N76
10.58
From 2011 to 2014
TML conducted a social cost-benefit analysis to evaluate whether the N76 can function as a primary road. The analysis included a comparison of two project alternatives with a baseline alternative, identifying direct and external impacts and investment and maintenance costs.
This study aimed to map the accessibility of the Northeast Limburg region (Bree, Kinrooi, Maaseik, Peer ...) to the E314. In the Spatial Structure Plan Flanders, the N73 was selected as the road for access to the E314. The question being asked here was whether the N76 would not be better suited to take over this role.
Within this broad study, TML conducted a first quick-scan social cost-benefit analysis (SCBA). Its aim was to assess whether the N76 should be transformed into a primary road. To this end, a project alternative with two variants was compared with the null alternative. The project alternative consists of a ladder model in which the N76 would form a second north-south connection in addition to the already existing N74. In the first variant (ladder 1), the N76 would be upgraded to a primary road, while in the second variant (ladder 2), the N76 would be equipped with service roads to provide access to adjacent houses. Other scenarios were not included.
For this quick scan SCBA, we mainly focus on the following elements:
The final SCBA is negative for both project alternatives. While the consumer surplus exceeds the investment and maintenance costs, we obtain a net social cost due to the increase in emissions, accidents, and noise. The increase in externalities is due to the additional vehicle kilometres in the area used in the project scenarios.
This study aimed to map the accessibility of the Northeast Limburg region (Bree, Kinrooi, Maaseik, Peer ...) to the E314. In the Spatial Structure Plan Flanders, the N73 was selected as the road for access to the E314. The question being asked here was whether the N76 would not be better suited to take over this role.
Within this broad study, TML conducted a first quick-scan social cost-benefit analysis (SCBA). Its aim was to assess whether the N76 should be transformed into a primary road. To this end, a project alternative with two variants was compared with the null alternative. The project alternative consists of a ladder model in which the N76 would form a second north-south connection in addition to the already existing N74. In the first variant (ladder 1), the N76 would be upgraded to a primary road, while in the second variant (ladder 2), the N76 would be equipped with service roads to provide access to adjacent houses. Other scenarios were not included.
For this quick scan SCBA, we mainly focus on the following elements:
- The direct effects: the travel time gains for users created by the implementation of the project.
- The external effects: the effects on emissions, noise, accidents, and possible effects on nature, heritage, and monuments. Given the design of this study and the information available, possible effects on nature, heritage, and monuments are only considered pro memoria.
- Investment and maintenance costs.
| Results SCBA (€ 2010) - discount factor 4 % | |||
|---|---|---|---|
| Million euro | |||
| Direct effects | Ladder 1 | Ladder 2 | |
| car | 31.18 | 33.73 | |
| LDV | 1.71 | 2.30 | |
| HDV | 6.24 | 8.52 | |
| External effects | Emissions | -46.13 | -50.48 |
| Accidents | -22.41 | -24.30 | |
| Noise | -7.07 | -7.89 | |
| Nature and landscape | PM | PM | |
| Indirect effects | Public transport | PM | PM |
| Other indirect effects | PM | PM | |
| Investment costs | -8.67 | -9.37 | |
| Maintenance costs | -5.68 | -6.13 | |
| Total | -50.85 | -53.63 | |
The final SCBA is negative for both project alternatives. While the consumer surplus exceeds the investment and maintenance costs, we obtain a net social cost due to the increase in emissions, accidents, and noise. The increase in externalities is due to the additional vehicle kilometres in the area used in the project scenarios.
