{"id":194201,"date":"2026-09-22T12:25:24","date_gmt":"2026-09-22T10:25:24","guid":{"rendered":"https:\/\/newmobility.news\/?p=194201"},"modified":"2026-09-22T11:46:19","modified_gmt":"2026-09-22T09:46:19","slug":"vias-study-gas-fines-for-speeding-are-not-a-revenue-model-but-they-do-pose-a-risk","status":"publish","type":"post","link":"https:\/\/newmobility.news\/nl\/2026\/09\/22\/vias-study-gas-fines-for-speeding-are-not-a-revenue-model-but-they-do-pose-a-risk\/","title":{"rendered":"VIAS-onderzoek: GAS-boetes voor te hard rijden zijn geen inkomstenbron, maar vormen wel een risico"},"content":{"rendered":"

Veel automobilisten in Belgi\u00eb hebben het gevoel dat ze worden \u201cuitgemolken\u201d wanneer ze per post een GAS-boete ontvangen voor een kleine snelheidsovertreding. Toch gebruiken lokale overheden deze GAS-boetes in de eerste plaats om de verkeersveiligheid te bevorderen, en niet als inkomstenbron.<\/p>\n

Dit blijkt uit een uitgebreid onderzoek van het Vias Traffic Institute en de Universiteit Gent, waarbij alle 285 Vlaamse gemeenten werden ondervraagd. In het rapport wordt echter wel aanbevolen om strengere voorwaarden op te leggen aan het veelbesproken concessie- of financieringsmodel.<\/p>\n

Iets meer dan de helft van de Vlaamse steden en gemeenten past het GAS-systeem toe<\/h4>\n

Sinds 2021 kunnen lokale overheden in Vlaanderen lichte snelheidsovertredingen op wegen met een maximumsnelheid van 30 of 50 km\/u bestraffen met een gemeentelijke administratieve sanctie (GAS-boete). Ongeveer 53% Vlaamse steden en gemeenten handhaven nu de GAS-snelheidsbeperkingen \u2013 een sterke stijging ten opzichte van 40% in november 2024.<\/p>\n

Het GAS-systeem wordt soms afgedaan als een potenti\u00eble \u201cmelkkoe\u201d, waarbij financi\u00eble motieven zogenaamd voorrang zouden krijgen boven de verkeersveiligheid. Uit het onderzoek blijkt nu dat steden en gemeenten in de eerste plaats de rijsnelheden willen verlagen en het aantal verkeersongevallen willen terugdringen.<\/p>\n

Extra inkomsten zijn voor minder dan een op de vier lokale overheden van belang. Voor de helft speelt dit geen noemenswaardige rol.<\/p>\n

Minder snelheidsovertredingen<\/h4>\n

Opvallend is dat er geen statistisch significant verschil bestaat in het aantal snelheidsovertredingen of ongevallen met letsel tussen gemeenten met en zonder GAS-snelheidsbeperkingen, noch v\u00f3\u00f3r noch na de invoering ervan. Dit betekent echter niet dat een specifieke snelheidscamera op een risicovolle locatie niet effectief is.<\/p>\n

Lokale overheden constateren minder snelheidsovertredingen en lagere rijsnelheden. Bovendien blijven de effecten niet noodzakelijkerwijs beperkt tot de gebieden waar de handhaving plaatsvindt. Ook weggebruikers in de bredere omgeving passen hun gedrag aan.<\/p>\n

Daardoor beoordelen de lokale overheden zelf de effecten positief: gemeenten die GAS inzetten voor snelheidshandhaving geven een gemiddelde score van 8,0 op 10 voor de verbeterde verkeersveiligheid, tegenover 7,2 voor gemeenten die dit systeem niet gebruiken.<\/p>\n

Negen op de tien lokale overheden hebben sinds de invoering van het systeem ook andere maatregelen genomen om de snelheid te verlagen. Zo investeren ze bijvoorbeeld in verkeersremmende infrastructuur, richten ze fietszones in en voeren ze bewustmakingscampagnes onder weggebruikers. Camera\u2019s en gemiddelde snelheidscontroles vormen dan ook slechts \u00e9\u00e9n onderdeel van een breder verkeersveiligheidsbeleid waarin infrastructuur, bewustmakingscampagnes en handhaving elkaar aanvullen.<\/p>\n

\"\"
Steden en gemeenten met GAS-snelheid (waarde 1, blauw) en zonder GAS-snelheid (waarde 0, groen). De figuur geeft de situatie weer in april 2026. Bron: VVSG en het ministerie van Verkeer en Waterstaat.<\/figcaption><\/figure>\n

Het is niet per se een instrument dat uitsluitend op veiligheid is gericht.<\/h4>\n

Hoewel de onderzoeksresultaten de opvatting ondersteunen dat lokale overheden het GAS-systeem niet in de eerste plaats invoeren om extra inkomsten te genereren, bevestigen ze ook uitdrukkelijk dat de publieke perceptie van GAS-snelheidsbeperkingen als een \u201cmelkkoe\u201d een legitimiteitsprobleem vormt.<\/p>\n

Zo geven 57% van de besturen toe dat de inkomsten geen specifiek doel hebben en gewoon in het algemene fonds terechtkomen, zodat ze niet bestemd zijn voor verkeersveiligheid. E\u00e9n respondent verklaarde zelfs letterlijk dat \u201cde middelen die vrijkomen door de GAS-snelheidslimiet nauwelijks of helemaal niet worden gebruikt voor verkeersgerelateerde maatregelen, maar worden beschouwd als \u2018extra\u2019 inkomsten voor politiek eigenbelang.\u201d<\/p>\n

De auteurs bevelen daarom aan om de opbrengsten op een transparantere manier te herinvesteren in verkeersveiligheid, en meer bepaald in verkeersveiligheid, iets waarvoor ook Annick De Ridder (N-VA), de Vlaamse minister van Mobiliteit en Openbare Werken, pleit.<\/p>\n

Het is belangrijk om te onthouden dat deze inkomsten jaar na jaar recordopbrengsten blijven genereren. Voor 2026 begroot Vlaanderen een totaal van 121 miljoen euro, oplopend tot 144 miljoen euro in 2027.\u00a0 Dat is veel geld, en zoals Vias in de studie aangeeft, is het systeem niet per definitie een inkomstenmodel; het is evenmin automatisch een puur op veiligheid gericht instrument.<\/p>\n

In 2024 ontvingen gemeenten met GAS-speed gemiddeld \u20ac 43,1 per inwoner aan administratieve boetes, tegenover slechts \u20ac 4,2 in gemeenten zonder dit systeem. Een opvallende uitschieter is Lo-Reninge, dat \u20ac 441,96 per inwoner inde.<\/p>\n

Van elke boete van \u20ac 53 houdt de gemeente gemiddeld \u20ac 32,5 (61%) in; particuliere partners ontvangen \u20ac 11 (21%). In het concessiemodel (TaaS\/\u201dDrive for Zero\u201d) gaat echter slechts 36% naar de lokale overheid. En 33% van de respondenten vindt dat deze verdeling onevenwichtig is ten gunste van de particuliere partner.<\/p>\n

Strengere voorwaarden voor het concessiemodel<\/h4>\n

En juist dat concessiemodel \u2013 waarbij een particuliere partner investeert en een vaste vergoeding per overtreding ontvangt \u2013 bevat structurele prikkels die het risico om als een \u201cmelkkoe\u201d te worden gezien tot een re\u00eble mogelijkheid maken. Dit kan bijvoorbeeld de indruk wekken dat de economische logica bepalend is geweest voor het ontwerp van de weg, of dat contractbepalingen gemeenten verboden om de verkeersstroom onder een bepaalde drempel te laten dalen.<\/p>\n

Hoewel VIAS aangeeft dat deze bepalingen inmiddels grotendeels zijn afgezwakt of geschrapt na tussenkomst van de toezichthoudende instantie, beveelt het ook aan om strengere voorwaarden aan het concessiemodel te stellen en bij het plaatsen van een flitspaal op een specifieke locatie gebruik te maken van een objectieve, op gegevens gebaseerde locatiekeuze, juist om dergelijke misvattingen te voorkomen.<\/p>\n

Andere kwesties die door VIAS naar voren worden gebracht, zijn onder meer het feit dat rechtspersonen zoals leasemaatschappijen en bedrijven \u2013 die verantwoordelijk zijn voor 30 tot 40% van de overtredingen \u2013 en buitenlandse kentekenplaten tot straffeloosheid leiden vanwege problemen met verjaringstermijnen en identificatieproblemen.<\/p>\n

Twee parallelle sanctiestelsels (strafrecht versus GAS) voor dezelfde overtreding leiden ook tot juridische ongelijkheid. Ten slotte zijn politievoorschriften vaak verouderd, moeilijk te vinden en verwijzen ze soms nog naar ingetrokken regels, terwijl de nazorg voor recidivisten veel beter zou kunnen.<\/p>\n

Het rapport bevat tevens specifieke aanbevelingen om de GAS-snelheid te professionaliseren door middel van meer kennis, betere samenwerking tussen belanghebbenden, grotere transparantie, waarborgen voor de privacy en systematische thematische evaluaties.<\/p>","protected":false},"excerpt":{"rendered":"

Many drivers in Belgium feel like they’re being “milked” when they receive a GAS fine for a minor speeding violation in the mail. Yet local governments primarily use these GAS fines to promote traffic safety, not as a revenue stream. This is evident from a comprehensive study by the Vias Traffic Institute and Ghent University, […]<\/p>\n","protected":false},"author":164,"featured_media":194228,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"_jetpack_newsletter_access":"","_jetpack_dont_email_post_to_subs":false,"_jetpack_newsletter_tier_id":0,"_jetpack_memberships_contains_paywalled_content":false,"_jetpack_feature_clip_id":0,"_jetpack_memberships_contains_paid_content":false,"footnotes":"","jetpack_publicize_message":"{title}\r\n\r\n{excerpt}\r\n\r\n{url}","jetpack_publicize_feature_enabled":true,"jetpack_social_post_already_shared":true,"jetpack_social_options":{"image_generator_settings":{"template":"highway","default_image_id":0,"font":"","enabled":false},"version":2},"_wpas_customize_per_network":false,"jetpack_post_was_ever_published":false},"categories":[77170,25,7,31,77201,4],"tags":[],"class_list":["post-194201","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-belgium","category-legislation","category-mobility","category-road-safety","category-study","category-top-stories-today"],"acf":[],"featured_image_urls_v2":{"full":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?fit=2282%2C1094&ssl=1",2282,1094,false],"thumbnail":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?resize=150%2C150&ssl=1",150,150,true],"medium":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?fit=300%2C144&ssl=1",300,144,true],"medium_large":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?fit=640%2C307&ssl=1",640,307,true],"large":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?fit=640%2C307&ssl=1",640,307,true],"1536x1536":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?fit=1536%2C736&ssl=1",1536,736,true],"2048x2048":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?fit=2048%2C982&ssl=1",2048,982,true],"trp-custom-language-flag":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?fit=18%2C9&ssl=1",18,9,true],"related-thumb":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?resize=640%2C480&ssl=1",640,480,true],"gform-image-choice-sm":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?resize=300%2C300&ssl=1",300,300,true],"gform-image-choice-md":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?resize=400%2C400&ssl=1",400,400,true],"gform-image-choice-lg":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?resize=600%2C600&ssl=1",600,600,true],"mailchimp":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?fit=560%2C268&ssl=1",560,268,true],"unipress-phone":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?resize=640%2C100&ssl=1",640,100,true],"unipress-tablet":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?resize=1536%2C240&ssl=1",1536,240,true],"unipress-tablet-portrait":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?resize=1536%2C180&ssl=1",1536,180,true],"unipress-tablet-landscape":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?resize=2048%2C180&ssl=1",2048,180,true],"unipress-smartphone":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?resize=1080%2C168&ssl=1",1080,168,true],"unipress-wide-screen":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/09\/Untitled.png?resize=2282%2C180&ssl=1",2282,180,true]},"post_excerpt_stackable_v2":"

Many drivers in Belgium feel like they’re being “milked” when they receive a GAS fine for a minor speeding violation in the mail. Yet local governments primarily use these GAS fines to promote traffic safety, not as a revenue stream. This is evident from a comprehensive study by the Vias Traffic Institute and Ghent University, in which all 285 Flemish local governments were surveyed. The report does, however, recommend imposing stricter conditions on the much-discussed concession or financing model. Little more than half of Flemish cities and municipalities enforce GAS system Since 2021, local governments in Flanders have been able…<\/p>\n","category_list_v2":"Belgium<\/a>, Legislation<\/a>, Mobility<\/a>, Road safety<\/a>, Study<\/a>, Top Stories Today<\/a>","author_info_v2":{"name":"Luc Joris","url":"https:\/\/newmobility.news\/nl\/author\/belga-5\/"},"comments_num_v2":"0 comments","yoast_head":"\nVIAS study: GAS fines for speeding are not a revenue model, but they do pose a risk - newmobility.news<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/newmobility.news\/nl\/2026\/09\/22\/vias-study-gas-fines-for-speeding-are-not-a-revenue-model-but-they-do-pose-a-risk\/\" \/>\n<meta property=\"og:locale\" content=\"nl_BE\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"VIAS study: GAS fines for speeding are not a revenue model, but they do pose a risk - newmobility.news\" \/>\n<meta property=\"og:description\" content=\"Many drivers in Belgium feel like they’re being “milked” when they receive a GAS fine for a minor speeding violation in the mail. Yet local governments primarily use these GAS fines to promote traffic safety, not as a revenue stream. 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