In the size class “small”, BEV only have a lower TCO for an expected lifetime that exceeds most estimates of the planning horizon people use when purchasing cars. In the size class “medium”, BEVs have a lower TCO than conventional cars if their expected lifetime mileage is high enough. “Big” electric cars have higher TCO than their conventional counterparts for any reasonable assumption regarding their use profiles. 

Monthly evolution of the consumer price index and of the so-called health index, which is used for the price indexation of wages, social benefits and house-rent.

The National Accounts Institute (NAI) presents in this publication a new version of the input-output tables at current prices for the year 2015, compiled according to the ESA 2010 methodology. Compared to the first version of the 2015 input-output tables published in December 2018, the tables presented here incorporate the occasional revision of the national accounts implemented by Belgium in 2019.

This paper describes the methodology to make the existing interregional supply and use table (ISUT) of 2010 compatible to ESA2010/SNA2008 rules and shows the results at a macro level. The ISUT describes, for each product and industry, all intra- and interregional flows caused by the intermediate use, final consumption expenditures, investments and exports of the three Belgian regions Brussels, Flanders and Wallonia.

This paper seeks to quantify the cost of the most important inefficiencies in Belgian transport taxation. To this end we calculate the welfare gain of an ideal, optimal tax/subsidy system across the transport market as a whole (i.e. considering private road traffic in conjunction with public transport). We found the total welfare gain to be 2.3 billion euros, of which 1.3 billion are due to time gains of remaining road users. Our measure lies significantly above those found in the literature, since we consider the distortion cause by a wide range of subsidies.

This Working Paper identifies the characteristics that explain severe material deprivation in Belgium, while making a distinction between people aged below 65 and those aged 65 or above. Severe material deprivation has decreased for both groups. Young people are more impacted than the elderly. Although there is a clear link between income and deprivation, the overlap between individuals identified as at risk of poverty and those as severely deprived is far from perfect. The correlation between income poverty and deprivation is weaker for the old group than for the young.

This Working Paper analyses the competitive position of the pharmaceutical industry over the 2000-2017 period. The evolution of price/cost competitiveness and non-cost competitiveness is studied based on a comparison with our neighbouring countries France, the Netherlands and Germany, and with Denmark, Ireland, Slovenia and Switzerland. The study also analyses a series of global factors and factors specific to the pharmaceutical industry that may influence competitiveness.

Belgium has committed to raise investment in research and development (R&D) to 3% of GDP by 2020. In fulfilment of this commitment, the federal government introduced different tax incentives in support of business R&D. This paper presents the results of the third evaluation of the efficiency of these tax incentives, covering the period 2003-2015.

This report was drafted to meet the request of the Deputy Prime Minister and Minister of Employment, Economy and Consumer Affairs to analyse the potential impact on the greenhouse gas emission reduction of a number of concrete measures submitted by the Climate Coalition. The report is mainly based on existing studies carried out by the Federal Planning Bureau.

The Federal Planning Bureau has developed within the Nowcasting project a dynamic microsimulation model for nowcasting and medium-term forecasts (currently up to 2020) of indicators of poverty and social exclusion. Key messages of this project are that nowcasting and medium-term forecasting are now possible using a fully dynamic microsimulation model. The provisional results of the model suggest that the overall poverty risk would remain stable, but that of the 65+ subpopulation would decrease over time, while that of the younger population would show a small increase. Furthermore, the increase of overall ine-quality would come to a halt and the level of inequality would become more stable. Finally, the very low work intensity rate would continue its decrease, driven by the continuing increase of the employment rate among the working-age population.

The abolition of the Ageing fund in 2016 symbolises the transition from a strategy of pre-funding the budgetary cost of ageing to a strategy based on reforms to the socioeconomic model. This Planning Paper describes the economic and institutional factors behind the shift in fiscal sustainability policy, as well as the role of the various stakeholders. It also reviews the long-term projections produced by the Federal Planning Bureau over the past 25 years.

Within the framework of a cooperation agreement between the Federal Planning Bureau and the Federal Public Service Mobility and Transport, the Federal Planning Bureau produces every three years long-term projections of transport demand in Belgium. These projections are obtained with the national transport projection model PLANET. The current paper describes the new car stock model for Belgium, CASMO (Car Stock Model), which is linked to PLANET. When combined with the projections of transport activity levels in PLANET, these projections of the car stock model can be used to model the environmental impact of road transport. The paper discusses both methodological issues and the results that have been used in the most recent long-term projections of transport demand.

Within the framework of a cooperation agreement between the Federal Planning Bureau and the Federal Public Service Mobility and Transport, the Federal Planning Bureau produces, every three years, long-term projections of transport demand in Belgium. This exercise is the fourth of its kind so far. It aims to make a projection of no change in policy, indicating general long-term trends and allowing elements on which transport policy should be based to be identified and the impact of transport policy measures to be studied.