The Brussels Ring Road is only 75 km long, but it can be seen as a symbol of Belgium’s communal complexity. The Works Association (De Werkvennootschap), an entity within the Flemish government established to tackle complex projects, has just reached an agreement with the environmental organization Dryade on the redevelopment of the Brussels Ring Road, which will enable the addition of an extra lane. However, that overlooks the wayward Brussels government.

The Brussels government in charge of current affairs is sticking to its position and does not want an additional lane. Although the section of the Brussels Ring in question is located on Flemish territory, the Brussels government can oppose the plans because the effects of the redevelopment, such as emissions, noise, and air pollution, are also noticeable in the Brussels-Capital Region.

Reduced speed limit

The agreement between the Works Association and Dryade concerns the redevelopment of the northern half of the Brussels Ring Road, specifically the section between Zaventem and Groot-Bijgaarden.

Dryade opposed the widening plan for that segment of the Brussels Ring Road because there are several nitrogen-sensitive nature reserves along this section, such as the Laarbeek Woods and the Wolvertemse Beemden.

More lanes on highways may provide temporary relief, but in the long term, they often lead to increased traffic and congestion, resulting in higher emissions of nitrogen and particulate matter.

The Works Association did not want to engage in a lengthy legal battle and changed its plans. It proposed one additional lane instead of two on parts of the route, along with numerous accompanying measures for public transport and additional bicycle bridges and wildlife crossings. Additionally, it adapted the permit application to the latest, stricter standards, rather than working with outdated nitrogen values from 2013.

The speed limit will also be reduced in certain places. Currently, the speed limit on the Brussels Ring Road is 100 km/hour. In the future, this limit will be dynamic in the vicinity of nature reserves: the higher the nitrogen emissions at that moment, the lower the permitted speed.

‘More lanes mean wider traffic jams’

Outgoing Brussels Minister of Mobility Elke Van den Brandt (Groen) is satisfied with the measure to improve nitrogen emissions. Still, she does not agree with the addition of an extra lane on certain parts of the route, which will remain in place. “Our advice was clear: we want an agreement that does not attract extra traffic to Brussels,” she says.

“A scenario in which an extra 10-km section is added is not an option for me. Every independent expert agrees: more lanes mean more traffic and ultimately just wider traffic jams.”

“If Flanders were to scrap the express tram to Brussels, which was put on hold, and at the same time send more care to Brussels, this would mean more air pollution and more traffic jams in and around our capital. Now is the time to make forward-looking choices for smooth, gentler, and healthier mobility.”

VA vetofrom Brussels is possible

The Brussels government can indeed oppose the Flemish plans, for example, by appealing to the Council of State or lodging a complaint with the European Commission if it believes that the project violates European environmental legislation.

For the eastern ring road, in the vicinity of Zaventem, the permit has been granted, and preparatory work has started. However, for the project areas of the northern ring road, the plans and associated environmental permit are not yet in place.

Moreover, the ring road runs through Brussels territory in two locations. Therefore, a permit application will also be on the agenda of the (next) Brussels government. In particular, the widening of the ring road with an extra lane in Wemmel-Jette is likely to be rejected by the Brussels authorities.

Road infrastructure outdated

For the Flemish government, this fourth lane is necessary to combat cut-through traffic in surrounding municipalities and to avoid conflicts between driveways and through traffic, because the current road infrastructure is outdated.

Critics, however, say that this is merely treating the symptoms and that Flanders has no mobility vision that transcends car-centric thinking (60% of the mobility budget goes to road infrastructure, compared to 20-25% for public transport and a smaller share for cycling projects, but these are, however, growing rapidly).

“At a time when the Flemish government is investing unprecedented amounts of money in the reconstruction of the Brussels Ring Road to improve mobility around the capital, including investments in bicycle connections and public transport, I find it highly inappropriate and particularly unworldly that a government in current affairs and with blood-red budget figures continues to oppose these plans vehemently,” responds Flemish Minister if Mobility Annick De Ridder (N-VA).

However, she does not mention that Flanders’ debt burden is greater than that of Brussels in absolute terms. “I hope that the next Brussels government, when it is formed, will consult and act constructively on this issue.”