1 s2.0 S2352146521007389 Main

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International conference of Arctic transport accessibility: networks and systems
Justification
Internationalof the efficiency
conference of constructing
of Arctic transport accessibility: cement
networks concrete
and systems road
Justification
Internationalof
pavements
the efficiency
conference
in harsh
of Arctic transport
Arctic
of constructing conditions
accessibility: cement
networks concrete
and systems road
pavements in harshStanislav
Dmitriy Zaycev*, Arctic Guzhov conditions
Justification of the efficiency of constructing cement concrete road
Dmitriy
Moscow Automobile and Road Construction
pavements
State Zaycev*,
in harshStanislav
Arctic Guzhov
Technical University (MADI), 64 Leningradsky Prosp., Moscow, 125319, Russia
conditions
Moscow Automobile and Road Construction State Technical University (MADI), 64 Leningradsky Prosp., Moscow, 125319, Russia
Abstract Dmitriy Zaycev*, Stanislav Guzhov
Moscow
Transport
Abstract Automobile
accessibility ofand
new Road Construction
Arctic facilitiesState Technical
of various University
functions is a(MADI), 64 Leningradsky
top-priority Prosp., Moscow,
task that requires 125319,
a systemic Russia on the
approach
part of the road and transportation industry represented by executive authorities. The speed of the development of Arctic reserves
and the economic
Transport safety
accessibility ofof
newtheArctic
Russian Federation
facilities depend
of various on the application
functions of effective
is a top-priority task thatdesign anda construction
requires technologies
systemic approach on the
Abstract
with regard
part of to transport
the road infrastructure.
and transportation Bearing
industry this in mind,
represented we analyze
by executive the globalThe
authorities. experience
speed of inthethe use of cement
development concrete
of Arctic roads
reserves
and compare their efficiency
the economic safety of thewith the efficiency
Russian of asphalt
Federation dependconcrete road surfaces
on the application ofduring their
effective entireand
design life construction
cycle. technologies
Transport
Keywords:
with accessibility
the
regard toArctic; of new Arctic
development
transport facilities
strategies;
infrastructure. cementof
Bearing variousroads;
concrete
this functions is a efficiency.
weeconomic top-priority task that requires a systemic
of cementapproach
concreteon the
© 2021
part Theroad
of the Authors. Published
andefficiency byindustry
transportation ELSEVIER B.V.in mind,
represented
analyze
by concrete
executiveroad
the global experience
authorities. The speed
in the use
of entire
the development
roads
of Arctic reserves
and compare their with the efficiency of asphalt surfaces during their
This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0) life cycle.
and the economic
Keywords: Arctic;safety
the under of the strategies;
development Russian Federation depend
cement concrete oneconomic
roads; the application of effective design and construction technologies
efficiency.
Peer-review responsibility of the scientific committee of the International conference of Arctic transport accessibility:
with
1. regard to
Introduction transport
networks and systems infrastructure. Bearing this in mind, we analyze the global experience in the use of cement concrete roads
and compare their efficiency with the efficiency of asphalt concrete road surfaces during their entire life cycle.
Keywords: the Arctic; development strategies; cement concrete roads; economic efficiency.
1. Introduction
According to the data of the Federal Road Agency, 94.42 km of federal public highways with cement concrete
surfaces have been commissioned since 2011, and it is planned to commission another 69.2 km of federal public
According
highways withtocement
the data of the surfaces
concrete Federal until
Road2024
Agency, 94.42
(Federal km Agency
Road of federal public highways with cement concrete
2021a).
1. Introduction
surfaces haveshow
Figs. 1–3 been the
commissioned
dynamics of since 2011,inand
changes theit surface
is planned to commission
areas of roads withanother 69.2 surfaces
improved km of federal public
and cement
highwayssurfaces
concrete with cement concrete
as well as the surfaces
share of until 2024 (Federal
the surface area of Road
roads Agency 2021a).
with cement concrete surfaces in the surface area
According to the data of the Federal Road Agency, 94.42 km of federal public highways with cement concrete
Figs. 1–3
of roads with show the surfaces.
improved dynamics of changes in the surface areas of roads with improved surfaces and cement
surfaces have been commissioned since 2011, and it is planned to commission another 69.2 km of federal public
concrete surfaces as well as the share of the surface area of roads with cement concrete surfaces in the surface area
highways with cement concrete surfaces until 2024 (Federal Road Agency 2021a).
of roads with improved surfaces.
Figs. 1–3 show the dynamics of changes in the surface areas of roads with improved surfaces and cement
concrete surfaces as well as the share of the surface area of roads with cement concrete surfaces in the surface area
of roads with improved surfaces.
*
Corresponding author. Tel: + 7-985-410-21-47
E-mail address: sguzhov@yandex.ru
*
*
2352-1465 © 2021 The Authors. Published by ELSEVIER B.V.
This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0)
Peer-review under responsibility of the scientific committee of the International conference of Arctic transport accessibility:
networks and systems
10.1016/j.trpro.2021.09.110
756 Dmitriy Zaycev et al. / Transportation Research Procedia 57 (2021) 755–763
2 Dmitriy Zaycev, Stanislav Guzhov / Transportation Research Procedia 00 (2021) 000–000
Fig. 1. Dynamics of changes in the surface area of roads with improved surfaces.
Fig. 2. Dynamics of changes in the surface area of roads with cement concrete surfaces.
Fig. 3. Share of the surface area of roads with cement concrete surfaces in the surface area of roads with improved surfaces.
Analysis of these data shows the following:

1. Indicators that characterize the share of the length and surface area of roads with cement concrete surfaces
both for federal and regional highways have a negative trend.
Dmitriy Zaycev et al. / Transportation Research Procedia 57 (2021) 755–763 757
Dmitriy Zaycev, Stanislav Guzhov / Transportation Research Procedia 00 (2021) 000–000 3
2. Indicators that characterize the length and the surface area of roads with cement concrete surfaces in
absolute values also have a negative trend.
2. Theoretical studies
In recent years, numerous studies were performed in the field of development, design, and implementation of
digital intelligent systems of gas transport control (Almetova et al. 2016, Baskov et al. 2018, 2020, Belyaev et al.
2020, Boryaev et al. 2020, Brylev et al. 2018, Chernyaev et al. 2020, Danilov et al. 2018a, 2018b, 2020, Dygalo et
al. 2020, Evtiukov et al. 2018, 2020, Gorodokin et al. 2017, Grayevskiy et al. 2020, Kapskij et al. 2017, Kapustin et
al. 2020, Kazhaev et al. 2018, Kerimov et al. 2020a, 2020b, Kozhukhovskaya et al. 2017, Kurakina et al. 2020a,
2020b, Kuraksin et al. 2017, 2018, 2020, Lobanova et al. 2020, Malinovsky et al. 2018, Malygin et al. 2018,
Marusin et al. 2018, 2020, Mavrin et al. 2020, Nikitin et al. 2019, Novikov et al. 2018, Petrov et al. 2019, Popova et
al. 2018, 2020, Rakov et al. 2020, Safiullin et al. 2020, Seliverstov and Seliverstov 2018, Seliverstov et al. 2017,
Shepelev et al. 2020a, 2020b, Shesterov and Drozdova 2017, Shubenkova et al. 2018, Smirnov et al. 2017, Voitko et
al. 2020, Zhankaziev et al. 2018).
The studied case of an increase in the values of the length and surface area of roads with improved surfaces, on
the one hand, and a decrease in the share and absolute values of the length and surface area of roads with cement
concrete surfaces is probably preconditioned by laying asphalt concrete on top of existing cement concrete structural
layers within the framework of roadway reconstruction and resurfacing.
The global experience shows that the specific weight of roads with cement concrete surfaces in different
countries is at least 30% of the total number of roads, namely:
1. Germany — 31%;
2. USA — 35%;
3. Belgium — 41%.
In the USA, Canada, Argentina, the Netherlands, and Great Britain, cement concrete is usually chosen based on
feasibility studies and comparison of options with account for operating expenses during the construction of heavy-
duty roads and highways. The German experience shows that, after 28 years of operation, only 5% of concrete
surfaces and 100% of asphalt concrete surfaces require repairs (Ushakov 2002).
Modern technologies of cement concrete surface construction make it possible to create road infrastructure
facilities with high technical performance, long service life, and low operating expenses. The roadway wear is
insignificant (0.1 mm per annum), and the thickness of its surface does not exceed 16–22 mm (Association of
Concrete Roads 2021).
Roads with cement concrete surfaces have the following advantages:
1. Durability: the service life of cement concrete surfaces exceeds the service life of flexible surfaces due to
the stability of their shape with sharp variations in temperature, as well as the absence of potholes and ruts.
2. Cost-effectiveness: low operating expenses during the entire life cycle of the road at comparable
construction expenses;
3. Environmental impact: low carbon emissions, reduced thermal plume, and the possibility of recycling;
4. Safety: high slipping resistance, increased illumination, and comfortable driving.
The Strategy for the Development of the Construction Materials Industry for the period up to 2020 and further
prospects until 2030 (Government of the Russian Federation 2016) implies a dynamic increase in the share of
commissioning of roads with cement concrete surfaces in the total volume of road construction in Russia (Fig. 4).
Fig. 4. Share of commissioning of roads with cement concrete surfaces in the total volume of road construction in Russia, %.
It can be seen that, in accordance with the report of the Accounts Chamber of the Russian Federation on the
intermediate results of expert and analytical activities “Monitoring the Progress of the ‘Safe and High-Quality
Roads’ National Project” for 2020 (Accounts Chamber of the Russian Federation 2020), taken together with the data
of the Federal Road Agency for 2019–2020, the share of regional and municipal highways that do not meet
regulatory requirements in terms of transportation and operation, has been annually decreasing by 1–2% in average
since 2014. In 2018, this indicator had a negative trend (Table 1).
Table 1. Condition of regional and inter-municipal highways.

Description 2013 2014 2015 2016 2017 2018 2019 2020
Total length of highways (km), of them: 502,564 509,398 515,762 512,564 510,970 510,421 508,201 508,201
Highways that do not meet regulatory 312,092 320,411 315,493 299,930 290,578 293,839 283,576 281,819
requirements
Share of highways that do not meet regulatory 62.1 62.9 61.9 58.5 56.9 57.7 55.8 55.45
requirements, %
The data for 2019 were formed based on the information provided by the Federal State Statistics Service at the
end of 2019 (as per the Form 1-DG), and the data for 2020 were formed based on the information on actual
commissioning of regional and inter-municipal highways, provided by the constituent entities of the Russian
Federation in the Road Network regional project passports at year-end 2020 as part of the “Safe and High-Quality
Roads” national project. The approximate period of data provision by the Federal State Statistics Service as per the
Form 1-DG — Q3 of each current year.
It is obvious that the construction of roads with cement concrete surfaces will make it possible to reduce the share
of roads that do not meet regulatory requirements not only in the mid-term but also in the long term, due to
increased periods between repairs.
Currently, the following projects show a positive trend in the construction of roads with cement concrete surfaces
(Association of Concrete Roads 2021):
1. Vishnyovoye–Sosnovka–Verbnoye–Gusevo in Kaliningrad Region, construction project owner — State
Public Institution of Kaliningrad Region “Public Roads Administration of Kaliningrad Region”.
2. R-254 Irtysh federal highway, construction project owner — Sibupravtodor Federal Public Institution.
3. Northern bypass of Novosibirsk, construction project owner — Sibupravtodor Federal Public Institution.
4. A-116 Chita–Zabaykalsk, construction project owner —Novosibirskavtodor OAO.
5. M6 (R-22) Caspian Highway, construction project owner — Moskva-Volgograd Federal Public Institution.
3. Calculations
To assess the efficiency of the use of roads with cement concrete surfaces, an indicator is used, which is based on
the comparison of the results and expenses during the entire calculation period with those for asphalt concrete
surfaces:
𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁 = 𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝑏𝑏𝑏𝑏с − 𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝑖𝑖𝑖𝑖с (1)
where DEbс are integral discounted expenditures for the construction and operation of roads with cement concrete
surfaces (traditional technology / base case);
DEic are integral discounted expenditures for the construction and operation of roads with asphalt concrete
surfaces (innovative technology / innovative case);
The integral discounted expenditures for the construction and operation using traditional (DEbc) / innovative
technologies (DEic) with transport infrastructure facilities are calculated as follows:
𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑗𝑗𝑗𝑗𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑀𝑀𝑀𝑀𝑡𝑡𝑡𝑡𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏

𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 = ∑𝑛𝑛𝑛𝑛𝑖𝑖𝑖𝑖=1 𝑡𝑡𝑡𝑡𝑖𝑖𝑖𝑖 + ∑𝑚𝑚𝑚𝑚
𝑗𝑗𝑗𝑗=1 𝑡𝑡𝑡𝑡𝑗𝑗𝑗𝑗 + ∑𝑇𝑇𝑇𝑇𝑡𝑡𝑡𝑡=1 ∏𝑇𝑇𝑇𝑇 (2)
∏𝑡𝑡𝑡𝑡=1(1+Е𝑡𝑡𝑡𝑡 ) ∏𝑡𝑡𝑡𝑡=1(1+Е𝑡𝑡𝑡𝑡 ) 𝑡𝑡𝑡𝑡=1(1+Е𝑡𝑡𝑡𝑡 )
𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑗𝑗𝑗𝑗𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏 𝑀𝑀𝑀𝑀𝑡𝑡𝑡𝑡𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏

𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏 = ∑𝑛𝑛𝑛𝑛𝑖𝑖𝑖𝑖=1 𝑡𝑡𝑡𝑡𝑖𝑖𝑖𝑖 + ∑𝑚𝑚𝑚𝑚
𝑗𝑗𝑗𝑗=1 𝑡𝑡𝑡𝑡𝑗𝑗𝑗𝑗 + ∑𝑇𝑇𝑇𝑇𝑡𝑡𝑡𝑡=1 ∏𝑇𝑇𝑇𝑇 (3)
∏𝑡𝑡𝑡𝑡=1 (1+Е𝑡𝑡𝑡𝑡 ) ∏𝑡𝑡𝑡𝑡=1(1+Е𝑡𝑡𝑡𝑡 ) 𝑡𝑡𝑡𝑡=1(1+Е𝑡𝑡𝑡𝑡 )
where 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 are expenditures for the ith construction / resurfacing of a structural element of a transport
infrastructure facility using the traditional technology;
𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏 — expenditures for the ith construction / resurfacing of a structural element of a transport infrastructure
facility using the innovative technology;
𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑗𝑗𝑗𝑗𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 — expenditures for the jth repair of a structural element of a transport infrastructure facility using the
traditional technology;
𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑗𝑗𝑗𝑗𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏 — expenditures for the jth repair of a structural element of a transport infrastructure facility using the
innovative technology;
𝑀𝑀𝑀𝑀𝑡𝑡𝑡𝑡bc — expenditures for the maintenance of a structural element of a transport infrastructure facility using the
traditional technology;
𝑀𝑀𝑀𝑀𝑡𝑡𝑡𝑡𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏 — expenditures for the maintenance of a structural element of a transport infrastructure facility using the
innovative technology;
n — the number of resurfacing procedures during the calculation period T;
m — the number of repairs during the calculation period T;
Et — the social rate of discount (return) in relative units in year t, in fractions;
1/(1+Et) is the discount rate in year t, in fractions.
The cost of resurfacing using the traditional and innovative technology was estimated in accordance with
applicable laws and regulations in the field of pricing in construction, as well as flowcharts for works given in
Table 2.
The main parameters of the engineering and economic comparison of resurfacing options for the M-7 Volga
highway (Moscow–Vladimir–Nizhny Novgorod–Kazan–Ufa) at section 63+283 – 69+000 km of Moscow Region
are as follows:
1. Climatic zone for road building: II;
2. Highway category: II;
3. Traffic density: 40,000 vehicles/day.
Table 2. Comparative analysis of road pavement options (thous. RUB).

Operations Option 1 (cement concrete surface) Option 2 (asphalt concrete surface)

Capital expenditures for construction 885,608 797,963
Resurfacing – 788,590
Repair 235,828 228,419
Repair (year 13) 420,722 –
The comparative analysis of design options for roads with cement concrete and asphalt concrete surfaces allows
us to establish that in the latter case the expenditures are lower by 11%.
The approximate expenditures related to the frequency of works on the construction of the wearing course and
protective wearing course as well as cement concrete surface treatment amount to 235.8 mln RUB with frequency
once per 4 years and 420.7 mln RUB with frequency once per 13 years, and, when asphalt concrete surface is
used — 228.4 mln RUB with frequency once per 4 years (Garant 2021).
The maintenance cost is not included in the calculations since similar types of maintenance works can be used for
different types of road surfaces.
The period between resurfacing procedures and repairs of roads is 12 years in the case of asphalt concrete
surfaces (Garant 2021) and more than 25 years in the case of cement concrete surfaces (Federal Road Agency
2021b).
Table 3. Main indicators of the efficiency of the compared options.

Year Rsi — expenditures for Rsi — expenditures for Rpi — expenditures for α— DE — integral discounted
s the ith construction the ith resurfacing the jth repair (thous. discount expenditures for construction and
(thous. RUB) (thous. RUB) RUB) rate operation (thous. RUB)
𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑗𝑗𝑗𝑗𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑗𝑗𝑗𝑗𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏 DEbc DEic
1 797,96 885,608 1.00 797,963 885,608
3
2 0.96 797,963 885,608
3 0.92 797,963 885,608
4 228,418 235,828 0.88 999,569 1,093,753
5 0.85 999,569 1,093,753
6 0.81 999,569 1,093,753
7 0.78 999,569 1,093,753
8 0.75 999,569 1,093,753
9 228,418 235,828 0.72 1,163,297 1,262,792
10 0.69 1,163,297 1,262,792
11 0.66 1,163,297 1,262,792
12 0.63 1,163,297 1,262,792
13 788,590 420,772 0.61 1,641,860 1,518,141
14 0.58 1,641,860 1,518,141
15 0.56 1,641,860 1,518,141
16 0.54 1,641,860 1,518,141
17 228,418 235,828 0.51 1,759,218 1,639,307
18 0.49 1,759,218 1,639,307
19 0.47 1,759,218 1,639,307
20 0.45 1,759,218 1,639,307

21 228,418 235,828 0.43 1,858,578 1,741,889
22 0.42 1,858,578 1,741,889
23 0.40 1,858,578 1,741,889
24 0.38 1,858,578 1,741,889
25 0.37 1,858,578 1,741,889
NPV 116,688
When the source data for the calculation of the integral discounted expenditures by options have been
determined, it is possible to calculate another economic indicator — the net present value (NPV) (Table 3). For
25 years, it amounts to 116,688 thous. RUB, which indicates the efficiency of the construction of cement concrete
surfaces.
4. Conclusions
In the course of the study, we have established that the construction of roads with cement concrete surfaces is a
very important element in the implementation of transport infrastructure in the Arctic, which ensures a significant
increase in periods between repairs and provides additional economic advantages from the operation of roads with
this type of surface.
The use of cement concrete surfaces will make it possible to implement the Strategy for the Development of the
Construction Materials Industry up to 2020 and further prospects until 2030 in terms of:
1. Shaping a high-tech, competitive, sustainable, and balanced (in terms of demand and supply) industry of
innovative construction materials, providing high quality, accessible and energy-efficient products to internal and
external markets;
2. Ensuring employment of the population and rise in living standards.
The system for the assessment of the economic efficiency of applying new best technologies of repeated use at
road facilities requires the development of a regulatory framework that will make it possible to extend the use of
cement concrete in road pavement structures up to 2030.
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Analysis of these data shows the following:

Table 1. Condition of regional and inter-municipal highways.

𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁 = 𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝑏𝑏𝑏𝑏с − 𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝑖𝑖𝑖𝑖с (1)

𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑗𝑗𝑗𝑗𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑀𝑀𝑀𝑀𝑡𝑡𝑡𝑡𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏

𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑗𝑗𝑗𝑗𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏 𝑀𝑀𝑀𝑀𝑡𝑡𝑡𝑡𝑖𝑖𝑖𝑖𝑏𝑏𝑏𝑏

Table 2. Comparative analysis of road pavement options (thous. RUB).

Operations Option 1 (cement concrete surface) Option 2 (asphalt concrete surface)

Table 3. Main indicators of the efficiency of the compared options.

20 0.45 1,759,218 1,639,307

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