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De dienst bestaat sinds 2009 in het Brussels Gewest en telt vandaag bijna 5.000 deelfietsen die kunnen worden opgepikt en teruggeplaatst in een van de 360 Villo!-stations verspreid over de 19 Brusselse gemeenten. JC Decaux beheert het systeem in opdracht van het Gewest. Vermits de concessieovereenkomst voor openbare diensten met JC Decaux eind 2026 afloopt, wil het Brussels Gewest nadenken over de verdere ontwikkeling van het zelfbedieningssysteem voor deelfietsen met vaste standplaats. Het Gewest wil zo meer gebruikers aantrekken en een bijdrage leveren aan het behalen van de ambitieuze doelstellingen van het Gewestelijke Mobiliteitsplan, waaronder een verviervoudiging van het modaal aandeel van de fiets tegen 2030.\r\n'Niet-gebruikers' zijn personen die het Villo!-systeem nog nooit hebben gebruikt, die er meer dan een jaar geleden voor het laatst gebruik van hebben gemaakt, of die er minder dan een keer per maand gebruik van maken. De bevraging vond plaats tussen 21/06/2023 en 05/07/2023 bij een steekproef van 670 gebruikers. Deze opdracht werd toevertrouwd aan twee onafhankelijke studiebureaus: AQRate en Stratec. AQRate stond in voor de vragenlijst, het afnemen van de enquête en de gegevensverwerking; Stratec maakte een analyse van de resultaten.\r\nDe bevraging wou:\r\n• het huidige verplaatsingsgedrag kennen van de niet-gebruikers,\r\n• nagaan wat hun perceptie is van de fiets in het algemeen en van het Villo!-systeem in het bijzonder, en welke imago ze hieraan toekennen,\r\n• de redenen kennen waarom ze er geen gebruik van maken,\r\n• de hefbomen identificeren die hen ertoe zouden kunnen brengen om de overstap te maken naar het Villo!-systeem wanneer het aanbod ervan zou zijn aangepast na beëindiging van het contract met JD Decaux. "}, {'@language': 'fr', '@value': "Ce rapport présente les résultats de l’enquête en ligne réalisée auprès des non-usagers du service Villo! en Région de Bruxelles-Capitale (« RBC »). \r\nVillo! est un service de vélos en libre-service (« VLS ») en station, électriques (« e-Villo! ») ou non. Le service est actif en Région bruxelloise depuis 2009 et totalise aujourd’hui une flotte de près de 5 000 vélos disposés dans 360 stations au sein des 19 communes bruxelloises. Il est opéré par JC Decaux pour le compte de la Région. La concession de service public Villo! avec JC Decaux prenant fin en 2026, la Région bruxelloise souhaite aujourd’hui réfléchir à l’évolution du système public de VLS en vue d’attirer davantage d’utilisateurs et de contribuer à l’atteinte des objectifs ambitieux du Plan Régional de \r\nMobilité (multiplier par 4 la part modale du vélo d’ici 2030). Par « non-usagers» on entend les personnes qui n'ont jamais utilisé le service Villo! auparavant, celles pour lesquelles la dernière utilisation remonte à plus d'un an ou celles qui utilisent très peu le service (moins d’une fois par mois). L’enquête a été réalisée du 21/06/2023 au 05/07/2023 auprès d’un échantillon de 670 répondants. 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'}, {'@language': 'fr', '@value': "Ce jeu de données correspond à l'offre et la demande sur dispositifs de stationnement pour modes alternatifs sur les espaces publics de la Région de Bruxelles-Capitale, catégorisées selon le type de dispositif de stationnement et le type de vehicule stationné. "}, {'@language': 'nl', '@value': 'Deze dataset stemt overeen met de vraag en het aanbod van parkeervoorzieningen voor alternatieve modus op de openbare weg en publieke ruimte in het Brussels Hoofdstedelijk Gewest, ingedeeld volgens het type stalling en het type geparkeerd voertuig. 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Pseudo-Mercator'}, {'@language': 'nl', '@value': 'CSV - Pseudo-Mercator'}, {'@language': 'fr', '@value': 'CSV - Pseudo-Mercator'}], 'http://purl.org/dc/terms/title': [{'@language': 'fr', '@value': 'Téléchargement en CSV'}, {'@language': 'nl', '@value': 'Download als CSV'}, {'@language': 'en', '@value': 'Download as CSV'}], 'http://www.w3.org/2004/02/skos/coremediaTypes': [{'@id': 'http://publications.europa.eu/resource/authority/file-type/CSV'}], 'http://www.w3.org/ns/dcat#downloadURL': [{'@id': 'https://data.mobility.brussels/geoserver/bm_network/wfs?service=wfs&version=1.1.0&request=GetFeature&typeName=bm_network:ville30_detailed&outputFormat=csv&srsName=EPSG:3857'}], 'https://w3id.org/mobilitydcat-apmobilityDataStandard': [{'@id': 'https://w3id.org/mobilitydcat-ap/mobility-data-standard/other'}]}{'@id': 'https://api.mobility.brussels/metadata/v3.0/datasets/e2745717-4264-4423-a1b7-33bdf2443a82', '@type': ['http://www.w3.org/ns/dcat#Dataset'], 'http://purl.org/dc/terms/description': [{'@language': 'fr', '@value': 'Le Conseil des ministres a approuvé ce 5 mars la version finale du plan régional de mobilité Good Move. Avec Good Move, Bruxelles opte résolument pour une ville agréable et sûre, constituée de quartiers apaisés reliés par des axes structurants multimodaux, centrée sur des transports en commun efficaces et une circulation plus fluide.Les mesures du plan visent à assurer à chaque usager des solutions de mobilité lui permettant d’opter pour le mode de déplacement le plus approprié à chacun de ses déplacements, en fonction de sa destination et de ses besoins à un instant donné. Ceci en vue de permettre une réduction de l’usage de la voiture personnelle.Le Plan Good Move succède au plan régional Iris 2 et définit les grandes orientations politiques dans le domaine de la mobilité. Il est le résultat d’un très vaste processus participatif auquel tous les acteurs bruxellois ont participé : les partenaires de mobilité et les partenaires institutionnels, les communes, le monde économique et associatif ainsi que les citoyens.Cette couche contient le réseau pour cyclistes, véhicules personnels, transport public et poids lourds. '}, {'@language': 'en', '@value': 'Le Conseil des ministres a approuvé ce 5 mars la version finale du plan régional de mobilité Good Move. Avec Good Move, Bruxelles opte résolument pour une ville agréable et sûre, constituée de quartiers apaisés reliés par des axes structurants multimodaux, centrée sur des transports en commun efficaces et une circulation plus fluide.Les mesures du plan visent à assurer à chaque usager des solutions de mobilité lui permettant d’opter pour le mode de déplacement le plus approprié à chacun de ses déplacements, en fonction de sa destination et de ses besoins à un instant donné. Ceci en vue de permettre une réduction de l’usage de la voiture personnelle.Le Plan Good Move succède au plan régional Iris 2 et définit les grandes orientations politiques dans le domaine de la mobilité. Il est le résultat d’un très vaste processus participatif auquel tous les acteurs bruxellois ont participé : les partenaires de mobilité et les partenaires institutionnels, les communes, le monde économique et associatif ainsi que les citoyens.Cette couche contient le réseau pour cyclistes, véhicules personnels, transport public et poids lourds. '}, {'@language': 'nl', '@value': 'De Brusselse ministerraad keurde op 5 maart de definitieve versie goed van het gewestelijke mobiliteitsplan Good Move. Met Good Move kiest Brussel resoluut voor een leefbare, verkeersveilige stad, door in te zetten op autoluwe wijken, sterk openbaar vervoer, en vlotter verkeer.De maatregelen van dit plan moeten ervoor zorgen dat elke weggebruiker het meest geschikte vervoermiddel kiest voor zijn verplaatsing, in functie van bestemming, tijdstip en individuele noden. Zo kan het gebruik van de persoonlijke wagen teruggedrongen worden.Good Move is de opvolger van Iris 2, en bepaalt de grote beleidslijnen op het vlak van mobiliteit. Het kwam op een participatieve manier tot stand, met naast de officiële raadpleging van gemeenten, het bedrijfsleven en het middenveld ook een uitgebreid participatief proces waaraan veel Brusselaars deelnamen.Deze laag bevat het netwerk voor fietsers, personenvervoer, openbaar vervoer en vrachtverkeer. 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U vindt er adressen voor herstellingen, aankoop of verhuur van fietsen, evenals plaatsen waar u terechtkunt voor tweedehandsmateriaal of deskundig advies. Daarnaast toont deze dataset waar u fietslessen kunt volgen, welke organisaties opleidingen aanbieden en waar u ondersteuning krijgt om zelf kleine ingrepen uit te voeren. Of u nu op zoek bent naar een betrouwbare reparateur, een fiets wilt kopen of graag meer vertrouwen op de weg wilt opbouwen: deze dataset helpt u om eenvoudig de juiste dienst in uw buurt te vinden. De dataset wordt geüpdated door Brussel Mobiliteit, steunende op input van de aanbieders van deze diensten. '}, {'@language': 'fr', '@value': 'Ce jeu de données rassemble tous les services liés au vélo à Bruxelles en un seul endroit, afin de vous offrir un aperçu complet en un coup d’œil. Vous y trouverez les adresses pour les réparations, l’achat ou la location de vélos, ainsi que les lieux où vous pouvez trouver du matériel de seconde main ou des conseils d’experts. En outre, ce jeu de données indique où suivre des cours de vélo, quelles organisations proposent des formations et où obtenir de l’aide pour effectuer vous-même de petites interventions. Que vous soyez à la recherche d’un réparateur fiable, que vous souhaitiez acheter un vélo ou que vous vouliez simplement gagner en confiance sur la route, ce jeu de données vous aide à trouver facilement le service adéquat près de chez vous. Le jeu de données est mis à jour par Bruxelles Mobilité, sur base des informations fournies par les prestataires de ces services. '}, {'@language': 'en', '@value': 'Ce jeu de données rassemble tous les services liés au vélo à Bruxelles en un seul endroit, afin de vous offrir un aperçu complet en un coup d’œil. Vous y trouverez les adresses pour les réparations, l’achat ou la location de vélos, ainsi que les lieux où vous pouvez trouver du matériel de seconde main ou des conseils d’experts. En outre, ce jeu de données indique où suivre des cours de vélo, quelles organisations proposent des formations et où obtenir de l’aide pour effectuer vous-même de petites interventions. Que vous soyez à la recherche d’un réparateur fiable, que vous souhaitiez acheter un vélo ou que vous vouliez simplement gagner en confiance sur la route, ce jeu de données vous aide à trouver facilement le service adéquat près de chez vous. Le jeu de données est mis à jour par Bruxelles Mobilité, sur base des informations fournies par les prestataires de ces services. 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Deux volets sont consacrés dans cette étude :\r\n- Le premier volet se concentre sur l’aspect « infrastructure ». Depuis la réalisation de l’enquête sur les nouveaux \r\ncyclistes en 2017, de nouveaux aménagements ont été créés (rues cyclables, rues scolaires, pistes cyclables \r\nséparées…) réduisant ainsi potentiellement les deux freins évoqués plus haut (insécurité routière et manque \r\nd’infrastructures). Au travers de ce premier volet, nous étudions l’impact de ces aménagements sur la pratique du \r\nvélo chez les enfants (en autonomie ou accompagné), et plus particulièrement dans le cadre de leurs déplacements \r\ndomicile-école.\r\n- Le second volet porte sur la perception du vélo chez les enfants et chez leurs parents. Nous étudions d’une part \r\nla pratique du vélo du point de vue des enfants : l’image du vélo, le ressenti, l’aspect ludique, la relation avec les \r\nparents… Parallèlement, nous étudions la pratique du vélo (en autonomie ou accompagné) chez les enfants à travers \r\nle discours des parents : la différence de perception du danger pour soi ou pour ses enfants, l’aspect logistique et \r\norganisationnel, la relation avec les enfants. '}, {'@language': 'nl', '@value': "In dit onderzoek wordt meer specifiek gekeken naar leerlingen uit het vijfde of zesde leerjaar die (al dan niet) \r\nalleen of onder begeleiding fietsen. Het onderzoek bestaat uit twee delen:\r\n- Het eerste deel richt zich op het aspect 'infrastructuur'. Sinds de enquête die onder nieuwe fietsers in 2017 \r\nis afgenomen, zijn er nieuwe faciliteiten gecreëerd (fietsstraten, schoolstraten, gescheiden fietspaden, \r\nenz.), waardoor de twee bovengenoemde obstakels (onveiligheid op de weg en gebrek aan infrastructuur) \r\nmogelijk zijn afgenomen. In dit eerste deel kijken we naar de impact van deze infrastructuur op kinderen die fietsen \r\n(alleen of onder begeleiding), en meer specifiek op hun verplaatsingen tussen hun huis en school.\r\n- In het tweede deel bekijken we hoe kinderen en hun ouders tegen de fiets aankijken. Aan de ene kant kijken we naar \r\nfietsen vanuit het oogpunt van de kinderen: het imago van de fiets, hoe ze zich erbij voelen, het leuke aspect, de \r\nrelatie met hun ouders, enz. Tegelijkertijd kijken we naar kinderen die fietsen (alleen of onder begeleiding), gezien \r\ndoor de ogen van de ouders: het verschil in perceptie van het gevaar voor henzelf of hun kinderen, het logistieke en \r\norganisatorische aspect, de relatie met hun kinderen. "}, {'@language': 'fr', '@value': 'La présente étude s’intéresse plus précisément aux (non-) pratiques du vélo en autonomie ou accompagné chez \r\nles élèves de 5ème et 6ème primaire. Deux volets sont consacrés dans cette étude :\r\n- Le premier volet se concentre sur l’aspect « infrastructure ». Depuis la réalisation de l’enquête sur les nouveaux \r\ncyclistes en 2017, de nouveaux aménagements ont été créés (rues cyclables, rues scolaires, pistes cyclables \r\nséparées…) réduisant ainsi potentiellement les deux freins évoqués plus haut (insécurité routière et manque \r\nd’infrastructures). Au travers de ce premier volet, nous étudions l’impact de ces aménagements sur la pratique du \r\nvélo chez les enfants (en autonomie ou accompagné), et plus particulièrement dans le cadre de leurs déplacements \r\ndomicile-école.\r\n- Le second volet porte sur la perception du vélo chez les enfants et chez leurs parents. Nous étudions d’une part \r\nla pratique du vélo du point de vue des enfants : l’image du vélo, le ressenti, l’aspect ludique, la relation avec les \r\nparents… Parallèlement, nous étudions la pratique du vélo (en autonomie ou accompagné) chez les enfants à travers \r\nle discours des parents : la différence de perception du danger pour soi ou pour ses enfants, l’aspect logistique et \r\norganisationnel, la relation avec les enfants. 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Les études partielles suivantes ont fourni des points de départ pour l'élaboration de la politique: Un benchmark de la politique en matière de speed-pedelec dans 7 pays; Une large enquête auprès des utilisateurs de speed-pedelec en Belgique; Une étude bibliographique sur le profil de l'utilisateur de speed-pedelec; Une étude bibliographique en matière de sécurité routière; Une estimation du potentiel du speed-pedelec en Région de Bruxelles-Capitale. "}, {'@language': 'nl', '@value': 'Deze studie geeft een overzicht, maar geen definitief antwoord, aangezien studies over speed-pedelecs schaars en moeilijk beschikbaar zijn. De volgende gedeeltelijke studies hebben vertrekpunten opgeleverd voor het ontwikkelen van het beleid: Een benchmark van het beleid met betrekking tot speed-pedelecs in 7 landen; Een grootschalige enquête onder speed-pedelec-gebruikers in België; Een literatuurstudie over het profiel van de speed-pedelec-gebruiker; Een literatuurstudie op het gebied van verkeersveiligheid; Een schatting van het potentieel van de speed-pedelec in het Brussels Hoofdstedelijk Gewest. '}, {'@language': 'en', '@value': "Cette étude donne un aperçu, mais pas une réponse définitive car les études sur les speed-pedelecs sont rares et peu dsponibles. Les études partielles suivantes ont fourni des points de départ pour l'élaboration de la politique: Un benchmark de la politique en matière de speed-pedelec dans 7 pays; Une large enquête auprès des utilisateurs de speed-pedelec en Belgique; Une étude bibliographique sur le profil de l'utilisateur de speed-pedelec; Une étude bibliographique en matière de sécurité routière; Une estimation du potentiel du speed-pedelec en Région de Bruxelles-Capitale. 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Ce guide de Bruxelles Mobilité offre des recommandations détaillées pour l'installation de zones de stationnement dédiées aux véhicules de micromobilité partagés (vélos, trottinettes électriques) afin d'améliorer la cohérence et la qualité de l'expérience utilisateur."}, {'@language': 'en', '@value': ''}, {'@language': 'fr', '@value': "Guide pour l'implantation et la gestion des dropzones à Bruxelles, décembre 2022. 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L’essentiel du transport de marchandises s’y fait par la route. C’est une activité indispensable au bon fonctionnement d’une métropole telle que Bruxelles et nécessaire aux personnes et aux secteurs économiques (construction, alimentation, habillement…).\r\nLa majorité du transport est bien planifiée et organisée dans des véhicules bien remplis. On estime en revanche qu’une petite moitié du transport est peu organisée et génère une part disproportionnée de trajets.\r\nSouffrant lui-même de la congestion du réseau routier, le transport de marchandises est à l’origine de nuisances, comme le stationnement gênant pendant le (dé)chargement, le bruit, les risques d’accidents ou la pollution. Or, l’évolution des modes de livraisons (e-commerce, flux tendus, livraisons express…) et la croissance démographique vont entrainer une augmentation des flux dans les années à venir. Dans ce contexte de densification des villes, la logistique urbaine est donc un véritable enjeu. \r\nCette brochure a pour but de replacer le transport de marchandises dans le contexte régional par rapport aux données de population, ducommerce, des transports, etc. '}, {'@language': 'nl', '@value': 'Het gewest kende net als andere Europese landen een toename van het aantal vrachtwagens en bestelwagens. Het leeuwendeel van het goederenvervoer gaat over de weg. Het is een noodzakelijke activiteit voor de goede werking van een grootstad als Brussel alsook voor de inwoners en de economische sectoren (bouw, voeding, kleding...). Het meeste vervoer is goed gepland en georganiseerd en maakt gebruik van goed gevulde voertuigen. 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Une douzaine d’écoles ont partagé leur expérience, trucs et astuces pour mettre en place des actions de mobilité active et de sécurité routière. Ces workshops ont été source d’inspiration et d’encouragements mutuels, en vue de mettre sur pied les projets de mobilité pour l’année scolaire 2026-2027.\r\nVous pouvez télécharger les présentations (des écoles et de la session plénière) ci-dessous. Bonne lecture ! '}, {'@language': 'fr', '@value': 'Le 27 janvier 2026 a eu lieu une nouvelle édition du Salon annuel de la Mobilité scolaire. Une douzaine d’écoles ont partagé leur expérience, trucs et astuces pour mettre en place des actions de mobilité active et de sécurité routière. Ces workshops ont été source d’inspiration et d’encouragements mutuels, en vue de mettre sur pied les projets de mobilité pour l’année scolaire 2026-2027.\r\nVous pouvez télécharger les présentations (des écoles et de la session plénière) ci-dessous. Bonne lecture ! '}, {'@language': 'nl', '@value': 'Op 27 januari 2026 vond een nieuwe editie plaats van het jaarlijkse Salon van de Schoolmobiliteit. Twaalf scholen deelden hun ervaringen, tips en tricks voor het opzetten van acties rond actieve mobiliteit en verkeersveiligheid. Deze workshops vormden een bron van inspiratie en wederzijdse aanmoediging met het oog op de uitwerking van mobiliteitsprojecten voor het schooljaar 2026 2027.\r\nJe kan de presentaties (van de scholen en de plenaire sessie) hieronder downloaden. Veel leesplezier! 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'}, {'@language': 'en', '@value': 'IrisRoads est le cahier de charges type concernant les travaux d’infrastructure dans la Région de Bruxelles-Capitale. Il se composes des chapitres suivants: clauses administratives (dispositions générales, passation, exécution, règles générales d’exécution et dispositions propres à la Région de Bruxelles-Capitale) et clauses techniques (lexique – nomenclature, matériaux et normes des produits, études et travaux préparatoires, terrassements, (sous-)fondations, revêtements de route, revêtements en béton de ciment, revêtements bituminieux, autres revêtements, évacuation d’eau et égouttage, éléments linéaires, ouvrages d’art, signalisation routière, aménagement paysager, gestion de l’eau pluviale, accessoires de voirie, dispositifs de sécurité dans l’espace public, travaux de réparation, revêtements en bétonciment, revêtements bitumineux, égouts, travaux d’entretien des plantations, essais et mesurages). La publication de la version 0 date du 13 décembre 2024. Des mises à jour sont fournies annuellement et/ou en cas de nécessité. '}, {'@language': 'fr', '@value': 'IrisRoads est le cahier de charges type concernant les travaux d’infrastructure dans la Région de Bruxelles-Capitale. Il se composes des chapitres suivants: clauses administratives (dispositions générales, passation, exécution, règles générales d’exécution et dispositions propres à la Région de Bruxelles-Capitale) et clauses techniques (lexique – nomenclature, matériaux et normes des produits, études et travaux préparatoires, terrassements, (sous-)fondations, revêtements de route, revêtements en béton de ciment, revêtements bituminieux, autres revêtements, évacuation d’eau et égouttage, éléments linéaires, ouvrages d’art, signalisation routière, aménagement paysager, gestion de l’eau pluviale, accessoires de voirie, dispositifs de sécurité dans l’espace public, travaux de réparation, revêtements en bétonciment, revêtements bitumineux, égouts, travaux d’entretien des plantations, essais et mesurages). La publication de la version 0 date du 13 décembre 2024. Des mises à jour sont fournies annuellement et/ou en cas de nécessité. 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Volgens de aankopen en afspraken gemaakt sinds 1991. Deze laag geeft ook de gemeentelijke wegen weer waarop artikel 33 van toepassing is. Dit is een grafische weergave van de lijst van gemeentelijke wegen waarop ordonnantie 33 van toepassing is volgens de ordonnantie van 16/07/1998 (B.S van 28/08/1998). Deze wegen zijn gemeentelijk, maar een akkoord van het gewest is nodig in het geval van wijzigingen. De updates van deze laag worden beheerd door de Directie van Beheer en Inspectie (DBI) van Brussel Mobiliteit. De updates van deze laag worden beheerd door de Directie van Beheer en Inspectie (DBI) van Brussel Mobiliteit. De laag wordt continue geüpdated.'}, {'@language': 'en', '@value': "Cette couche représente les voiries gérées par la Région : Selon l’Arrêté royal du 6 décembre 1991 dressant la liste des routes et de leurs dépendances, transférées à la Région de Bruxelles-Capitale et ses amendements suivant les alignements légaux, Dont la Région possède la charge de gestion selon l’accord de coopération ente la Région flamande, la Région wallonne et la Région de Bruxelles-Capitale concernant les routes dépassants les limites d’une Région du 17 juin 1997. Selon les achats et accords intervenus depuis 1991 Cette couche représente également les voiries communales soumise à l'article 33. Il s’agit d’une représentation graphique de la liste des voiries communales affectées par l’ordonnance 33 selon l’arrêté gouvernemental du 16/07/1998 (M.B du 28/08/1998). Ces voiries sont communales, mais un accord de la région est nécessaire en cas de modification.\r\nLa mise à jour de cette carte est gérée par la Direction de Gestion et Inspection (DGI) de Bruxelles Mobilité. La mise à jour et les adaptations sont gérées par la Direction de Gestion et Inspection (DGI) de Bruxelles Mobilité. Les mise à jour se font continuellement."}, {'@language': 'fr', '@value': "Cette couche représente les voiries gérées par la Région : Selon l’Arrêté royal du 6 décembre 1991 dressant la liste des routes et de leurs dépendances, transférées à la Région de Bruxelles-Capitale et ses amendements suivant les alignements légaux, Dont la Région possède la charge de gestion selon l’accord de coopération ente la Région flamande, la Région wallonne et la Région de Bruxelles-Capitale concernant les routes dépassants les limites d’une Région du 17 juin 1997. Selon les achats et accords intervenus depuis 1991 Cette couche représente également les voiries communales soumise à l'article 33. Il s’agit d’une représentation graphique de la liste des voiries communales affectées par l’ordonnance 33 selon l’arrêté gouvernemental du 16/07/1998 (M.B du 28/08/1998). Ces voiries sont communales, mais un accord de la région est nécessaire en cas de modification.\r\nLa mise à jour de cette carte est gérée par la Direction de Gestion et Inspection (DGI) de Bruxelles Mobilité. La mise à jour et les adaptations sont gérées par la Direction de Gestion et Inspection (DGI) de Bruxelles Mobilité. 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Nous mobilisons pour ce faire l’« Enquête sur les revenus et les conditions de vie » (SILC). Nous construisons ainsi une typologie des ménages définie selon les arbitrages qu’ils ont effectués entre les coûts et les bénéfices de la possession d’une voiture. Nous nous intéressons, en particulier, aux caractéristiques socio-économiques des ménages motorisés qui se trouvent en situation de privation. Sur cette base, nous pouvons évaluer le stress économique que la voiture induit sur le budget des ménages et poser des hypothèses quant aux configurations familiales et professionnelles qui impliquent une forte dépendance automobile, même dans un contexte urbanisé comme celui de la Région bruxelloise. Un résumé du rapport a été publié dans Brussels Studies sous la forme d’une fact sheet. '}, {'@language': 'fr', '@value': 'Dans ce rapport , nous abordons les enjeux croisés de précarité et de dépendance à la voiture en Région bruxelloise en analysant la possession automobile des ménages au prisme de leur niveau de privation. Nous mobilisons pour ce faire l’« Enquête sur les revenus et les conditions de vie » (SILC). Nous construisons ainsi une typologie des ménages définie selon les arbitrages qu’ils ont effectués entre les coûts et les bénéfices de la possession d’une voiture. Nous nous intéressons, en particulier, aux caractéristiques socio-économiques des ménages motorisés qui se trouvent en situation de privation. Sur cette base, nous pouvons évaluer le stress économique que la voiture induit sur le budget des ménages et poser des hypothèses quant aux configurations familiales et professionnelles qui impliquent une forte dépendance automobile, même dans un contexte urbanisé comme celui de la Région bruxelloise. Un résumé du rapport a été publié dans Brussels Studies sous la forme d’une fact sheet. '}, {'@language': 'nl', '@value': 'In dit rapport behandelen we de kruisende vraagstukken van armoede en autoverslaving in het Brussels Gewest door het autobezit van huishoudens te analyseren in het licht van hun deprivatieniveau. Hiervoor maken we gebruik van de "Survey on Income and Living Conditions" (SILC). We ontwikkelen een typologie van huishoudens op basis van de afwegingen die ze maken tussen de kosten en baten van autobezit. We richten ons in het bijzonder op de sociaaleconomische kenmerken van huishoudens met een auto die zich in een situatie van deprivatie bevinden. Op basis hiervan kunnen we de economische stress evalueren die de auto legt op het gezinsbudget en hypotheses formuleren over de gezins- en beroepsconfiguraties die een sterke afhankelijkheid van de auto met zich meebrengen, zelfs in een verstedelijkte context zoals het Brussels Gewest. \r\nEen samenvatting van het rapport werd gepubliceerd in Brussels Studies in de vorm van een factsheet. 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Les modes ciblés par cette enquête étaient les trottinettes, vélos (électriques et non électriques) et scooters partagés, qu’ils soient en flotte libre (« free floating ») ou en stations. Différents opérateurs actifs en Région de Bruxelles-Capitale (« RBC ») étaient concernés : Dott, Lime, Voi, Pony, Tier, Poppy, Bolt, Bird, Villo! et Felyx.\r\nL’enquête a été réalisée du 05/11/2022 au 30/11/2022 auprès d’un échantillon de 2 411 usagers. La mission a été confiée aux bureaux indépendants AQRate (questionnaire, passation de l’enquête, traitement des résultats) et Stratec (analyse des résultats).Les objectifs de l’enquête étaient les suivants :\r\n• connaître les déterminants à l’usage et les freins à l’utilisation de la micromobilité partagée,\r\n• mieux comprendre pourquoi l’offre Villo! est moins utilisée que les offres privées en flotte libre,\r\n• définir les pistes d’amélioration souhaitées par les usagers actuels. '}, {'@language': 'fr', '@value': 'Ce rapport présente les résultats de l’enquête en ligne réalisée auprès d’utilisateurs de la micromobilité partagée en région bruxelloise. Les modes ciblés par cette enquête étaient les trottinettes, vélos (électriques et non électriques) et scooters partagés, qu’ils soient en flotte libre (« free floating ») ou en stations. Différents opérateurs actifs en Région de Bruxelles-Capitale (« RBC ») étaient concernés : Dott, Lime, Voi, Pony, Tier, Poppy, Bolt, Bird, Villo! et Felyx.\r\nL’enquête a été réalisée du 05/11/2022 au 30/11/2022 auprès d’un échantillon de 2 411 usagers. La mission a été confiée aux bureaux indépendants AQRate (questionnaire, passation de l’enquête, traitement des résultats) et Stratec (analyse des résultats).Les objectifs de l’enquête étaient les suivants :\r\n• connaître les déterminants à l’usage et les freins à l’utilisation de la micromobilité partagée,\r\n• mieux comprendre pourquoi l’offre Villo! est moins utilisée que les offres privées en flotte libre,\r\n• définir les pistes d’amélioration souhaitées par les usagers actuels. '}, {'@language': 'nl', '@value': "Dit rapport omvat de resultaten van de online bevraging die werd gehouden bij gebruikers van gedeelde micromobiliteit in het Brussels Gewest. Deze enquête ging heel specifiek over elektrische en gewone deelfietsen, deelsteps en deelscooters, zowel de toestellen die overal kunnen worden opgepikt en neergezet via het zogenaamde 'free-floating'-systeem als de toestellen met een vaste standplaats. 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Collecto est un service de taxis collectifs disponible 7j/7 entre 23 heures et 6 heures du matin sur tout le territoire de la Région de Bruxelles-Capitale. Le service Collecto permet d’embarquer à un des 200 points d’embarquement situés à des arrêts de la STIB, et de débarquer à l’adresse de son choix, dans les limites de la Région bruxelloise. Les données comprennent tous les lieux où l’embarquement est possible ainsi que le numéro permettant de réserver le service. Plus d'info: https://www.collecto.be. Ce jeu de donnée est mise à jour quelques fois par ans."}, {'@language': 'nl', '@value': 'Deze dataset bevat de geolokalisatie van de Collecto-haltes. Collecto is een collectieve taxidienst die zeven dagen op zeven beschikbaar is tussen 23 uur ‘s avonds en 6 uur ‘s morgens binnen het Brussels Hoofdstedelijk Gewest.  De service maakt het mogelijk om op te stappen aan één van de 200 Collecto-haltes gelegen aan een MIVB-halte en om te worden afgezet aan een adres binnen het Brussels Hoofdstedelijk Gewest. De data bevat alle plaatsen waar het instappen kan gebeuren en het nummer waarmee de dienst kan gereserveerd worden. Meer info: https://www.collecto.be. De dataset wordt enkele malen per jaar bijgewerkt.'}, {'@language': 'fr', '@value': "Ce jeu de donnée géolocalise les arrêts Collecto. Collecto est un service de taxis collectifs disponible 7j/7 entre 23 heures et 6 heures du matin sur tout le territoire de la Région de Bruxelles-Capitale. Le service Collecto permet d’embarquer à un des 200 points d’embarquement situés à des arrêts de la STIB, et de débarquer à l’adresse de son choix, dans les limites de la Région bruxelloise. Les données comprennent tous les lieux où l’embarquement est possible ainsi que le numéro permettant de réserver le service. Plus d'info: https://www.collecto.be. 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Ze heeft tot doel adviezen en aanbevelingen te bestuderen, evalueren en formuleren m.b.t. de mobiliteit in het algemeen, in het bijzonder de manier waarop er rekening mee wordt gehouden bij de inrichting van de openbare ruimte en het openbaar vervoer. Ze werkt op vraag van de regering, of op eigen initiatief. De Commissie heeft vijf gespecialiseerde afdelingen: Personen met een beperkte mobiliteit, Fiets, Actieve modi, Goederen en Sociale inclusie. De 52 leden die deel uitmaken van de plenaire commissie en de leden die zetelen in de gespecialiseerde afdelingen hebben zo een unieke kans om elkaar te ontmoeten en samen te discussiëren rond thema's of projecten die met mobiliteit samenhangen. Dit zijn de adviezen voor 2024. "}, {'@language': 'en', '@value': "Commission régionale de la Mobilité (CRM) a été créée en 2000. Elle a pour mission d'étudier, d'évaluer et de formuler des avis ou recommandations concernant la mobilité en général, notamment du point de vue de sa prise en compte dans l'aménagement de l'espace public et en ce qui concerne les transports en commun. Elle réalise ce travail soit à la demande du gouvernement, soit de sa propre initiative. Cette Commission comprend cinq sections spécialisées: Personnes à mobilité réduite, Vélo, Modes actifs, Marchandises et Inclusion sociale. Les 52 membres qui composent la Commission plénière et les membres des sections spécialisées disposent donc d’une chance unique de se rencontrer et de débattre ensemble de thèmes ou de projets liés à la mobilité. Ceci sont les avis pour l'année 2024. 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Wat betreft \r\nde auto zien we langs de ene kant een licht verminderd autogebruik, met sinds Stad 30 ook lagere \r\nsnelheidslimieten en zelfs een verbeterd respect voor de snelheidslimieten, maar langs de andere kant ook \r\nzorgwekkende evoluties zoals een tendens naar grotere en zwaardere automodellen, de aanwezigheid \r\nvan de smartphone aan het stuur, en een stijgend aandeel bestuurders onder invloed van alcohol en \r\ndrugs. Wat betreft de kwetsbare vervoerswijzen zien we een sterk gestegen fietsgebruik, met meer \r\nafgescheiden fietsinfrastructuur, en op enkele plekken ingrepen om wijken autoluw te maken, maar ook \r\nde popularisatie van nieuwe technologieën zoals elektrische steps, die momenteel inherent gevaarlijker \r\nzijn dan bijvoorbeeld de fiets. Een aantal van deze evoluties accelereerden tijdens de covidcrisis, maar de \r\nmeeste waren reeds eerder gestart. In dit artikel onderzoeken we hoe zich dat alles vertaald in de cijfers \r\nvan de verkeersongevallen: is het gewest veiliger, of minder veilig, dan voorheen, en voor wie? '}, {'@language': 'en', '@value': 'Au cours des années écoulées, la mobilité à Bruxelles a connu une évolution en profondeur. En ce qui \r\nconcerne la voiture, nous constatons d’une part une légère diminution de son utilisation, avec depuis la \r\nVille 30 des limites de vitesse inférieures et une amélioration du respect de ces limites, mais d’autre part, \r\ndes évolutions inquiétantes comme une tendance à utiliser des modèles de voitures plus grands et plus \r\nlourds, la présence du smartphone au volant ainsi qu’une part croissante de conducteurs sous l’influence \r\nd’alcool et de drogues. En ce qui concerne les moyens de transport vulnérables, nous constatons une \r\nforte augmentation de l’utilisation du vélo, avec une infrastructure cycliste plus séparée et la mise en \r\nœuvre d’actions en faveur de quartiers apaisés, mais aussi la popularisation de nouvelles technologies \r\ncomme les trottinettes électriques, qui sont actuellement plus dangereuses que les vélos, par exemple.\r\nPlusieurs de ces évolutions se sont accélérées pendant la crise sanitaire, mais la plupart d’entre elles \r\navaient déjà commencé. Dans le présent article, nous examinons comment tout cela se traduit dans les \r\nchiffres des accidents de la circulation : la Région est-elle plus sûre ou moins sûre qu’avant, et pour qui ? '}, {'@language': 'fr', '@value': 'Au cours des années écoulées, la mobilité à Bruxelles a connu une évolution en profondeur. En ce qui \r\nconcerne la voiture, nous constatons d’une part une légère diminution de son utilisation, avec depuis la \r\nVille 30 des limites de vitesse inférieures et une amélioration du respect de ces limites, mais d’autre part, \r\ndes évolutions inquiétantes comme une tendance à utiliser des modèles de voitures plus grands et plus \r\nlourds, la présence du smartphone au volant ainsi qu’une part croissante de conducteurs sous l’influence \r\nd’alcool et de drogues. En ce qui concerne les moyens de transport vulnérables, nous constatons une \r\nforte augmentation de l’utilisation du vélo, avec une infrastructure cycliste plus séparée et la mise en \r\nœuvre d’actions en faveur de quartiers apaisés, mais aussi la popularisation de nouvelles technologies \r\ncomme les trottinettes électriques, qui sont actuellement plus dangereuses que les vélos, par exemple.\r\nPlusieurs de ces évolutions se sont accélérées pendant la crise sanitaire, mais la plupart d’entre elles \r\navaient déjà commencé. Dans le présent article, nous examinons comment tout cela se traduit dans les \r\nchiffres des accidents de la circulation : la Région est-elle plus sûre ou moins sûre qu’avant, et pour qui ? 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Ce taux d'occupation total est calculé sur base de 4 tranches horaires: - mardi ou jeudi de 5h00 à 7h00 du matin - mardi ou jeudi de 10h00 à 12h00 - mardi ou jeudi de 20h00 à 22h00 - samedi entre 10h00 et 18h00 Pour chaque tranche horaire le détail de la demande catégorisée selon le mode de transport est disponible. "}, {'@language': 'nl', '@value': "Deze dataset omvat de totale bezettingsgraad van de parkeervraag in 2023 van de verschillende vervoersmodi (auto's en bestelwagens, gemotoriseerde tweewielers, vrachtwagens, andere) op alle wegen in het Brussels Hoofdstedelijk Gewest. Deze totale bezettingsgraad wordt berekend op basis van 4 tijdsblokken: - dinsdag of donderdag van 5u00 tot 7u00 's ochtends - dinsdag of donderdag van 10u00 tot 12u00 - dinsdag of donderdag van 20u00 tot 22u00 - zaterdag tussen 10u00 en 18u00 Voor elk tijdslot zijn er details van de parkeervraag per vervoersmodus beschikbaar. "}, {'@language': 'en', '@value': 'This dataset corresponds to the total occupancy rate of parking demand in 2023 by the different modes of transport (cars and vans, motorised two-wheelers, lorries, other) on all the roads in the Brussels-Capital Region. This total occupancy rate is calculated on the basis of 4 time slots: - Tuesday or Thursday from 5.00 am to 7.00 am - Tuesday or Thursday from 10.00 am to 12.00 am - Tuesday or Thursday from 8.00 pm to 10.00 pm - Saturday between 10.00 am and 6.00 pm For each time slot, details of parking demand categorised by mode of transport are available. 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Les emplacements sont issus de la base de données emplacements de parkings en voirie de parking.brussels et les passages pour piétons sont issus d’une reconnaissance automatique sur mobile mapping. '}, {'@language': 'en', '@value': 'Places de stationnement dont le centre est situé à moins de 7,5m d’un passage pour piétons. Les emplacements sont issus de la base de données emplacements de parkings en voirie de parking.brussels et les passages pour piétons sont issus d’une reconnaissance automatique sur mobile mapping. '}, {'@language': 'nl', '@value': 'De parkeerplaatsen waarvan het centrum gelegen is op minder van 7.5m van het zebrapad. De parkeerplaatsen zijn deel van de databank van de parkeerplaatsen langs de weg van parking.brussels en de zebrapaden werden geïnventariseerd op basis van de mobile mapping inwinning van 2020. 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Cette tendance est particulièrement problématique, car elle met en péril les objectifs de la Région de Bruxelles-Capitale en matière de sécurité routière, de qualité de vie en ville,\r\nd’équité sociale et de respect de l’environnement. Plusieurs facteurs expliquent l'alourdissement systématique des voitures particulières en Belgique et en Europe. Compte tenu des impacts négatifs sur la sécurité routière, la transition juste, l’espace\r\npublic et l’environnement, il est important de freiner l’alourdissement du parc automobile et de promouvoir des voitures plus adaptées à un contexte urbain. Sur la base d’exemples d’autres villes et pays, une série de mesures ont été identifiées pour\r\ncontrecarrer l’évolution problématique du parc automobile. "}, {'@language': 'fr', '@value': "Depuis plusieurs années, les voitures gagnent systématiquement en poids et en volume.\r\nCette évolution se marque tant au niveau bruxellois et belge qu’européen. Cette tendance est particulièrement problématique, car elle met en péril les objectifs de la Région de Bruxelles-Capitale en matière de sécurité routière, de qualité de vie en ville,\r\nd’équité sociale et de respect de l’environnement. Plusieurs facteurs expliquent l'alourdissement systématique des voitures particulières en Belgique et en Europe. Compte tenu des impacts négatifs sur la sécurité routière, la transition juste, l’espace\r\npublic et l’environnement, il est important de freiner l’alourdissement du parc automobile et de promouvoir des voitures plus adaptées à un contexte urbain. Sur la base d’exemples d’autres villes et pays, une série de mesures ont été identifiées pour\r\ncontrecarrer l’évolution problématique du parc automobile. "}, {'@language': 'nl', '@value': 'De laatste jaren worden wagens systematisch zwaarder en groter. Deze ontwikkeling is zichtbaar zowel op Brussels en Belgisch als op Europees niveau. Deze trend is bijzonder problematisch omdat hij haaks staat op de doelstellingen van\r\nhet Brussels Hoofdstedelijk Gewest op het vlak van de verkeersveiligheid, de\r\nlevenskwaliteit in de stad, de sociale rechtvaardigheid en het respect voor het milieu. Diverse factoren verklaren de systematische verzwaring van de wagens in België en Europa. Gelet op de negatieve impact op de verkeersveiligheid, de rechtvaardige transitie, de openbare ruimte en het milieu is het belangrijk om de verzwaring van het wagenpark af\r\nte remmen en om wagens te promoten die beter geschikt zijn voor de stedelijke omgeving. Op basis van voorbeelden uit andere steden en landen is een reeks maatregelen geïdentificeerd die de problematische ontwikkeling van het wagenpark\r\nkunnen tegengaan. 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