If you want a glimpse of where urban cycling in Belgium might be heading next, look to Flanders. The northern region of the country has just unveiled a cycling master plan with a bold target: by 2040, 30% of all trips should be made by bicycle.
It’s an ambition that puts Flanders in rare company internationally—and it’s not just talk. One of its largest cities, Antwerp, has already cracked the global top 10 of the Copenhagenize Index, showing that this shift is well underway.
In December, the Flemish government announced a new cycling master plan with a striking goal: by 2040, 30% of all trips in Flanders should be made by bicycle. For a region better known internationally for ports, logistics, and medieval city centres than bike highways, it’s a confident statement. But it’s not coming out of nowhere.
In fact, one Flemish city is already making waves globally.
Antwerp: Proof That the Shift Is Already Underway
Antwerp—yes, that Antwerp, Europe’s second-largest port—is firmly inside the world’s cycling elite. In the most recent Copenhagenize Index, the global benchmark for bike-friendly cities, Antwerp ranked 8th out of 100 worldwide, earning a solid score of 64.4.
That puts it ahead of many cities that like to think of themselves as “cycling capitals.”
Copenhagenize’s takeaway is telling: Antwerp demonstrates how a dense, economically powerful city can support heavy industry, global trade, and everyday cycling at the same time. This isn’t a quaint bike town—it’s a working metropolis, and the bicycle is becoming part of how it functions.
Antwerp sits squarely in Flanders, and its success offers a preview of what the region-wide Cycling Masterplan is trying to scale up.
A Regional Plan With City-Scale Impact
So what exactly is Flanders planning?
At its core, the new cycling master plan is about normalising the bike as a default urban transport option, not a niche lifestyle choice. The government is already investing around €300 million per year in cycling infrastructure, but it’s now adding another €100 million during the current legislative term.
That money isn’t earmarked for flashy showpieces. Instead, it targets the things cyclists everywhere complain about:
The goal is consistency. A cycling network that actually feels like a network.
Why This Matters Beyond Belgium
Globally, cities from Melbourne to Montréal are asking the same question: How do we get more people on bikes without turning cycling into a culture war?
Flanders’ answer is refreshingly pragmatic:
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Fix the boring stuff (maintenance, surfaces, continuity)
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Fund local governments, who control most everyday streets
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Make bikes work with trains, buses, and walking, not against them
From 2026, local authorities will have access to a significantly expanded bicycle fund, allowing them to close gaps and invest where cycling most effectively replaces car trips. This is crucial, because most bike journeys don’t happen on iconic bridges or Instagrammable lanes—they happen on ordinary streets, five kilometres or less from home.
The “Five-Kilometre City” Mindset
Here’s a stat that will sound familiar no matter where you live: almost half of all trips in Flanders are under 5 km.
That distance sits in the sweet spot where cycling is often faster than driving, easier than transit, and dramatically more space-efficient. Flanders is launching a targeted campaign built around a simple message: “Short trip? Cycle first.”
It’s the same logic that helped cities like Paris and Seville transform their cycling rates—not by converting everyone overnight, but by making everyday decisions easier.
Maintenance, Management, and Maturity
One sign that cycling policy is maturing in Flanders is the attention now being paid to maintenance and governance. By 2029, spending on the management and upkeep of transport infrastructure—including cycle paths—will rise to €1.4 billion per year.
Even more interesting for urbanists: the government is exploring more centralized management of cycle paths, which are currently overseen by a patchwork of agencies. Anyone who has ever reported a pothole and been bounced between departments knows why this matters.
Great cycling cities aren’t just built—they’re maintained.
Bikes as Part of the Urban System
Like Antwerp’s approach, the masterplan treats cycling as part of a wider urban ecosystem. Secure bike parking at train stations, schools, hospitals, and mobility hubs is a priority. Talks are underway with the national rail operator to improve both the quantity and quality of station parking.
This reflects a broader truth seen in high-performing cycling cities worldwide: bikes don’t replace everything, but they make everything else work better.
From Example to Export
Antwerp’s Copenhagenize ranking didn’t happen by accident, and it didn’t happen overnight. It’s the result of sustained political will, steady investment, and a clear idea of what cycling is for—not just leisure, but daily life.
With the new cycling master plan, Flanders is trying to turn that city-level success into a regional standard. If it works, it will offer a compelling model for cities around the world that want more cycling without pretending they’re starting from scratch—or turning into Amsterdam.
The lesson is simple, and encouraging: you don’t need to be perfect to move forward. Sometimes, you just need to keep riding in the same direction.