.

    Age and life stage also play a crucial role. Elderly individuals and retirees are less likely to cycle in the dark compared to younger people, especially those aged 11 to 17. This younger age group often cycles to school early in the morning, sometimes accompanied by a parent. On the other hand, people who ride racing bikes, often cycling in groups, are less likely to venture out in the dark, preferring daylight hours for recreational and sportive activities.

    Interestingly, the type of bicycle also influences cycling habits in the dark. Cyclists using e-bikes and speed pedelecs are more likely to cycle in low-light conditions compared to those using regular bikes. This may be due to the increased speed and convenience these bikes offer, making them more appealing even when visibility is reduced.

    Gender differences also emerged as a significant factor. Women are 84% less likely to cycle in the dark compared to men, primarily due to concerns about social safety. The perception of danger in dark conditions is a strong deterrent, highlighting the need for better lighting and safety measures to encourage more women to cycle.

    The study also found that living in a rural environment positively impacts the likelihood of cycling in the dark compared to urban areas. This may be due to lower traffic volumes and a greater sense of familiarity and safety in rural areas.

    Implications for urban planning and policy

    To increase cycling rates in the dark, cities need to focus on creating a cycling culture that prioritizes safety and inclusivity. This includes designing and implementing infrastructure that addresses the needs of vulnerable groups, such as women and the elderly, and ensures safe and well-lit routes for all cyclists.

    A holistic approach to urban planning is essential, integrating these elements to create environments where cycling can thrive regardless of the time of day. By understanding the diverse factors that influence cycling in the dark, policymakers can develop targeted strategies to overcome these barriers and promote cycling as a safe and viable option for all.

  8. Ghent subsidies help local suppliers decarbonise deliveries

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    Source: The Mayor

    The Belgian city aims to have its centre emissions free by 2030.

    Companies making deliveries to Ghent’s central area can join one of two pilot projects: receiving a free electric vehicle, or a financial subsidy for a local emission-free last-mile delivery service. Both incentives are provided by the municipality.

    Ghent’s climate goals are notably practical. The city aims to make its central area as emission-free as possible by 2030. While this target may seem less ambitious compared to other cities that promise ’emission-free zones’ or ‘banning fossil fuel cars,’ it appears achievable.

    Not just empty words

    “By 2030, we want city logistics to be as emission-free as possible, but we’re not leaving entrepreneurs to tackle this alone. We give them time to prepare and offer support to encourage them toward sustainable logistics,” explains Sofie Bracke, Alderman for Economy.

    Approximately 7,000 tonnes of goods are delivered to Ghent’s central area (inside the R40 ring road) every week via 40,000 trips by vans and trucks, excluding construction logistics. Daily, 10,000 to 20,000 parcels are delivered to the city center.

    This significantly impacts traffic and emissions, prompting the city to start implementing changes now. The phased approach allows entrepreneurs time to adapt.

    Two options for entrepreneurs

    For the first pilot project, companies, sole proprietorships, or non-profit organizations can test an emission-free vehicle for deliveries in Ghent free of charge for one week. They will also receive advice and customized logistics services.

    Options include an electric truck, box truck, refrigerated truck or van, a light electric freight vehicle, or a cargo e-bike. Testing is available from September 23 to December 13, 2024.

    The second option involves outsourcing the ‘last-mile delivery’. Logistics companies will bundle deliveries and transport goods from the city’s edge to the center. Participants collaborating with these providers will receive a 6,000-euro subsidy.

  9. Bizbike’s Veloci brand exceeds 100,000 bicycles

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    This month, Veloci, a Belgian e-bike brand by Bizbike, is set to reach a significant milestone by surpassing sales of 100,000 units directly to consumers in Belgium. The brand is also expanding its presence in the Netherlands, building on its established market in collaboration with the newspaper publisher Mediahuis.

    Source: NieuwsFiets.nu

    Mediahuis, which publishes a range of newspapers across Belgium and the Netherlands, has been in partnership with Veloci for over a decade. This collaboration has been pivotal in allowing Veloci to offer its e-bikes at competitive prices. “Thanks to this collaboration, which has lasted eleven years in Belgium, we can offer our bicycles at an affordable price to potential bicycle buyers,” explains Laurence Vanhove, Brand Manager Veloci at Bizbike. “On the one hand, we mainly sell the bicycles online via Nieuwsbladshop.be and on the other hand, we have also developed our own store network of seven Veloci stores in Flanders. The first two stores, then still ‘pop-up stores’, opened in 2021. We quickly noticed the added value of these physical points of sale. Potential customers attach great importance to viewing, comparing and testing our bicycles. The balance in sales online and in stores is now approximately fifty-fifty. On April 2, 2024 we opened our seventh store in Aarschot. The other six stores can be found in Aalter, Kuurne, Kasterlee, Houthalen, Mortsel and Erembodegem.” Vanhove went on to highlight other sales channels, “In the Netherlands, sales are mainly online via www.webshop.telegraaf.nl, or via certain fairs. We recently participated in the Cycling and Walking Fair in Utrecht. At consumer fairs we not only work on our brand awareness, but we also want people to extensively test our Veloci,”

    Vanhove states that Bizbike’s role is also very important with regard to after-sales service, because they take full responsibility for it. Also from the bicycles sold online. “We provide a lifetime warranty on the frame, a seven-year warranty on non-electrical parts and a two-year warranty on all electronic parts, such as the battery, motor and display,” Vanhove explains. “We also provide home service and maintain or repair bicycles at customers’ homes. We have a team of thirty mobile technicians who come to solve customer problems throughout Belgium and the Netherlands.”

    Unlike other direct-to-consumer bicycle brands, Veloci focuses on a compact collection, consisting of three city bicycles (Vivid, Vidid Plus and Solid) and a folding bicycle (Hopper). According to Vanhove, a conscious choice. “We focus on a limited number of distinctive models, from € 1,599 to € 2,499, so that the customer does not experience too much choice stress at home or in the store.”

    In 2024, Veloci will welcome two new models to its range. The Vivid Plus is based on the best-selling model of 2023, the Vivid. As a ‘plus’ the bicycle was given hydraulic disc brakes. “In combination with a Bafang mid-motor, 468Wh battery, and a Shimano Altus 8 rear derailleur (and Shimano freewheel), this is the perfect bike for longer distances and hilly areas,” Vanhove explains.

    With the Solid , the Belgian brand is launching a robust e-bike that is built to last. Thanks to the hydraulic disc brakes, Shimano Nexus 8 hub gear and closed chain guard, this bicycle is sustainable in maintenance. “The ideal companion for daily trips through town and country,” concludes Vanhove.

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