Ten years of cycle highways in Flanders: 54% more cyclists than five years ago

Flanders is celebrating the 10th anniversary of its cycle highways this year. Currently, there is a network of 130 cycle highways, totalling approximately 2,800 kilometres, although not all of these have been completed yet. The network is being developed by the Flemish government, the five provinces and the municipalities. The goal of these cycle highways, also known as bicycle motorways, is to encourage commuters to cycle to work rather than get stuck in ever-longer traffic jams.

The philosophy behind the cycle highways dates back to the 1990s. There was a growing awareness that an alternative to traffic jams was necessary, as these were expected to worsen. A supra-local bicycle network with three categories of cycle paths was considered the solution. The highest category, which later became the cycle highways, was intended to connect bicycle traffic smoothly to public transport.

"Cycle highways are high-quality and safe cycle paths for slightly longer distances," explained Sven Taeldeman, bicycle manager for the province of East Flanders. "They must be four metres wide to prevent users from obstructing each other."

The first real cycle highway was introduced in 2003, built between the Antwerp suburb of Berchem and Mortsel. In 2015, Flanders and its provinces joined forces to connect existing cycle highways and market the concept of the 'cycle highway' properly. A dedicated website was launched, providing extensive information about the Flemish network and offering route guidance for cyclists. The cycle highways themselves also received appropriate signage.

Straight and cost-effective routes

Most cycle highways follow a fairly straight route, often running alongside railways, waterways or existing roads. Not only are straight routes likely the shortest or quickest connection, planning a route along an existing (rail)road outside built-up areas results in fewer conflict points. This means fewer adjustments to the route, such as underpasses, which would require cyclists to slow down. It also makes construction cheaper. Because these cycle highways often lie outside built-up areas, fewer expropriations are necessary, further reducing costs. When a route runs alongside a railway, negotiations usually only involve the infrastructure manager Infrabel, simplifying the process.

Underutilised?

Many people are still unfamiliar with the concept of cycle highways and, outside built-up areas, these bicycle motorways are not always used intensively. Conversely, traffic jams on motorways have never been longer. However, investing in cycle highways is not futile:

• Since the introduction of electric bicycles, more people are cycling and covering longer distances.
• As more kilometres of cycle highways are completed, the network becomes larger and more comprehensive, making it a viable alternative for those who still rely on cars.
• At weekends, cycle highways are increasingly used by people taking day trips by bike.
• As cycle highways become better known, their popularity increases. For example, in East Flanders, a quarter more cyclists were counted in 2023 compared to 2021. "Over the past five years, we have seen a 54 percent increase," says Sven Taeldeman. "Seventy-five percent of users report being satisfied."

"Flanders is perfect for cycling," says Taeldeman. "Seventy-five percent of our trips are less than 15 kilometres long, and 50 percent are even less than 5 kilometres. We have no significant elevation changes, municipalities are close together, and the weather is rarely extremely hot or cold." These environmental factors should encourage more Flemings to cycle. "The electric bicycle is truly a game-changer, and COVID-19 has taught us that we need to exercise more. Moreover, cycling is a very affordable form of mobility."

Many kilometres still to be built

The Flemish network of 2,800 kilometres of cycle highways is not yet fully realised. In this sense, the map on fietssnelwegen.be showing the cycle highways can be somewhat misleading. Thhe map shows a fairly dense network - each blue line represents a cycle highway, but clicking on a line reveals that not every cycle highway is fully constructed.

For example, the 30-kilometre F43 between Aalst and Sint-Niklaas has not been completed between Dendermonde and Sint-Niklaas. The 23-kilometre F30 between Ostend and Bruges is entirely constructed, but this route follows the paved towpath along the Ostend-Bruges canal.

"We say that 2,037 of the 2,800 kilometres of cycle highways are in use," explains Sven Taeldeman. "Of the remaining 763 kilometres, about 70 percent are rideable, but the current infrastructure does not meet the standards of a real cycle highway. The other 30 percent still needs to be realised."

What complicates construction?

Building a cycle highway requires time and patience:

• Numerous permits need to be obtained;
• Provinces and the Flemish government need to frequently consult with various partners (such as Infrabel for a cycle highway along a railway);
• Adequate budget must be available. Expensive cycle bridges or tunnels are often co-financed by Europe;
• Issues can arise concerning paving near nature reserves. These can be resolved by choosing an alternative route or by compensating through depaving elsewhere;
• Negotiations with farmers are often necessary when they lose a strip of land. "We have never expropriated, but choose to mediate. That requires a lot of time, " says Sven Taeldeman. 

Author: Jonathan De Vriendt

Views and opinions expressed are those of the author(s) and do not reflect those of the European Commission.