THE SIX KEY THE SIX KEY QUESTIONSQUESTIONS

Afternoon, Tuesday Afternoon, Tuesday 16 Nov. 16 Nov.

Morning, Wednesday Morning, Wednesday 17 Nov17 Nov

Summary of questions

1. Is a road network really the best way to improve access to services?

2. Which network should be chosen?3. What type of road is most appropriate for

the traffic forecasted?4. How much will it cost?5. What techniques for construction and

maintenance are the most appropriate?6. What must be done to ensure that

knowledge and funds are available?

Is a road really necessary?

Roads are part of a transport system (without traffic useless) Invented to allow use of wheeled vehicles Expensive to resist wear from motor vehicles and

weather so must provide savings for users Savings must be passed on as lower fares or better

service Road improvements require careful planning to

make sure that they are used for the benefit of the community

Which roads best meet local needs?

Rural roads are part of a hierarchy of networks: below them are tracks and paths, above, secondary and main roads (lots of overlap) Low-volume rural road networks link villages to secondary

roads and vehicle transport A coherent core network, consisting of most cost-effective

roads, must always be defined The core network must maximise accessibility and be

affordable and sustainable Selection can be by economic evaluation but better by

basic access or IRAP.

What type of road is most appropriate for the traffic expected?

Motor traffic is low (less than 20vpd), but lots of two-wheelers and walkers For sustainablity the level of service should be low (average speed 30-40kph, narrow, bumpy): the good-enough road Forget about national technical standards: not sustainable Spot improvements favoured: concentrate on black spots and

drainage Make sure that a solid preventive maintenance system is in

place to conserve assets

We will look at low-volume road construction in more detail on

What techniques for construction and maintenance are the most appropriate?

There are three choices: machine-based; labour-based, or something between the two

Use of heavy machinery is not sustainable economically or environmentally for rural roads, but it is institutionally

Use of labour-based techniques is more sustainable but not institutionally

Use of intermediate techniques recommended Labour-based maintenance almost obligatory

We will go into more detail on these issues in the sessions on rural road construction and labour-based works

How much will it cost (1)?

Factors which determine cost Present condition of road Technical standards of upgrade (width, surface,

structures, slopes and curves Level of service to be provided (speed, comfort,

closures, restrictions) Climate and topography Numbers of heavy vehicles Trade-offs: investment v maintenance Need to minimise environmental footpring (wather

management)

How much will it cost (2)?

Rural networks are extensive: rapid condition inventories are necessary to find out their present condition, work to be done, and expected cost

For main and secondary roads automated recording methods exist (video, gps, roughness indicators)

Low volume rural road assessment needs simpler and cheaper methods

Visual assessment (drive through) is used with minimal measurement, relying heavily on defined categories

This provides the basis for quantifying the work needed to upgrade

Road condition categories

Deformation due to material loss Deformation due to subsidence Extent of rutting Extent of corrugation Severity of potholing Longitudinal gullies Lateral gullies Extent of mud formation Severity of dust

How much will it cost (3)

Visual assessment has provided the basis for quantifying the work needed to upgrade

Unit costs can be applied to calculate total lifetime costs for each road section

They can be prioritized using cost-effectiveness indices: population/cost, VOC savings/cost

Development indices can be assigned, for example to poverty pockets, to prioritise road links in defined areas

Finally, coherent networks can be made up of the priority road links

A staged construction plan can be defined, respecting investment funds available and local maintenance capacity,

How can we ensure that knowledge and funds are available

Management must be decentralised but with higher level support to ensure sustainability

Selection of core network requires collaboration between communities and higher levels of government

Construction should involve community to train local enterprises, inject wages, instil sense of ownership, and train for maintenance

Maintenance should be by local small firms or individuals, managed locally, and quality supervised by an elected user committee

All this requires initial and followup training for managers, technicians and local firms: (expensive and risky: sustainability of structures will require continuous higher level support)

How can we ensure that knowledge and funds are available?

Contruction funding must come for outside (government and donors): costs far to high for communities or lowest level of government

Local contributions to construction symbolic, used sparingly only if shown to be motivational

Maintenance costs should be shared with higher levels (matching grants) as roads benefit external interests

Financing should be multi-year and aligned to needs Major beneficiairies (traders) should contribute: tolls, trading

licences, market tax. If they contribute they should have a say in supervision

MANAGEMENT AND FUNDINGMANAGEMENT AND FUNDING

Thursday 18 November, morning and Thursday 18 November, morning and AfternoonAfternoon

SUMMARY OF ROAD-RELATED ISSUESSUMMARY OF ROAD-RELATED ISSUES

Morning, Friday Morning, Friday 19 November19 November