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Broke Counties Turn Failing Roads To Gravel
To save money, more than 20 Michigan counties have decided to turn deteriorating paved roads back to gravel. Montcalm County estimates that repaving a road costs more than $100,000 a mile. Grinding the same mile of road up and turning it into gravel costs $10,000. At least 50 miles of road have been reverted to gravel in Michigan the past three years. I can't wait until we revert back to whale oil lighting and can finally be rid of this electricity fad.
Real shame about that. Nice people and beautiful country.
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In a relatively small state like Michigan with nasty freeze-thaw cycles that probably cause massive damage to roads anyway, this probably is not a bad idea. The distances are such that the lower speed limit required isn't going to mean it takes days to get across the state (like it would in, say, Montana). Plus, the freeze-thaw cycle means they'd be dealing with massive potholes every season regardless, and potholes are cheaper and easier to fix on gravel.
I certainly wouldn't want to try this tactic anywhere out west though, where vast distances make driving on gravel roads much more of a chore.
In parts of santa fe, dirt (or gravel) roads increase you home value. Sort of perverse but Santa Fe is all about style and aesthetics over function. (and if you've seen it, you can see they have a point. It's very serene.) So home owners fight the city when they try to pave their roads.
Some drink at the fountain of knowledge. Others just gargle.
Turning your roads from paved to gravel is like giving up on economic recovery or development. Gravel roads don't support commerce or industry very well. They are a good reason not to locate somewhere. I lived in West Virginia for 2 years before returning to urban life 2 1/2 years ago. Bad roads and gravel roads abound because the state is poor. But the state will remain poor in part because of bad roads and gravel roads. If a state cannot provide a modern infrastructure, it will not be able to compete. Now its not always a bad thing to de-settle an area and let it revert to a more primitive state, but don't count on being able to undo the damage if you later change your mind.
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Its been well over a decade, but I recall seeing an episode of NOVA on PBS about road construction in the US and how hopelessly behind the curve we were. Their analysis was that our problems stem from corruption in the industry. That road construction companies are buddies with the various local politicians so that they are able to get contracts that don't require them to modernize. The end result being that our roads deteriorate much faster than they do in places like Europe, requiring much more frequent repair work for higher prices. Maybe things have changed in the intervening decade, but I doubt it.
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Long ago - as someone who worked in a glass shop (in accounting) - no gravel roads aren't all that great unless you like replacing glass a lot or supporting your local glass shops.
Sure - there are people who will reply they've lived down gravel roads all their life and never had glass problems, but seriously - I created ran reports and found that well over 80% of our auto-glass business came from rural residents who lived down - gravel roads - I can still remember the most replaced parts too DW-1099 (Ford F series windshield) and DW-1117 (might be wrong on this part - its been ages, but its supposed to be a Chevrolet C series pickup truck windshield) - we had literally hundreds of these parts in stock at any one time and we made sure delivery trucks always brought more and more.
Anyhow from what I could tell many of these windshields were damaged by flying debris, and stress on the vehicles themselves.
You obviously don't mind chipped paint and increased erosion of your undercarriage etc. It's also painfully obvious you don't ride a motorcycle....
If I sound stupid, it's not me talking....
This is why we need to go back to Eisenhower-era concrete road beds meant for B-52's to land on. I'm talking foot deep steel reinforced concrete baby. Grew up with those bad boys in my little rural town in Texas. Of course we didn't have the freeze/thaw cycles people do farther north so I could be talking out of my backside, but these things appeared well-nigh indestructible.
Keep in mind that a wheel will throw the pieces of gravel back in addition to up, which totally invalidates your calculation.
Not to dispute the "only a fool breaks the three second rule" concept.
Concrete would never survive the frost.
Why not? Concrete buildings survive in the Great White North. Significant parts of the Macdonald-Cartier Freeway are concrete, and some of the planned upgrades will also be concrete.
For concrete to survive, one would have to prevent water from building up under the road. This is an almost impossible feat of engineering.
To prevent frost heaving, the roadbed must extend down into the ground significantly below the frost line. This is not impossible. It is just expensive. The Roman empire build roads through cold climates. Roads that are in use 2000 years later without significant changes to the roadbed. Of course, the Romans had slaves, which cuts down on the expense.
I'm talking foot deep steel reinforced concrete baby....Of course we didn't have the freeze/thaw cycles people do farther north so I could be talking out of my backside, but these things appeared well-nigh indestructible.
In my experience, there is a problem with concrete roads and freeze/thaw cycles. Concrete doesn't "flow" with temperature changes the way asphalt does, so it needs expansion joints cut into it at intervals. Water gets into these, freezes, and starts cracking the concrete. The result is, after a decade or so, a rhythmic kathunk-kathunk-kathunk sound as you drive over the joints.
Notice that I said "after a decade or so." I'm pretty sure they still last at least as long as asphalt, if not longer, before becoming rough.
I am a licensed civil engineer, and I think your statement (and the one prior) bears qualifying. The choice between an asphalt road and a concrete one should always be analyzed by a life-cycle cost analysis (LCCA), which takes into account the up-front cost of the road plus the maintenance costs. In Southern California, concrete will most often come out ahead in said analysis, especially given our traffic volumes and the traffic delay costs associated with the more frequent maintenance activities required by asphalt. We have concrete pavements here that are 50+ years old. In areas of high freeze-thaw cycles, an LCCA may produce different results. However, it should also be noted that the thump-thump of many concrete pavements today is due to a load-transfer failure between the slabs, something that in new pavements has been addressed with the inclusion of steel dowel bars between slabs.
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