SCBA R0 North
18074, 24081
From 2019 to 2022
The Flemish government has plans to redesign the Ring Road around Brussels (R0). In preparation for this, TML conducted an SCBA.
The Ring Road around Brussels (R0) is old and outdated infrastructure. The different sections of the Ring Road were built gradually. The first road section, between Strombeek-Bever and Groot-Bijgaarden, was opened as early as 1958, on the occasion of EXPO 58. Given the period of its construction, the Ring Road is very much car-oriented, with movements over or under it leaving hardly any room for other road users. In terms of road safety, the infrastructure does not meet current regulations and, moreover, the Ring Road cannot withstand current traffic volumes. The road is an important artery to and from Brussels, but also for traffic that needs to go around Brussels. Today, there is daily congestion on the Ring Road - even outside rush hours and at weekends - and accidents regularly happen, which in turn exacerbates congestion. This, in turn, causes cut-through traffic and reduced liveability in the surrounding communities.
The redevelopment of the R0-North, from the R0 x E40 interchange in Groot-Bijgaarden to the R0 x E40 interchange in Sint-Stevens-Woluwe, was considered in its entirety with a view to drawing up a new Regional Spatial Implementation Plan (GRUP) that will anchor the necessary zoning changes for this spatial redevelopment.
The GRUP Spatial Redevelopment of the Brussels Ring Road (R0) - Part North is proceeding in several phases. In the first phase (loop 1), a lot of study work has already been done, such as a social cost-benefit analysis (SCBA), a plan environmental impact report (plan EIA), the Spatial Safety Report (RVR), the Traffic Safety Impact Assessment (VVEB), and the future proof screening. All this study work was guided by and supported from De Werkvennootschap's design research. The result can be found in the scoping note of loop 2, which can be found in Dutch and French on the website of the Department of Environment and Spatial Development.
Our work consisted of preparing the social cost-benefit analysis (SCBA).
The SCBA systematically compares the social costs and benefits of the plan. The word social indicates that the costs and benefits are analysed from society's point of view. It is thus not only the financial effects that are analysed, but also elements such as environment, safety, reliability, landscape, etc. are taken into account. These calculations are made in detail and then discounted to a balance that expresses the social return of the plan alternatives.
The overall conclusion of loop 1 is that the G1A2 plan alternative scores best, slightly better than the G2A1 alternative. The G3A1 alternative scores the worst, with a barely positive batch balance. This is mainly due to the difference in accessibility or mobility benefits. In turn, G2A1 scores slightly better than G1A2 in terms of road safety. The external effects are slightly positive due to the small but significant modal shift from road to rail. There are therefore positive effects on air pollutants and greenhouse gases and on road safety, but negative effects on noise and landscape.
Our report can be found in the download section on the right of the page.
The Ring Road around Brussels (R0) is old and outdated infrastructure. The different sections of the Ring Road were built gradually. The first road section, between Strombeek-Bever and Groot-Bijgaarden, was opened as early as 1958, on the occasion of EXPO 58. Given the period of its construction, the Ring Road is very much car-oriented, with movements over or under it leaving hardly any room for other road users. In terms of road safety, the infrastructure does not meet current regulations and, moreover, the Ring Road cannot withstand current traffic volumes. The road is an important artery to and from Brussels, but also for traffic that needs to go around Brussels. Today, there is daily congestion on the Ring Road - even outside rush hours and at weekends - and accidents regularly happen, which in turn exacerbates congestion. This, in turn, causes cut-through traffic and reduced liveability in the surrounding communities.
The redevelopment of the R0-North, from the R0 x E40 interchange in Groot-Bijgaarden to the R0 x E40 interchange in Sint-Stevens-Woluwe, was considered in its entirety with a view to drawing up a new Regional Spatial Implementation Plan (GRUP) that will anchor the necessary zoning changes for this spatial redevelopment.
The GRUP Spatial Redevelopment of the Brussels Ring Road (R0) - Part North is proceeding in several phases. In the first phase (loop 1), a lot of study work has already been done, such as a social cost-benefit analysis (SCBA), a plan environmental impact report (plan EIA), the Spatial Safety Report (RVR), the Traffic Safety Impact Assessment (VVEB), and the future proof screening. All this study work was guided by and supported from De Werkvennootschap's design research. The result can be found in the scoping note of loop 2, which can be found in Dutch and French on the website of the Department of Environment and Spatial Development.
Our work consisted of preparing the social cost-benefit analysis (SCBA).
The SCBA systematically compares the social costs and benefits of the plan. The word social indicates that the costs and benefits are analysed from society's point of view. It is thus not only the financial effects that are analysed, but also elements such as environment, safety, reliability, landscape, etc. are taken into account. These calculations are made in detail and then discounted to a balance that expresses the social return of the plan alternatives.
The overall conclusion of loop 1 is that the G1A2 plan alternative scores best, slightly better than the G2A1 alternative. The G3A1 alternative scores the worst, with a barely positive batch balance. This is mainly due to the difference in accessibility or mobility benefits. In turn, G2A1 scores slightly better than G1A2 in terms of road safety. The external effects are slightly positive due to the small but significant modal shift from road to rail. There are therefore positive effects on air pollutants and greenhouse gases and on road safety, but negative effects on noise and landscape.
Our report can be found in the download section on the right of the page.
