Utilization of Construction and Demolition Wastes in Low-Volume Roads for Rural Areas in China

2015 ◽  
Vol 2474 (1) ◽  
pp. 39-47 ◽  
Author(s):  
Xiaoyang Jia ◽  
Fen Ye ◽  
Baoshan Huang
Keyword(s):  
Rural Areas ◽  
Low Volume Roads ◽  
Construction And Demolition Wastes ◽  
Low Volume

Nature and Effects of Low-Volume Roads in Botswana

2003 ◽  
Vol 1819 (1) ◽  
pp. 88-95 ◽  
Author(s):  
Bizzar B. Madzikigwa
Keyword(s):  
Rural Areas ◽  
Road Network ◽  
Good Condition ◽  
Construction Materials ◽  
Road Construction ◽  
Rapid Improvement ◽  
The Road ◽  
Low Volume Roads ◽  
Low Volume ◽  
Sand And Gravel

The road sector in Botswana continues to develop its road network throughout the country at a tremendous rate. When Botswana gained independence in 1966, it had only 10 km (16 mi) of bitumen road. By 1992 the total length of bituminous surfaced road reached 3500 km (2,175 mi) out of a total road network of 18 000 km (11,285 mi). These statistics clearly show that the majority of roads are not yet surfaced; these are low-volume roads that provide access to the rural areas where most of the country’s population is found, though in low density. In spite of the rapid improvement in the quality of the national road network in recent years, much remains to be done. In the early 1970s and early 1980s the rural roads unit was introduced in the Ministry of Works Transport and Communications, which was charged with the responsibility of design and construction of low-volume roads around the country in a bid to integrate the country’s road network. This unit was later disbanded in the 1990s, and all roads are improved through the conventional procurement system using private contractors. For these roads the justification of a surfacing project based on conventional economic return methods does not apply, and worse still, the road improvements have to compete with other amenities for the same limited resources. Three ministries in Botswana are responsible for roads: Ministry of Works Transport and Communications, Ministry of Local Government, and Ministry of Trade, Industry, Wildlife and Tourism. These ministries have different responsibilities for different roads within the country, and earth, sand, and gravel roads are found under the jurisdiction of each of the ministries. The major drawbacks concerning low-volume roads in Botswana are inadequate maintenance, poor road construction materials, and the environmental impacts of the roads. Since the budget and resources are inadequate to keep these roads in good condition, it would be prudent to find technological means that would improve the locally available road construction materials so as to minimize their effects on the environment and vehicle operating costs.

Private–Public Partnership for Low-Volume Roads: Swedish Private Road Associations

2003 ◽  
Vol 1819 (1) ◽  
pp. 39-45 ◽  
Author(s):  
Sven Ivarsson ◽  
Malmberg Christina Calvo
Keyword(s):  
Developing Countries ◽  
Rural Areas ◽  
Financial Incentives ◽  
Local Property ◽  
Public Expenditures ◽  
Private Ownership ◽  
Swedish Model ◽  
Low Volume Roads ◽  
Low Volume ◽  
The Government

Unit costs for low-volume road construction and maintenance are low compared with those for higher-level roads. The problem is that in many countries this network is vast, and the total cost requirements to ensure minimum access are enormous. This problem is a particular challenge in developing countries where more than two-thirds of the poor reside in rural areas. The option of private ownership and financing of low-volume roads is proposed. It is argued that the Swedish model for low-volume road management and financing is simple and efficient and can easily be adapted to a variety of circumstances in both rich and poor countries. In Sweden, private road associations manage two-thirds of the road network at less than half the cost and with better results than do the government road agencies. This model is based on a well-structured institutional framework for private ownership of low-volume roads that includes a law on private roads and financial and technical incentives. The government provides legal and financial incentives for local property owners to associate and assume responsibility for their roads. The result is a private–public partnership in which government subsidizes road costs with grants from the budget. Increasing efficiency and effectiveness of public expenditures and working in partnership with the private sector are highly relevant goals in both developed and developing countries.

Design and Construction of Low-Cost, Low-Volume Roads in Australia

2003 ◽  
Vol 1819 (1) ◽  
pp. 173-179 ◽  
Author(s):  
Frank Bullen
Keyword(s):  
Rural Areas ◽  
Low Cost ◽  
Material Behavior ◽  
Crushed Rock ◽  
Rural Roads ◽  
Highway Infrastructure ◽  
Operating Environments ◽  
Low Volume Roads ◽  
Low Volume ◽  
Efficient Expansion

Inexpensive roads constructed by using local knowledge of material behavior have been shown to be capable of meeting rural traffic requirements without the need for importation of hard and expensive quarried crushed rock or gravel. In Australia, low-cost, low-volume roads are typically rural roads constructed in a broad range of operating environments, varying from arid to tropical. The areas that contain the longest length of rural roads, however, are arid or semiarid and are often subjected to periods with low levels of precipitation and high levels of evaporation, frequently followed by periods of intense rainfall. Locally available materials for road making may not meet the usual standard road authority requirements for high-quality aggregate and are thus termed “marginal,” “nonstandard,” or even “inferior.” Because these materials are a resource that cannot be ignored, locally derived specifications are formulated for specific materials to allow more efficient expansion and maintenance of road networks in remote rural areas. Many of the subgrades within arid and semiarid areas are sensitive to water ingress and are termed “cracking” or “expansive” clays. The combination of hostile environment, poor subgrade, and marginal construction aggregates means that the engineer must take an entrepreneurial approach when developing the rural road infrastructure. Some of the methods used to develop and maintain a highway infrastructure for remote rural areas in Australia are outlined, with the Western Queensland region used for illustrative purposes.

Identifying Candidate Locations for Safety Improvements on Low-Volume Rural Roads: The Oregon Experience

2019 ◽  
Vol 2673 (12) ◽  
pp. 690-698
Author(s):  
Ahmed Al-Kaisy ◽  
Levi Ewan ◽  
Fahmid Hossain
Keyword(s):  
Rural Areas ◽  
Risk Index ◽  
Significant Proportion ◽  
Safety Data ◽  
The State ◽  
Crash Risk ◽  
Rural Roads ◽  
Crash Data ◽  
Low Volume Roads ◽  
Low Volume

Low-volume roads constitute a significant proportion of the roadway network in rural areas, but they are usually associated with sparse crash data. This makes it impractical to rely on crash history alone to identify candidate locations for more detailed safety investigations and potential improvements. This paper presents the development of a prioritization scheme, in the form of a crash risk index, to be used in ranking candidate sites for safety improvements on low-volume roads in the State of Oregon. The index developed utilizes information on highway geometry, roadside features, traffic exposure, and crash occurrence in assessing risk, rather than relying solely on crash history in identifying hazardous locations. A roadway sample with a total length of around 830 mi was used in this study to represent different geographic regions in the state. Subsequently, extensive roadway, traffic, and safety data for the study sample were acquired and utilized in the development of the proposed index. A case study application of the proposed crash risk index on a 16-mi low-volume road corridor is presented which shows how to apply the index practically on a typical low-volume road using information readily accessible to the agency.

Study & Experimental Analysis of Pervious Concrete In Low Volume Roads

2018 ◽  
pp. 172-176
Author(s):  
Suraj Pinate ◽  
Hitesh Sonawane ◽  
Jayesh Barhate ◽  
Mayur Chaudhari ◽  
Utkarsha Dhok ◽  
...  
Keyword(s):  
Experimental Analysis ◽  
Pervious Concrete ◽  
Low Volume Roads ◽  
Low Volume

Comparison of Superpave and Marshall Mixtures for Low-Volume Roads and Shoulders

1998 ◽  
Vol 1609 (1) ◽  
pp. 44-50 ◽  
Author(s):  
Affan Habib ◽  
Mustaque Hossain ◽  
Rajesh Kaldate ◽  
Glenn Fager
Keyword(s):  
Mix Design ◽  
River Sand ◽  
Low Volume Roads ◽  
Superpave Gyratory Compactor ◽  
Asphalt Content ◽  
Low Volume ◽  
Project Site ◽  
Axle Loads ◽  
Crushed Limestone ◽  
Asphalt Film

Superpave and Marshall mix designs using local aggregates were done to study the suitability of the Superpave mix design as compared with the Marshall mix design for low-volume roads, especially shoulders. The project site was Kansas Route 177 in northeast Kansas. Three locally available aggregates, crushed limestone and coarse and fine river sands, were used in this study. Five blends with varying proportions of coarse and fine river sands were selected. Mix samples were compacted in the Superpave gyratory compactor with the applicable number of gyrations and were compacted with the Marshall hammer by using 50 blows per face. Bulk densities of the compacted samples and maximum specific gravities of loose samples also were measured for each blend. The results show that the Superpave mix design for low-volume roads and shoulders results in lower estimated asphalt content than does the Marshall method. The required asphalt content increases as the proportion of coarse river sand increases in the mix. Superpave requirements for the voids filled with asphalt (VFA) for low-volume traffic, that is, less than 0.3 million equivalent single-axle loads, appeared to be too high. High asphalt film thicknesses were computed for the mixtures that did not meet the Superpave VFA requirements. Lowering the design number of gyrations (Ndes) for compaction of samples would result in increased asphalt requirement for the Superpave mixture with a given gradation.

Otta Seals and Gravseals as Low-Cost Surfacing Alternatives for Low-Volume Roads: Experiences in South Africa

2003 ◽  
Vol 1819 (1) ◽  
pp. 338-342 ◽  
Author(s):  
Simon Oloo ◽  
Rob Lindsay ◽  
Sam Mothilal
Keyword(s):  
South Africa ◽  
Low Cost ◽  
Cost Savings ◽  
Cost Effective ◽  
Field Trials ◽  
Low Volume Roads ◽  
Kwazulu Natal ◽  
Traffic Volumes ◽  
Low Volume ◽  
To Come

The geology of the northeastern part of the province of KwaZulu–Natal, South Africa, is predominantly alluvial with vast deposits of sands. Suitable gravel sources are hard to come by, which results in high graveling and regraveling costs brought about by long haul distances and accelerated gravel loss. Most gravel roads carry fewer than 500 vehicles per day of which less than 10% are heavy vehicles. The high cost of regraveling has led to consideration of upgrading such roads to surfaced standard, even though traffic volumes do not justify upgrading. Traditional chip seals are expensive and cannot be economically justified on roads that carry fewer than 500 vehicles per day. The KwaZulu–Natal Department of Transport is actively involved in efforts to identify cost-effective alternative surfacing products for low-volume roads. Field trials were conducted with Otta seals and Gravseals, which have been used successfully in other countries, as low-cost surfacing products for low-volume roads. The Otta seal is formed by placing graded aggregates on a relatively thick film of soft binder that, because of traffic and rolling, works its way through the aggregates. Gravseal consists of a special semipriming rubberized binder that is covered by a graded aggregate. Both Otta seals and Gravseals provide relatively flexible bituminous surfaces suitable for low-volume roads. Cost savings are derived mainly from the broad aggregate specifications, which allow for the use of marginal materials.

Scientific approach using AHP to prioritize low volume rural roads for pavement maintenance

2021 ◽  
Vol ahead-of-print (ahead-of-print) ◽  
Author(s):  
Akhilesh Nautiyal ◽  
Sunil Sharma
Keyword(s):  
Rural Areas ◽  
Socioeconomic Development ◽  
Public Works ◽  
Relative Importance ◽  
Road Transportation ◽  
Rural Roads ◽  
Content Type ◽  
Pavement Maintenance ◽  
Low Volume ◽  
The Government

PurposeA large number of roads have been constructed in the rural areas of India to connect habitations with the nearest major roads. With time, the pavements of these roads have deteriorated and they need some kind of maintenance, although they all do not need maintenance at the same time, as they have all not deteriorated to the same level. Hence, they have to be prioritized for maintenance.Design/methodology/approachIn order to present a scientific methodology for prioritizing pavement maintenance, the factors affecting prioritization and the relative importance of each were identified through an expert survey. Analytic Hierarchy Process (AHP) was used to scientifically establish weight (importance) of each factor based on its relative importance over other factors. The proposed methodology was validated through a case study of 203 low volume rural roads in the state of Himachal Pradesh in India. Ranking of these roads in order of their priority for maintenance was presented as the final result.FindingsThe results show that pavement distresses, traffic volume, type of connectivity and the socioeconomic facilities located along a road are the four major factors to be considered in determining the priority of a road for maintenance.Research limitations/implicationsThe methodology provides a comprehensive, scientific and socially responsible pavement maintenance prioritization method which will automatically select roads for maintenance without any bias.Practical implicationsTimely maintenance of roads will also save budgetary expenditure of restoration/reconstruction, leading to enhancement of road service life. The government will not only save money but also provide timely benefit to the needy population.Social implicationsRoad transportation is the primary mode of inland transportation in rural areas. Timely maintenance of the pavements will be of great help to the socioeconomic development of rural areas.Originality/valueThe proposed methodology lays special emphasis on rural roads which are small in length, but large in number. Instead of random, a scientific method for selection of roads for maintenance will be of great help to the public works department for better management of rural road network.

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