The best cycling routes in Cuesta Van Het Waasland Te Waasmunster

The "Hof van Belsele" or "Bishop's Castle" was built in the 18th century and purchased by Bishop Maximilliaan van der Noot, who had it partially rebuilt in 1754 and designated as a retirement home for priests. In 1904, it was radically altered on behalf of Bishop Antoon Stillemans, designed by Stephan Mortier. In 1906, the Sisters of the Holy Angels came to this domain to take care of elderly priests. On the domain, one finds a castle with a former coach house and gardener's house. There are also several mansions, an 18th-century garden pavilion, and a grotto with a statue of a saint from 1935. All of this is located in a moated park with a pond and monumental trees. The former coach house, a private residence since 2003, has a neo-Gothic interior. The castle has an old core, but its appearance is neo-traditionalist with stepped gables and the like. The symmetrical brick building has a built-in turret above the entrance. Here too, there is a neo-Gothic interior decoration, and there is a private chapel. The domain of the Hof van Belsele is private, but is opened to the public on certain occasions such as Open Monument Day or Park Day. Source: Wikipedia & ontdeksintniklaas.be

The wooden arch bridge over the Stekense Vaart, named after Frans Coppens, was receiver-clerk in the municipality of Sinaai for almost a quarter of a century. He played an important role in "de Groote Watering van Sinay", the name given to the project launched by the Boerenbond in 1926. This project was initiated after repeated floods and aimed to make the polders 'dry'. The construction of the pumping station near Hondsnest was one of the first achievements within this project. During the Second World War, the unemployed were employed to clean or widen ditches. Under the impetus of dike reeve Jozef "meester" Maes and... receiver-clerk Frans Coppens (!), major reclamation works were carried out in the 60s, continuing into the following decades. Thus, Hondsnest got a new pumping station in 1975. In the meantime, the watering area had been converted into a polder, pursuant to the polder law of June 3, 1957. source: info file "Polder Daknam-Sinaai"

The Sinaaibrug is one of the more recent bridges over the Moervaart. It was only built in 1984. Therefore, it is one of the few bridges that did not require a thorough restoration as part of the Flemish Waterway's Integral Bridge Plan Moervaart. The five bridges protected as monuments, dating from the interwar period and repaired and partially renewed shortly after the Second World War: the Overledebrug and the Kalvebrug in Lochristi, the Terwestbrug, the Dambrug and the Coudenbornbrug in Lokeren. Source: vlaamsewaterweg.be

On Friday, April 5, 1867, the Spletterenbrug was officially opened. Between Moerbeke and Lokeren, trains stopped in Daknam and Eksaarde. In Moerbeke, travelers could transfer to railway line 77 towards Zelzate or towards Sint-Gillis-Waas. That the intention was to one day double the 9-kilometer railway line to two tracks is still visible on the Spletterenbrug. Both bridge abutments are indeed twice as wide as the bridge deck itself. It never came to that. On the contrary. The railway line suffered during both world wars, causing traffic to be suspended for months. For example, retreating German soldiers blew up the bridge at the end of World War I. Less than a year after the armistice, in September 1919, the line was already restored and trains could run on the route again. In 1940, the Belgian army, in turn, tried to slow down the German advance by destroying the bridge. The bridge was repaired again. In 1971, the last train chugged along the route. After more than a century of train traffic, the tracks were dismantled and the route was redeveloped as a cycling and walking path from Lokeren to Moerbeke. The Spletterenbrug itself was preserved and restored in 2017. The seven layers of paint were removed, and the bridge regained its original, dark gray color. Source: industriecultuur.be

Bovendurme? The naming of the different waters in the vicinity is sometimes quite confusing and requires an explanation: The Bovendurme is the part of the Durme located in the Ghent canals basin. The river begins at the confluence between the Zuidlede and the Moervaart near Daknam. It then flows further along Daknam and through the center of Lokeren, and flows into the Benedendurme near the Molsbroek. Previously, the Bovendurme and Benedendurme were one river called the Durme. But due to regular floods, a dam was built at the Molsbroek, which split the river into two parts. Because of this, the Benedendurme is often still called the "Durme", but the Bovendurme is mistakenly referred to as the Moervaart. Wikipedia

Daknambrug in Daknam, a sub-municipality of Lokeren. This charming swing bridge over the Durme is located at the site of a former ferry crossing on the old Lille-Tilburg highway. Such a ferry served as a bridge to transport people, livestock, horses, and vehicles. The current swing bridge has replaced a small wooden bridge since the 1930s. At that time, the Durme was straightened here between the confluence of the Zuidlede and Moervaart at Spletterenbrug and the bend near Middendam. In the summer, you can see the bridge keeper opening the bridge to let pleasure boats pass, sailing to or from Lokeren.

Opened on October 1, 2012, the Brug Ter Beuken provides a safe and green connection to the city center. It has since become a fixed landmark in the landscape: the beautiful red cycle and footbridge that spans the Durme at the end of Vijgenstraat. The bridge is 21m long. Source: axiradio.be

The Waasmunster Bridge, which carries the N446 over the Durme River in Waasmunster, is an old bridge in urgent need of replacement. The work was scheduled to run from autumn 2025 to the end of 2026. However, by the time I passed by at the end of October 2025, it had not yet begun. Legal proceedings before the Council for Permit Disputes appear to be delaying the process. The current bridge has been in place since 1931, and although the superstructure was rebuilt in 1950 after being destroyed during World War II, it is no longer in good condition. The steel structure exhibits significant corrosion damage, which is affecting the bridge's supporting structure. The bridge deck itself is also in poor condition. As a result, a tonnage restriction (60 tons) is currently in effect on the N446. Furthermore, the bridge's substructure is nearing its end of life and is showing cracks. Besides the structural problems, road safety (the lack of separation between motorized traffic, cyclists, and pedestrians) is also a concern on the bridge. The situation under the bridge is also no longer aligned with current needs and insights. To reduce the risk of flooding, a bridge is needed that provides more space for the river and nature. Sources: wegenenverkeer.be & vrt.be/vrtnws