Belgium is a geographically small country bordered by The Netherlands, France, Germany, and Luxembourg, with intense transborder mobility, defined as mobility in the border regions with neighboring countries. It is therefore of interest to examine how the 14-day COVID-19 confirmed case incidence in the border regions is influenced by that of the adjacent regions in the neighboring countries and thus, whether and how it differs from that in the adjacent non-border regions within Belgium. To this end, the 14-day COVID-19 confirmed case incidence is studied at the level of Belgian provinces, well-defined border areas within Belgium, and adjacent regions in the neighboring countries. Auxiliary information encompasses work-related border traffic, travel rates, the proportion of people with a different nationality, the stringency index of the non-pharmaceutical interventions, and the degree of urbanization at the level of the municipality. Especially in transnational urbanized areas such as between the Belgian and Dutch provinces of Limburg and between the Belgian province of Antwerp and the Dutch province of North Brabant, the impact on incidence is visible, at least at some points in time, especially when the national incidences differ between neighboring countries. In contrast, the intra-Belgian language border regions show very little transborder impact on the incidence curves, except around the Brussels capital region, leading to various periods where the incidences are very different in the Dutch-speaking north and the French-speaking south of Belgium. Our findings suggest that while travel restrictions may be needed at some points during a pandemic, a more fine-grained approach than merely closing national borders may be considered. At the same time, in border regions with considerable transborder mobility, it is recommended to coordinate the non-pharmaceutical interventions between the authorities of the various countries overlapping with the border region. While this seems logical, there are clear counterexamples, e.g., where non-essential shops, restaurants, and bars are closed in one country but not in the neighboring country.

Adverse weather conditions greatly reduce crop yields, leading to economic losses and lower food availability. The characterization of adverse weather and the quantification of their potential impact on arable farming is necessary to advise farmers on feasible and effective adaptation strategies and to support decision making in the agriculture sector. This research aims to analyze the impact of adverse weather on the yield of winter wheat, grain maize and late potato using a yield gap approach. A time-series analysis was performed to identify the relationship between (agro-)meteorological indicators and crop yields and yield gaps in Flanders (northern Belgium) based on 10 years of field trial and weather data. Indicators were calculated for different crop growth stages and multiple soils. Indicators related to high temperature, water deficit and water excess were analyzed, as the occurrence frequency and intensity of these weather events will most likely increase by 2030–2050. The concept of “yield gap” was used to analyze the effects of adverse weather in relation to other yield-reducing factors such as suboptimal management practices. Winter wheat preferred higher temperatures during grain filling and was negatively affected by wet conditions throughout the growing season. Maize was especially vulnerable to drought throughout the growing season. Potato was more affected by heat and drought stress during tuber bulking and by waterlogging during the early growth stages. The impact of adverse weather on crop yield was influenced by soil type, and optimal management practices mitigated the impact of adverse weather.

Automated vehicles are potential disrupters of the mobility system and are expected to address inclusive mobility issues. Yet, the transition to their full implementation in cities is expected to face numerous challenges. While companies and governments interested in their future implementation have conducted pilots to understand better their implementation in cities, there is still a limited understanding of potential users' needs. This understanding becomes even more limited when considering vulnerable groups. To address this gap, we have developed a novel Serious Game named "A shuttle for everyone". We use it as a co-creation method to engage potential users, in this case, older adults in the Noordrand-Brussels region, Belgium. This study case contributes to the co-creation and transport literature as there is scarce research focused on developing new inclusive mobility public services. Three game sessions with older adults took place. The key identified needs are related to comfort, safety, ease of use, and accessibility. Our results confirm and complete previous automated vehicle studies. We can confirm that our Serious Game as a co-creation method has facilitated anticipatory needs identification. Understanding users' needs contribute to improving design and can help to create policy recommendations that aim for an inclusive implementation of automated vehicle mobility services.