Pavement Maintenance Practices in

Pavement Maintenance Practices in

Dhaka- Chittagong Highway

Mohhammad Afsar Sujon

Student No. 200704026

Bachelor of Science in Civil Engineering

Department of Civil Engineering

Bangladesh University of Engineering and Technology

Certification

The thesis titled “Pavement Maintenance Practices in Dhaka -Chittagong Highway"

submitted by Mohhammad Afsar Sujon (Student No. 0704026) has been accepted satisfactory in

partial fulfillment of the requirement for the degree of Bachelor of Science in Civil Engineering

on 9th February, 2013.

Supervisor

Dr. Muhammad Zakaria

Professor

Department of Civil Engineering

Bangladesh University of Engineering and Technology

Declaration

It is hereby declared that this thesis or any part of it has not been submitted elsewhere for the

award of any degree or diploma.

Signature of the candidate

Mohhammad Afsar Sujon

Student No. 200704026

ACKNOWLEDGEMENT

At first all praises belong to the almighty Allah, the most merciful, the most beneficent to man and

His actions.

The author wishes to express sincere gratitude to Professor Dr. Muhammad Zakaria, Professor,

Department of Civil Engineering, Bangladesh University of Engineering and Technology for his

constant supervision, invaluable advice, persistent simulating discussion and strong supports

towards the successful completion of the study.

The author also expresses his indebtedness to Engr. Md. Masum Reza, Divisional Engineer,

(daudkandi), Roads & Highway Department to provide us helpful information about road

maintenance practice specially DBST(Double Bituminous Surface Treatment) .

The author expresses his heartiest thanks to Engr. Md.Mahbubur Rahman, Sub divisional

Engineer, 4-laining of Dhaka Chittagong Highway Project, Roads & Highway Department to offer

valuable information on work progress that had been occurred in Dhaka Chittagong Highway .

The author expresses his heartiest thanks to Engr. Md.Mohasin Haulader, Deputy Project Manager,

4-laining of Dhaka Chittagong Highway Project, Roads & Highway Department to offer valuable

information on maintenance practice specially Overlay that had been occurred Sitakundu in Dhaka

Chittagong Highway .

The author expresses his heartiest thanks to Engr. Asik Kadir, Assistant Engineer, 4-laining of

Dhaka Chittagong Highway Project, Roads & Highway Department and Engr. Mamun Kaysar,

Assistant Engineer, 4-laining of Dhaka Chittagong Highway Project, Roads & Highway

Department to offer valuable information on maintenance practice specially Overlay that had been

occurred Sitakundu in Dhaka Chittagong Highway .

Also, the author pays deepest homage to his guardians who they believe to be the cardinal source

of inspiration for all his achievements. Their constant moral support was phenomenal exemplary

throughout the study.

ABSTRACT

This study deals with the identification and investigation of the pavement surface condition and

pavement maintenance practices regularly adopted for the country’s most important national road

network of Dhaka Chittagong highway. . The maintenance practices increase the pavement life to

such an extent that leads improved and satisfied serviceability of the road.

Chittagong has the largest port in Bangladesh. Most of the country’s import export occur through

this port. It is also the business capital of Bangladesh. A lot of people use this road for

transportation because of the unavailability of railway facilities and high cost of air transportation.

A huge amount of commercial vehicles use Dhaka –Chittagong highway for transshipment of

goods and cargo. To facilitate with for large number of heavy vehicle is a big challenge and

demands huge amount of maintenance works. The usual method used for maintenance works is

bituminous surface treatment and overlay. It has short time effect on the pavement surface both

structurally and functionally.

For the evaluation of the pavement surface condition due to inadequate and highly sophisticated

equipment we had to go for less accurate but very effective “Visual Assessment Method” of RHD.

Another American method of DRM TM and Indian Road Congress method were used for

comparison with RHD method.

From the evaluation of twenty road segments in different locations, it has been found that most of

the segments in Dhaka Chittagong highway are deteriorated due to heavy axle load movement.

These portions usually require reconstruction within three to five years and resurfacing within two

years of construction with extensive leveling.

Finally, the adverse effect on pavement by heavy commercial vehicle can not only be improved

through the maintenance works. Increasing the road width and increasing serviceability is the only

solution for supporting these huge traffic volumes for future development. In order to cope up with

the increasing traffic on this highway, the government has decided to expand the existing 194km

two-lane Daudkandi to Chittagong road to a four-lane divided road with provision for future

expansion to a six-lane road .

CONTENT

PAGE

Declaration II

Acknowledgement III

Abstract IV

List of Figures X

List of Tables XIII

Chapter 1 INTRODUCTION

1.1 Background of the Study 1

1.2 Rationale of the Study 3

1.3 Objective of the study 4

1.4 Methodology of the Study 5

1.4.1 Approach applied 5

1.4.2 Literature review 5

1.4.3 Data Collection and field survey 5

1.4.4 Selection of maintenance techniques 6

1.4.5 Conclusions and recommendations 6

1.4.6 Organization of the study report 6

1.5 Limitations of the study 6

1.6 Institutional Challenges 7

1.7 Geographical Position of Dhaka –Chittagong Highway 9

1.8 4-Laning of Dhaka-Chittagong Highway Project 10

1.8.1 Dhaka-Chittagong highway upgrade 10

1.8.2 Bridge and flyover construction 11

1.8.3 Dhaka-Chittagong highway contractors 11

1.8.4 Financing 11


(Brief Description)

Chapter 2 LITERATURE REVIEW

2.1 Introduction 15

2.2 Methodology 15

2.3 Road Conditions 16

2.4 Roads under Roads & Highway Department 16

2.5 Pavement Defects 17

2.5.1 General causes of pavement failure 17

2.5.2 Structural failure 18

2.5.3 Functional failure 18

2.6 Serviceability and Rehabilitation Costs of Pavements 18

2.6.1 Serviceability

2.6.2 Rehabilitation costs 19

2.7 Typical Pavement Distresses & Their Severities Level 21

2.7.1 Different Types of Cracking 21

2.7.1.1 Transverse Cracking 21

2.7.1.2 Longitudinal Cracking 21

2.7.1.3 Alligator Cracking 22

2.7.1.4 Shrinkage Cracking 23

2.7.1.5 Corrugations/Rutting 23

2.7.1.6 Raveling 24

2.7.1.7 Shoving 24

2.7.1.8 Pot Holes 25

2.8 The Administration and Management of Dhaka Chittagong Highway 26

2.8.1 History and background 26

2.9 Method of Identifying All Types of Damages 26

2.9.1 Types of Visual Assessment method 26

2.9.1.1 Routine revise inspections 26

2.9.1.2 Systematic inspection & its types 27

2.9.2 Frequency 28

2.10 Basic Procedure for Systematic Visual Assessment 28

2.10.1 Diagnosis of Distresses, Causes and Treatment 28

2.10.1.1 Classification of distresses 28

2.10.1.2 Identification of pavement distresses 29

2.10.2 Condition Rating Systems 29

2.10.2.1 Manual methods 29

2.10.2.2 Automatic methods 29

2.10.2.3 Manual vs. Automatic data collection 29

Chapter 3 MAINTENANCE AND REHABILITATION

3.1 Introduction 32 3.2 Pavement Failure Reasons 32 3.2.1 Premature failure 33

3.3 Standards for Routine Maintenance Activities 34 3.3.1 General 34 3.4 Maintenance activities 45 3.5 Principles of Life Cycle Analysis. 47

3.6 Description of Treatments 47

3.7 Maintenance Strategies 49

3.7.1 Unit Costs. 51

3.7.2 Road Maintenance Fund 53

3.7.3 Implementing Maintenance Policy 54

Chapter 4 FIELD STUDY

4.1 Introduction 57

4.2 RHD method 59

4.2.3 Pavement Rating Form 64

4.3 Study Area 65

4.3.1 Study Area-01 66









4.3.10 Study Area-10 84

4.3.11 Study Area-11 86

4.3.1 2 Study Area-12 88

4.3.1 3 Study Area-13 90

4.3.14 Study Area-14 92

4.3.1 5 Study Area-15 94

4.3.11 Study Area-16 96

4.3.1 2 Study Area-17 98

4.3.1 3 Study Area-18 100

4.3.14 Study Area-19 102

4.3.1 5 Study Area-20 104

4.4 Pavement Evaluations for Use with the DRM System 106

4.4.1 Introduction 106

4.4.2 Procedure 106

4.4.3 Pavement rating form 108

4.4.4 Study area-11 109

4.5 Pavement Rating by Indian Road Congress Method 110

4.5.1 Introduction 110

4.5.2 Limitation of the Indian Road Congress Method 110

4.5.3 Deduct values for flexible pavement 110

4.5.4 Pavement rating form by Indian Road Congress Method 111

4.5.5 Study area-11 112

4.6 Maintenance in Dhaka Chittagong Highway 113

4.6.1 Double bituminous surface treatment 113

4.6.2 Asphalt Overlays 114

4.7 Progress of Dhaka –Chittagong 4 lane Highway Project 115

Chapter 5 ANALYSIS OF DATA

5.1 Introduction 118

5.2 Surface Condition Scenario 120

5.3 Comparison Between Evaluation Methods 121

Chapter 6 CONCLUSIONS AND RECOMMENDATIONS

6.1 Conclusions 122

6.1.1 The Constraints 123

6.2 Recommendations 125

6.2.1 Institutional and Organizational Issues 125

6.2.2 Use of Existing Technology, Methodology and Tools 125

6.2.3 The Broad Role of Pavement Managements 125

6.2.4 New Tools, Methodologies, and Technologies 126

6.2.4 .1 Concrete Overlays 126

6.2.4 .2 Two Families of Concrete Overlays 127

6.3 Future Study 130

References 131

List of Figures

1.1 Components of Sustainable Transportation 2

1.2 Geographical Position of Dhaka –Chittagong Highway 9


2.1 Road Deterioration vs. Time 19

2.2 Serviceability Level and Maintenance Cost vs. Time 19

2.3 Graphical Representation of the Four Rehabilitation Strategies 20

2.4 Transverse Cracking 21

2.5 Longitudinal Cracking 22

2.6 Shrinkage Cracking 23

2.7 Corrugations/Rutting 24

2.8 Raveling 24

2.9 Shoving 25

2.10 Pot Holes 25

2.11 Pavement survey vehicles 30

3.1 Spread of wheel load pressure through the pavement 32

3.2 Pavement deflection 33

3.3 Pavement deterioration curve. 46

3.4 Pavement repair alternatives 47

4.1 Road pavement evaluation and rehabilitation procedure 58

X

4.2 Location of the survey points at a glance 65

4.3 Study Area 01: Surface Condition 67







4. 10 Study Area 08: Surface Condition 81

4.11Study Area 09: Surface Condition 83












XI

4.23 Double bituminous surface treatment 113

4.24 Asphalt overlay 114

4.25 Earth-filling work at Daudkandi,Comilla 115

4.26 Visual inspection of the progress Dhaka-Chittagong 4-Lane Highway 117

5.1: Segment of road vs. Condition Rating 119

5.2 Surface Condition as a % 120

6.1: Increasing Skidding Resistance on Road 122

6.2: Heavily damaged section of Barioar hat 123

6.3 Bonded concrete resurfacing of good 128

condition concrete pavement with

surface distresses

6.4 Bonded concrete resurfacing of good-to-fair 129

condition asphalt pavement with surface distresses

XII

List of Tables

2.1 Manual Vs. Automatic Data Collection 31

3.1 Spot Sealing 35

3.2 Crack Filling 36

3.3 Fatty Surfaces Treatment 37

3.4 Fog Seal 38

3.5 Slurry Seal 39

3.6 Premix Leveling 40

3.7 Premix Patching 41

3.8 Soft Surface Replacement 42

3.9 Gravel Surface Patching 43

3.10 Recondition Gravel And Earth Roads 44

3.11 Shoulder Reshaping 45

3.12 Maintenance and Rehabilitation Treatments 48

and Assumptions Used in HDM

3.13 Compound Maintenance Standards For 49

HDM-4 Programme Analysis In 2011-12

3.14 Unit Costs Of Treatment. 52

4.1 Diagnostic Chart And Treatment Of Failures In Bituminous Road 60

XIII

4.2 A Guide For The Estimation Of Pavement Condition Rating And 63

Priority For Flexible Pavement

4.3 Deduct Values For Flexible Pavement(Indian Road Congress) 110

4.4 Pavement Rating Form By Indian Road Congress Method 111

5.1 Comparison of surface condition between different segment 119

5.2 : Comparison Between Evaluation Methods 121

XIV

Chapter 1

INTRODUCTION

1.1 Background of the Study

Roads are one of society’s most essential component. Without them, it would be very difficult to

get from one place to the other in a timesaving and smooth way. Roads are therefore facing a

major challenge in order to deliver these functions and consequently increase the quality of

life. In order to fulfill these functions, roads must be properly designed and durable. However,

there are roads built on weaker subgrade material and thus perform worse and cause losses in both

serviceability and economy. Therefore, in recent decades, further demands on the design of roads

have been made. Thus the construction costs shall be reduced and the miscellaneous maintenance

work performed in small extent as possible. The major causes of loss in the serviceability and

maintenance work is rutting and surface roughness.

The purpose of highway maintenance at the network level is to maximize the improvements in the

highway conditions (for a given highway network system) through diverse maintenance activities,

while remaining within the limits of available resources. In order to maintain any existing highway

network, large resources are required not only in terms of money but also in terms of other

resources such as equipment, manpower and materials. Typically, and this is especially true for

developing nations like Bangladesh the resources allocated for maintenance are inadequate for

carrying out all the maintenance needed in the highway network. This creates the need to not only

determine which sections will be chosen for maintenance but also to determine which maintenance

actions are to be used.

The Dhaka-Chittagong National Highway is one of the key highways of Bangladesh. An economic

lifeline, it connects Chittagong and other major destinations in the country with Dhaka. The 28km

section in the existing Dhaka-Chittagong Highway (N1), from Dhaka to Daudkandi except for

Meghna and Daudkandi Bridges, was a four-lane road in 2005. The traffic on the highway has

exceeded 40,000 passenger car equivalents a day (PCU/day) at most of the locations. The increased

traffic overburdened the two lane road between Daudkandi and Chittagong beyond its capacity

and resulted in heavy congestion, delays and accidents .In order to cope up with the increasing

traffic on the highway, the government decided to expand the existing 194km two-lane Daudkandi

to Chittagong road to a four-lane divided road with provision for future expansion to a six-lane

road. Following the completion of the project, the journey time from Dhaka to Chittagong will be

reduced by approximately three hours. The project will address the congestion problems and thus

improve air quality. It will also deliver economic and social benefits to the south-eastern region of

the country by creating the improved facilities for trade and commerce.

Roadway infrastructure is critical to quality of life and prosperity of society. The pavement

structure of the road ages and deteriorates over time. Proper construction and maintenance

techniques are essential to ensure roads are providing the required performance for road users..

In general, sustainability is about maintaining the current infrastructure without compromising the

resources of the future generation. The basis of sustainability commonly consists of three elements:

economy, society, and environment. Figure 1 shows the components of sustainable transportation,

which considers a board spectrum of engineering activities.

Figure 1.1: Components of Sustainable Transportation

The Government, aid agencies, and the Multi-Lateral Lenders have implemented a very

aggressive program of developing the roads sector in Bangladesh. Roads now provide the

main mode of transport, accounting for almost three-quarters of passenger traffic and two-thirds

of freight traffic in the country. Moreover, the Government and the Multi-Lateral Lenders plan

to continue this aggressive development of the road transport system.

The aim of our study is to determine the roadway pavement condition, the level of distress in

pavement and the pavement maintenance practice applied in country’s most important road

network of Dhaka to Chittagong .

1.2 Rationale of the Study

Bangladesh has a road network of about 21,000 kilometers (1999),compared with 16,070

kilometers in 1995.Most district and Upazilla(sub district) towns have been connected with

all-weather roads. Currently 3,090 kilometers of roads (15 percent) are national highways,

1,752 kilometers (8 percent) are regional highways and the remaining 16,118 kilometers are

sub-regional or classified as feeder roads. In addition, local governments maintain more than

16,000 kilometers of rural roads, but only 8,546 kilometers of these are paved. Despite the

problems of road transport, 66 percent of all freight and 73 percent of all passengers traveled by

road in 1999, up from 35 percent and 54 percent respectively, in 1975. Chittagong is the largest

of the seaports, handling around 80 percent of imports and 75 percent of exports, and is well

connected to inland road, rail, river and air routes. Container handling at Chittagong port has

been increasing rapidly, from 150,000 twenty-foot equivalent units (TEUs) in 1992/93 to 365,000

TEUs in 1998/99. The quantity of cargo handled has also increased from 1.4 million tons to 3.4

million tons during the same period. In 2000/01 container and cargo handling increased to 415,000

TEUs and 3.85 million tons respectively. So, any disturbance to the regular vehicle flow at Dhaka

– Chittagong highway can cause great discomfort for the national growth and economic stability

of the country.

The study of the effectiveness of maintenance works on roads of Dhaka to Chittagong city is quite

rational which will keep the concerned improvement organizations conscious of their

responsibilities regarding road maintenance and rehabilitation works.

1.3 Objective of the Study

The main objective of our study is to search out the pavement condition of road , road deterioration

types and maintenance practices applied for this road. The objectives of the study are given below:

To identify and survey the existing road condition of the different road segments of

Dhaka Chittagong highway.

To identify and list the existing road deterioration pattern of the different road

segments of Dhaka Chittagong highway.

To categorize the nature of damage according to the standard specification and

maintenance manuals.

To study the RHD, Bangladesh efforts and its current trends to address such problems

i.e. deterioration

To study developed countries methods and trends for identifying such deteriorations.

To perform the rating of the road segment prior to the improvement works based on RHD

road maintenance manuals.

To perform the rating of the same segment of the road after rehabilitation by the

Improvement works based on RHD road maintenance manuals.

To perform the rating of the same segment of the roads before and after improvement

works by DRM method.

To make comparison of the road rating of the same road segment between these two

methods.

To make visual inspection of the different segments of the road by photographs and

identify various types of deterioration from the photographs.

To suggest required maintenance methods based on the road condition of the inspected

segments.

1.4 Methodology of the Study

1.4.1 Approach applied

Maximum efforts are provided to give the study more scientific look. After the inspection of the

selected roads, the prevailing condition of that part of the road has been evaluated according to

RHD Bituminous Pavement Rating Form and DRMTM system.

The information presented in this study report has been developed after a review of Road

Maintenance Manual of RHD Bangladesh and Standard AASHTO specification as well as some

other reports of various American Pavement Research Institutions such as DRMTM system that are

constantly working with this matter. The available literature materials on maintenance techniques,

pavement evaluation, rehabilitation techniques and selection of rehabilitation strategies have been

studied as part of theoretical necessity.

1.4.2 Literature review

Literature survey was performed to acquire basic knowledge of the study. Various journals,

publications, seminar papers, newspaper articles and standard specification manuals for

maintenance from famous institute such as AASHTO, FHWA, TRL, BST, IRC and RHD

Bangladesh have been studied thoroughly. This has provided theoretical knowledge as well as an

overview about the current trends and methods used in this sector.

1.4.3 Data collection and field study

From on site visit of the various sections of highways in the Dhaka Chittagong , the necessary

information accompanied by the relevant photographs are collected to conduct an evaluation of

the condition and deterioration pattern of the pavements at before and after improvement works

and their severity and extent has been assessed. Different types of rating method was used in the

field study to rate the road. A brief over view of trenchless technology and it’s effect on pavement

was given.

Assessing the condition of the pavements at before and after of the improvement works, the key

types of deterioration present are identified and based on their severity and extent they have been

rated by RHD Bituminous Pavement Rating Form and DRMTM system. The road rating between

these two methods is compared for a particular segment road.

1.4.4 Selection of maintenance techniques

Appropriate maintenance techniques are identified those are best suited for the prevention of

existing distress and achievement of desired improvement in the structural capacity, functional

adequacy and drainage adequacy of the pavement. Maintenance of road was followed by the Road

Maintenance Manual, April 2005 by Roads and Highway Department.

1.4.5 Conclusions and recommendations

The overall findings of our thesis are presented in the conclusion part and further recommendations

are given for the improvement of the present condition of the pavement. It also recommend the

future research about improvement of road condition by using newly developed technologies of

road construction and maintanence.

1.4.6 Organization of the study report

The whole study report is comprised of six chapters. The first chapter which is about the

background of the study and general introduction highlights the significance of the study and its

important component as well as compilation methods. The second chapter describes the basics in

terms of literature review. The third chapter deals with the maintenance and rehabilitation methods

available for the solution of the problems. The chapter four is about the field study that contains

specification and rating of the inspected road segments. The chapter five intends on the analysis,

findings and discussion based on field study. Here the results are represented in tabular and chart

forms. The Chapter six includes the conclusions and recommendations that are drawn after the

completion of the study.

1.5 Limitations of the Study

The study has been performed in few road sections in the important points of Dhaka

Chittagong highway..

Since most of the Dhaka Chittagong highway pavements are of flexible type, study is

basically concentrated on the problems and solutions regarding the flexible pavement only.

The field study and data collection are based upon the visual survey, so the severity and

extent of the distress may not accurately measured.

No scientific and technical devices has been provided and used during the field study.

When effect of maintenance works is to be investigated on the adjacent segment of the

roads, the adjacent segment may be already affected by previous improvement works. So,

actual before improvement effect on pavement cannot be recognized.

The width of the damaged portion is not specified in the study and it varies depending on

types and purpose of the maintenance works. The length of the damaged road may not be

kept throughout the study, so there may be problems of uniformity in the study data.

The effect of different maintenance works on the pavement cannot be identified

separately.

The effect of maintenance works on the pavement changes with time and it deteriorates

more with time. Here, road segments have been investigated after different time interval

from the improvement rehabilitation works, so after improvement effect may vary from

one road to another due to the non-uniform time intervals.

Safety issue was a major constrain. We could not cover some major roads due to high

volume of traffic.

1.6 Institutional Challenges

At present following improvement organizations are involved regarding improvement works under

the pavement.

I. Four laining project by RHD

II. Gas by Titas Gas Co.

III. Electricity by REB and PDB

IV. Telephone line by T&T Co.

The above institutions have faced the following constraints regarding the improvement works.

The permission of road cutting and final restoration of the cut roads are only authorized

by Roads and Highway Department..

There is no monitoring system available regarding the coordination of road using

under different utility agencies. This result in deterioration and damage to the

pavement after the rehabilitation works done following the utility works.

After attainment of permission from Roads and Highway Department , different

improvement agencies start road using. But in reality this task is left to some unskilled

and inexperienced labors. Most of the time assigned contractor back filled the trench with

cut soil and rubbish instead of sand after laying the improvement pipe. For this reason

desired level of compaction do not achieve in the cut portion of the road than the existing

one and this leads to the subsequent vertical settlement in the cut roads.

In Dhaka Chittagong highway, prior to completion of maintenance works of one agency,

another agency start their service improvement works in the same segment of road.

Sometimes some agency execute road cutting and rehabilitation works in the same road

throughout the year against getting permission once. As a result road is cut in an

undisciplined way continuously.

It is very essential to solve the problems in improvement road condition and

rehabilitation works immediately.. Roads and Highway Department gives assistance to

the improvement organization in this regard.

1.7 Geographical Position of Dhaka –Chittagong Highway

Figure 1.7 Geographical Position of Dhaka –Chittagong Highway

1.8 4-Laning of Dhaka-Chittagong Highway Project

The 28km section in the existing Dhaka-Chittagong Highway (N1), from Dhaka to Daudkandi

except for Meghna and Daudkandi Bridges, was a four-lane road in 2005. The traffic on the

highway has exceeded 40,000 passenger car equivalents a day (PCU/day) at most of the

locations. The increased traffic overburdened the two lane road between Daudkandi and

Chittagong beyond its capacity and resulted in heavy congestion, delays and accidents.

In order to cope up with the increasing traffic on the highway, the government decided to expand

the existing 194km two-lane Daudkandi to Chittagong road to a four-lane divided road with

provision for future expansion to a six-lane road.

Following the completion of the project, the journey time from Dhaka to Chittagong will be

reduced by approximately three hours. The project will address the congestion problems and thus

improve air quality. It will also deliver economic and social benefits to the south-eastern region

of the country by creating the improved facilities for trade and commerce.

The upgrade project is expected to cost around BDT23.82bn ($336.5m) and is scheduled for

completion in December 2013

1.8.1 Dhaka-Chittagong highway upgrade

The Dhaka-Chittagong highway upgrade project was initiated by the government in January

2006. The proposal for the development was approved by the Executive Committee of the

National Economic Council (ECNEC) in January 2008. The project is being executed by the

Roads and Highways Department (RHD) on a build-operate-transfer (BOT) or build-own-

operate-transfer (BOOT) or private-public partnership (PPP) basis.

The upgrade involves the construction of a new road between Daudkandi and Chittagong. It also

involves the construction of embankment, pavement, culverts, bridges and green belts. The road

will be converted into a four-lane road by adding a separate two-lane road to the existing

highway separated by a raised median.The construction project was divided into ten road work

and two bridge work segments.

1.8.2 Bridge and flyover construction

The project requires construction of bridges and flyovers at several places. Railway over bridges

will be built at Comilla, Feni and Fakirhat apart from other bridges. River protection structures

will be built at three long bridges.

1.8.3 Dhaka-Chittagong highway contractors

In May 2006, National Engineering Service Pakistan Limited (NESPAK) was awarded a contract

by the Government of Bangladesh to provide engineering services for the project. The agreement

was, however, terminated by the government in May 2010 due to unsatisfactory consultancy

services.

In January 2010, the Government of Bangladesh signed agreements with three construction

companies. China-based Sinohydro Corporation was awarded the construction contract of seven

road packages, while two other local firms Reza Construction and the TBL-ACL joint venture

were awarded the contract for construction of three road packages.The ten road work packages

comprise the various main sections of the highway. The Daudkandi toll plaza to Kutumbpur

section was included in the first contract.

The road work between Kutumbpur and the start of the Comilla bypass was included in the

second contract. The third contract involves work on the Comilla bypass. The segments from the

end of Comilla Bypass and Batisha, and Batisha and Mohipal were included in contracts four and

five respectively. The works from Mohipal to start of Dhum Ghat Bridge, and between Dhum

Ghat Bridge and Mirersarai Bazar were awarded under the sixth and seventh packages.

The remaining three contracts include the road works from Mirersarai Bazar to Panchashila

Bazar, Panchashila Bazar to the end of Kumira Bypass and the end of Kumira Bypass to Alanker

cinema theatre (Chittagong).

1.8.4 Financing

The project is funded entirely by the Government of Bangladesh. The funds are being allocated

from the Japan debt cancellation fund (JDCF). The JDCF is a debt servicing mechanism by

which Japan pays back the money paid by Bangladesh. Japan will pay back 158.09bn yen

($1.46bn) to Bangladesh until 2018 through the JDCF. The payback is made on annual basis.

Approved duration of the Project

• January 2006 – December 2013

Actual Start Date

• January 2010

Expected Completion Date

• December 2013

Total Cost of the Project

• 238,217.04 Lakh Tk.

Source of Fund

• GoB/JDCF-Japan Debt. Cancellation Fund

Year Wise Cost

• 2005-2006: 74.00 Lakh Tk.

• 2006-2007: 473.42 Lakh Tk.

• 2007-2008: 264.34 Lakh Tk.

• 2008-2009: 2238.15 Lakh Tk.

• 2009-2010: 19544.49 Lakh Tk.

• 2010-2011: 10127.72 Lakh Tk.

• 2011-2012: 15712.55 Lakh Tk. (Up to March 2012)

Current Year Allocation

• 17500.00 Lakh Tk

9 4-Laning of Dhaka-Chittagong Highway Project (Brief Description)

Name of Project

• 4-Laning of Dhaka-Chittagong Highway Project (Daudkandi Toll Plaza to Chittagong City Gate)

Location of the Project

• Comilla, Feni, Chittagong

Description of the Project

• 192.30 km long 4-Lane national highway with 10.8 m dual carriageway.

• 5 meter median in the middle of carriageway.

• 3 nos. Fly over (463 meter)

• 2 nos. underpass (33 meter)

• 33 nos. Overhead pedestrian steel bridge.

• 61 nos. Bus stops.

Implementing Offices

• Roads and Highways Department

Objectives of the Project

• To optimize the utilization of Chittagong Port- Freight Transport;

• To develop an adequate and Efficient Transport System between Capital city Dhaka and Port City Chittagong;

• To enhance Economic Development for Expansion and Integration of Markets and Growth of International Trade;

• Sustainable Development through Transport Revolution in Agricultural Centers and Industrial Areas;

• Reduction of Traffic Congestion, Travel Time and prevailing Road Accidents specially due to Head on Collision;

• To meet the increasing Travel Demand and provide room for heavy vehicles;

• To enhance Road Safety Measures;

• To provide substantial Economic and Social benefits in the cross boundary region through generation of employment, creation of improved facilities for trade and commerce, promotion of social integration and finally by alleviating poverty of Bangladesh.

Figure 1.9: 4-Laning of Dhaka-Chittagong Highway Project

Chapter 2

LITERATURE REVIEW

2.1 Introduction

How we fund and plan the preservation of our transportation infrastructure is clearly at a

crossroads. The needs of the system are rising yet our ability to adequately fund pavement

preservation is in doubt. Over the past few years the Bangladesh economy has faced numerous

challenges such as inflation and rising oil and energy prices. The state of today’s economy is

presenting new challenges for transportation agencies. Whether the challenges are the uncertainties

about the short-run cyclical performance of the economy, or projected long-term budget

constraints, it is of fundamental importance that the pavement asset be preserved. Solid and

sustained pavement preservation is a necessary foundation for a sound infrastructure.

Before going to thoroughly practical investigation of different effect of utility works, it is quite

reasonable to acquire some knowledge about this matter through studying of different literature or

references gives several information like different pavement distresses, their causes, results and

their different remedies or treatment used through out the world, rules and regulations of heavy

traffic& their actual performances. In particular, it is important to find out whether the distresses

are progressive or on going and cause failure of roads. It also gives ideas of improvement of road

condition in the case of deterioration caused by utility works. Literature review is an integrated

picture which will give us a suitable direction of going to practical work for the study related to

our respective case.

2.2 Methodology

The method related to complete the study is focused on different types of maintenance practices

due to deterioration caused on pavement of Dhaka to Chittagong highway by presence of both

motorized and non-motorized vehicles plying on all roads and it’s proper evaluation are made. At

the end of this paper some suggestions are being prepared for concerning authorities or agencies.

This study is based on the following works followed serially:

I. Study points have been identified in a map showing map road network of Dhaka Chittagong

highway.

II. Field Work: Several photographs of different deterioration at different study sections have been

taken as a part of visual assessment. Hence comparison and notes also provided.

III. Respective deterioration identification data has been collected on location & stated in tables

or sheets prepared by authors or using related published articles and suggestions collected from

concerning agencies e.g. RHD, DRM method. etc.

IV. Library Work: Related books, journal, references transportation thesis are collected and

studied.

2.3 Road Conditions (According to World Bank)

Good: Paved roads substantially free of defects and requiring only routine maintenance. Upgraded

roads needing only routing grading and spot repairs.

Fair: Paved roads having significant defects and requiring reshaping or resurfacing (regraveling)

and spot repair of drainage.

Poor: Paved roads with extensive defects and requiring immediate rehabilitation or reconstruction.

Unpaved roads needing reconstruction and major drainage works.

2.4 Roads under Roads & Highways Department

The main road network of the country is under Roads and Highways Department

(RHD).Maintenance of the roads is carried out by RHD. There is approximately 20,850 km of

roads under this department. Typical Road Cross Sections are given below

1. Roadway 8. Cut 15.

Benching 22.

Pavement

2. Carriageway 9. Embankment 16.

Natural Ground Level

23.

Side Ditch

3. Shoulder 10.

Subgrade 17.

Centre-line 24.

Boundary Stone

4. Surfacing 11.

Cut Slope 18.

Marking 25.

Catchpit

5. Base 12.

Embankment Slope

19.

Gravel 26.

Pipe Culvert (Transversal)

2.5 Pavement Defects

Pavement Defects provide the bases for determining the Pavement Condition Index (PCI)

as well as providing data that allows us to select the appropriate surface treatment

depending on the type and severity of individual defects.

Seven type of defects/distresses that are evaluated and recorded are:

• Raveling

• Corrugations/Rutting

• Alligator Cracking

• Transverse Cracking

• Longitudinal Cracking

• Patching

• Potholes.

These defects and distresses are rated by Degree of Distress and Area Affected.

Degree of Distress

• Slight: minor distresses, hairline cracks.

• Moderate : mid-level distresses, light cracks.

• Severe: substantial distresses, large cracks.

Area Affected

The percent of area is how much of the area has been affected by particular defects

and distresses. There are three percentage ranges.

• 1-15%: small area of the street is affected.

• 16-30%: mid-range, approximately up to 1/3 of road is affected with

distresses.

• 31%-: high percentage, 1/3 and over of road is affected with distresses.

Additionally, localized defects and any inconsistencies with the GIS map can be recorded as well.

2.5.1 General causes of pavement failures

I. Faulty materials of construction ;

II. Faulty construction and improper quality control during construction;

6. Subbase 13.

Berm 20.

Footpath 27.

Pipe Culvert (Longitudinal)

7. Camber (Cross Fall) 14 Side Ditch 21 Road Reserve

III. Inadequate surface and subgrade drainage of the road structure and the vicinity;

IV. Increase in value of wheel load;

V. Increase in traffic volume;

VI. Settlement of foundation of embankment of fill material;

VII. Environmental factors like rainfall, soil erosion, high water table, frost action etc

VIII. Deterioration of road surfaces by different utility departments;

IX. Construction and technical causes;

X. Planning ,maintenance, institutional co-ordination, financial problems.

Now we can divide pavement failures into two categories:

Structural failures;

Functional failures;

2.5.2 Structural failure

It includes a collapse or break down of one or more of the pavement components of such magnitude

to make the pavement in capable of sustaining the loads imposed upon its surface.

2.5.3 Functional failure

It is such that the pavement the pavement will no longer carry out its intended function causing

discomfort to passengers or vehicles that passes over it. Functional failure depends primarily upon

the degree of surface roughness.

2.6 Pavement preservation

Pavement preservation is a program of activities aimed at preserving our highway system where

millions of dollars have been invested. It is now apparent that additional emphasis must be placed

on maintenance .

2.6.1 Types of Pavement Maintenance

Pavement maintenance is the key to pavement preservation. An effective pavement preservation

program integrates many maintenance strategies and treatments. There are three types of pavement

maintenance:

Preventive Maintenance: Planned strategy of cost-effective treatments to an existing roadway

system and its appurtenances that preserves the system, retards future deterioration, and maintains

or improves the functional condition of the system (without increasing the structural

capacity).Surface treatments that are less than two inches in thickness are not considered as adding

structural capacity.

2.6.2 Rehabilitation costs

By referring to Figure 2.6.2.1, it can be seen that rehabilitation costs increase by over 4 to 5 times

if rehabilitation is deferred only 12% of. a pavement’s design life.. For typical pavements, 12%

amounts to about 2 years. Thus, deferring rehabilitation is very expensive. Good management

dictates that rehabilitation occur at a tune so as to derive the greatest benefit (extension of

serviceability) possible. Viewing this problem on a network level is very complex since every

different pavement structure has a different performance curve and is at a different point in its

service life

Figure 2.6.2.1: Road Deterioration vs. Time

Figure 2.6.2.2 shows how maintenance costs increase over time, as the serviceability level of the

street moves closer and closer to a minimum acceptable level. The end result is that a lower level

of service is maintained at a higher cost than if rehabilitation was programmed at an optimum

time.

Figure 2.6.2.2: Serviceability Level and Maintenance Cost vs. Time

Maintenance Costs and Serviceability Maintenance costs increase as serviceability declines. The

increasing commitment to maintenance tends to extend serviceability but at a higher cost and lower

service level than if timely rehabilitation was performed. This fact has been verified by several

studies. The most widely known was done by the Utah Department of Transportation, which was

referenced in NCHRP Report #58 (see Figures 2.6.2.3 and Table 2.6.2.4). For all categories of

roadway the least cost strategy was “‘A”‘, where the highest service level was sustained. The

highest was strategy “”D”‘ at which rehabilitation was deferred until such point that substantial

increases in maintenance activity was required in response to public pressure to sustain

serviceability at a minimum acceptable level. Strategy “D’” was UDOT”s current mode of

operation.

Figure 2.6.2.3: Graphical Representation of the Four Rehabilitation Strategies.

Table 2.6.2.4: Annual Costs for Different Strategies

2.7 Typical Pavement Distresses & Their Severities Level (Flexible pavement)

2.7.1 Different Types of Cracking

2.7.1.1 Transverse Cracking

Description:

Cracks which usually appear across the road perpendicular to the centerline. They

typically affect the wearing asphalt course and are usually not traffic load-related.

Possible Causes:

• Poor construction joints.

• Pavement Shrinkage due to asphalt hardening or freeze/thaw cycles.

• Reflective cracking (cracks below the wearing course)

Figure 2.7.1.1: Transverse Cracking

2.7.1.2

Longitudinal Cracking

Description :

Cracks which follow along the road parallel to the centerline.

Possible Causes:

• Poor construction joints.

• Pavement Shrinkage due to asphalt hardening or freeze/thaw cycles.

• Reflective cracking (cracks below the wearing course)

Figure 2.7.1.2: Longitudinal Cracking

2.7.1.3 Alligator Cracking

Description:

Blocks of interconnecting cracks resembling the skin of an alligator. The cracks are

typically full depth, through the entire asphalt layer. Alligator cracks are indicator of roadway

base failure, which may require full depth reconstruction.

Possible Causes:

• Insufficient bearing support and repeated traffic loading.

• Poor base drainage

Figure 2.7.1.3: Alligator Cracking

2.7.1.4 Shrinkage Cracking

Cement stabilized materials will shrink due to a combination of excess moisture drying

Out of the layer and secondly that the hydration process of the cement reacting with the

water causes heat and that the material will shrink on cooling. When the stabilized layer

is restrained by friction, by the under-lying layer, the layer cracks as the layer is subject

to stresses trying to move it but it is prevented from doing so and its tensile strength is

insufficient for the stresses developed.

FIGURE 2.7.1.4: Shrinkage Cracking

2.7.1.5 Corrugations/Rutting

Description:

Longitudinal depressions parallel to the direction of travel, typical forming in the wheel tracks.

Possible Causes:

• Poorly constructed roadway.

• Substandard or failing sub-bases.

• Inadequate lateral support, failing or steep road shoulder.

FIGURE 2.7.1.5: Corrugations/Rutting

2.7.1.6 Raveling

Description:

Spalding of the pavement surface causing the asphalt wearing course to separate from the

binder course. Raveling can occur in isolated area or across the entire surface, although the

wheel tracks are typically the worst areas.

Possible Causes:

Poor quality of materials and/or construction.

Inadequate drainage.

Freeze-thaw cycling.

Poor utility patching.

FIGURE 2.7.1.6 : Raveling

2.7.1.7 Shoving

A longitudinal displacement of a localized area of the pavement surface. It is generally caused

by braking or accelerating vehicles, and is usually located on hills or curves, or at intersections.

It also may have vertical displacement

FIGURE 2.7.1.7 : Shoving

2.7.1.8 Pot Holes

Description :

Holes in the asphalt surface which may be isolated or caused by a combination ofother

progressively failing pavement defects. (raveling, alligator cracking, patching).

Possible Causes:

• Poor quality of materials and/or construction.

• Inadequate drainage.

• Freeze-thaw cycling.

• Poor utility patching.

FIGURE2.7.1.8: Pot Holes

2.8 The Administration and Management of Dhaka Chittagong Highway

2.8.1 History and background

Road traffic scenario in Bangladesh is characterized by the presence of both motorized and non-

motorized vehicles plying on all roads. In other words, there is predominant traffic mix on all roads

in the country. This is one of the serious problems for road network in Bangladesh. It should be

mentioned here that the total fleet of on-road motorized vehicles in Bangladesh has increased

significantly. The growths of trucks were increased about 11.2 percent. Road transport network

from Dhaka to Chittagong is 278 km. and compare with the other area is little satisfactory. Goods

movement of these areas is mainly depend on trucking and it is around 80% of total goods, time

required around 5 hours.

2.9 Method of Identifying All Types of Damages

Visual Assessment Method is an important method of identifying all types of damages caused by

heavy traffic ,irregular maintenance on roads of Dhaka Chittagong highway. Sometimes, it is the

only method employed to assess the condition of a road. This method is simple and widely used

method now days.

2.9.1 Types of Visual Assessment method

There are two types of Visual Assessment Method. They are as follows

i. Routine Revise Inspections;

ii. Systematic Inspection

2.9.1.1 Routine revise inspections

Objective: The main aim of routine revise inspection is to identify minor damages requiring

immediate action.

Routine Inspection includes:

i. A daily examination would appear desirable for motor ways and other major

highways.

ii. In case of roads with very small traffic volumes, the frequency may be reduced, but a monthly

inspection frequency appears to be minimum.

This inspection is essential both for road maintenance and traffic operation.

2.9.1.2 Systematic inspection & its types

Systematic Inspection is not immediate action but rather assessment of the condition of the roads

at a moment, in order to provide data for an analysis of the road. Depending upon the use of

inspection results, it is possible to distinguish two types of systematic inspection, each having

objectives.

The types of systematic inspections are:

a. Continuous systematic inspection;

b. Systematic inspection of a limited number of road sections.

Continuous systemic inspection

The basic aim of this type of inspection is to contribute towards the establishment of maintenance

programme for particular road links, for partial or complete networks. In this case, systematic

inspection has the following purposes:

1. To identify the first signs of damage;

2. To provide a rating of certain road components according to the standards

established.

3. To reduce the rate of deterioration of roads in order to prolong their

economical service life and reduce road user costs and road accidents.

4. To provide for the cost of repair of roads in order to achieve an acceptable standard of service.

5. To provide clear and consistent definitions of maintenance works.

6. To give high priority for training in maintenance planning and implementation;

7. To allocate clear responsibilities for maintenance with the RHD and other

agencies.

8. To study how maintenance needs develop with time,

9. To provide data that will be of assistance on the planning of the major road networks

i.e design of pavement strengthening.

Systematic inspection of a limited number of road sections

This is the 2nd type of systematic Inspection. It can fulfill certain objectives i.e. studying of certain

sections may be representative of the whole road network where heavy traffic have been done.

Because, heavy traffic are done on basis of certain some rules of construction or improvement

works as long as they proceeds. So there is no difficulty for one to select representative road

sections since the parameters to be considered are numerous. A very good prior knowledge of the

roads involved and consequently, not a large number of reliable data are needed.

This type of systematic inspection give us the following ideas

1. It gives us an overall view of the condition of roads involved in heavy trafficand hence

compare it’s different road link conditions. In fact, it gives us a quick idea of the future

effect of heavy traffic would on the roads where within future, same type of heavy traffic

would be done.

2. It ascertain that planned works have been adequately carried out and to assess their

efficiency.

2.9.2 Frequency

Inspection frequency and timing vary according to several parameters.

These are:

a. Importance of roads;

b. Nature of the structure to be examined (i.e. pavements, road side bridges etc.);

c. Climate ;

d. Road condition ; lf the road condition is critical due to utility works, more

frequent observations should be carried out and hence necessary repair works have not been carried out

due to lack of finance or negligence.

It is widely desirable that visual inspection and it’s consequent report on condition of pavement of

roads due to heavy traffic should be presented twice in a year to RHD.

2.10 Basic Procedure for Systematic Visual Assessment

2.10.1 Diagnosis of Distresses, Causes and Treatment

2.10.1.1 Classification of distresses

For proper upkeep of the road, it is very important not only to identify the distresses manifest on

the pavement surface but also to analyze and arrive at the causes and then to decide upon the

treatment. To facilitate the pavement engineer in these tasks a comprehensive Table 5.1 has been

prepared. Table 5.1 classifies the defects under four major heads. These are Surface Defects,

Cracks, Deformation and Disintegration.

2.10.1.2 Identification of pavement distresses

Under each head the list of distresses, photographs to identify such distresses in the field, the level

of severity and extent, several likely causes for each distress and the suggested treatments have all

been indicated. Pavement engineer should carry Table 5.1 during inspections and compare the

distresses noted in the field with those listed, identify the severity and extent and decide upon the

likely causes and treatments. Prioritization of treatments should be done keeping in mind that those

distresses which cause highest inconvenience, discomfort or hazard to road user need earlier

attention. Alternatively one might say that the most severe and extensive distress needs the highest

attention compared to one of lowest severity and extent.

2.10.2 Condition Rating Systems

When, once it has been decided to take up certain sections of the road for treatments then detailed

evaluations of these sections for pavement roughness and deflection are carried out. For this

purpose a detailed Guide for the Estimation of Pavement Condition Rating is included in this

Manual as Table 4.2 and must be followed for these evaluations.

This manual covers only the routine and periodic maintenance works and excludes strengthening;

in this operation bituminous overlays are laid to improve the structural capacity of pavement.

However, many engineers believe that present serviceability (present pavement condition) is not

sufficient for deciding whether a pavement requires an overlay or not.

The Asphalt Institute introduces a simple condition rating system for bituminous pavements.

Content 4.2.3 shows the rating form for this system. The system also includes a scale in the form,

which can serve as a guide to when overlays are appropriate or when routine maintenance or

complete reconstruction are more applicable.

When using the system, attention must be given to maintaining consistency of ratings, particularly

if more than one rating team is involved. This is done by holding rating sessions for rates, using

actual pavement sections and photographs, and by using automated equipment where possible.

2.10.2.1 Manual methods

There are two basic methods for conducting manual pavement condition surveys, walking

and windshield surveys. Walking and windshield surveys are also commonly combined

to provide a more complete pavement network survey.

Walking surveys are completed by an expert who is trained to rate pavement distresses

according to the agency’s distress identification specifications. The expert walks down

the side of the pavement and fills out a pavement condition form that describes the

amount, extent, and severity of each distress present or a randomly selected sample of the

roadway.

A windshield survey is completed by driving along the road or on the shoulder of the

road. The pavement is visually rated through the windshield of the vehic le. This method

allows for greater coverage in less time; however, the quality of the pavement distress

data is compromised.

2.10.2.2 Automatic methods

Automated surveys use technologically complex vehicles traveling at highway speeds to

collect and store data (Figure 1.5). There are several types of automated pavement survey

vehicles available differing in data collection technology; however, these all share the

same goal of collecting accurate pavement condition data. Examples of theses

technologies include:

Figure 2.10.2.1 Pavement survey vehicles

Analog and digital cameras are generally used for pavement surface distresses.

Ultrasound or Laser technology to capture the rutting (the transverse profile of the road).

High frequency laser to collect the texture of the pavement.

2.10.2.3 Manual vs. Automatic data collection

The manual collection system is self- validating in the sense that all data are collected by

an expert. In automatic collection, data needs to be verified by randomly sampling a

percentage of the data and validating it against the actual corresponding pavement.

Requirements specifying this percentage vary from state to state. In any engineering problem it is

critical to go through the alternatives evaluation phase which leads to decision making. Table

2.10.2.1contains a comparison between the two methods of pavement data collection, manual and

automatic

Table 2.10.2

Manual Automatic

Expensive and time consuming. Less expensive and fast.

Labor intensive Very minimal labor is needed

Hazardous Safe

Data sampling. 100% survey.

Subjective. Objective

Difficult to manage Integra table with management system

Repeatability is low Proven to be much better

Chapter 3

MAINTENANCE & REHABILITATION

3.1 Introduction

The Maintenance & Rehabilitation component allows the user to specify the pavement network of

interest and a budget to determine the best way to spend funds by a ranking method. The ranking

method assigns priority to sections with small ride score values, small distress score values, and

large annual average daily traffic values. The Budget Planning Tool includes Pavement

Preservation with in the Maintenance & Rehabilitation component helps to predict the necessary

budget for the future predicted performance of a pavement to equal an acceptable overall target

condition level over an extended planning period. It also uses a user-controlled policy with

associated costs, a user-controlled improvement for sections receiving treatment, and a family of

pavement deterioration models for system deterioration at the end of each planning year.

3.2 Pavement Failure Reasons

A road allows transportation in all weather and traffic conditions. While a basic definition, roads

reduce the stress on the native material (i.e., subgrade) under the pavement. To do this, we have to

place good materials on the subgrade to spread out the load. Figure 1 shows how the load is spread

out by the pavement. A thicker pavement will result in less stress on the subgrade. Figure 2 shows

how pavement deflects under a wheel load. As the pavement flexes, there will be a combination

of compression (pushing) and tension (pulling)

stress in the pavement. This can eventually lead to cracking due to fatigue.

Figure 3.2.1 - Spread of wheel load pressure through the pavement

The amount of deflection and stress in the pavement is also related to the amount of moisture in

the subgrade soils. If the subgrade soils are wet, there will be a great deal of deflection under the

wheel loads. The deflection will be much less for the same soil when it is well drained. The excess

moisture in spring thaw will result in higher stresses in the pavement.

Larger loads and thinner pavements result in more stress on the pavement. Pavements will fail

sooner than expected if:

• There are heavier loads than expected

• There are more loads than expected

• The pavement is too thin for the traffic loads

• The materials used in the pavement are weaker than expected

Figure 3.2 .2- Pavement deflection

3.2.1 Premature failure

Pavements fail prematurely because of many factors. When boiled down to the basics, there are

four primary reasons pavements fail prematurely:

• Failure in design

• Failure in construction

• Failure in materials

• Failure in maintenance

Generally when a road or street fails before we expect it to, one of these four factors is the

primary cause. Multiple factors can occur, but usually one of the four is the most critical.

3.3 Standards for Routine Maintenance Activities

3.3.1 General

The previous section covered the list of Maintenance Activities with Activity Number, a brief

description of the activity and the unit of measurement. For any maintenance activity, there may

be several methods of doing the work. Usually one method is better than the rest. Also the

maintenance staff must be familiar with the scope of the activity, the circumstances under which

the activity is to be performed, when in the course of the year and the work should be done step

by step following procedure of the activity. More importantly one should know the size of crew to

be used, the type of equipment and their numbers and quantity of materials to be used. Thus the

Standard Routine Maintenance will help to attain uniformity in the level of service being provided

by crews throughout the country and to ensure economy of operations by optimum utilization of

all available resources and to form the basis for planning and implementing an effective

maintenance programme.

Table 3.3.1

ROADS &

HIGHWAYS

DEPARTMENT

MAINTENANCE STANDARD

ACTIVITY 201

SPOT SEALING

WHAT

To Seal bituminous roadway surfaces with application of liquid bituminous

material

(straight run, cut-back or emulsion) covered with aggregate.

WHERE

Scaling is used on bituminous pavements having in limited arms:

a) Fatty surfaces.

b) Raveling.

c) Stripping.

d) Loss of aggregate and

e) Shrinkage cracks

WHEN

1) Sealing is not an emergency repair work. It can be programmed to meet the

seasonal and weather conditions.

2) Scaling of scattered areas can be scheduled from October to April

HOW

1) Safety devices and signs are placed to control of traffic during maintenance

operation.

2) The area to be treated is boomed clean of dirt, dust and loose materials.

3) Bituminous material of correct quantity is applied uniformly in the arm with

hand sprayer. The bituminous material must be at proper temperature for spraying.

4) Aggregate cover material of correct size and quantity is then applied in an

uniform thickness over the sprayed area with a shovel.

5) The aggregate is rolled into the bitumen as soon as possible using truck tyres.

The entire area must be rolled by tyres at least twice.

6) The excess aggregate from around the side of the seal is then broomed off.

Table 3.3.2

ROADS &

HIGHWAYS

DEPARTMENT


ACTIVITY 202

CRACK FILLING

WHAT

To clean cracks (6 mm or wider) and seal with filler material.

WHERE

To prevent ingress of water through cracks (6 mm or wider) in bituminous

pavement surface, the same have to be filled with the bituminous filler material.

Smaller cracks less than 6 mm wider do not need filling

WHEN

Crack filling is not a high priority item. It can Programmed to be done between

March and May.

HOW


operation.

2) The cracks are cleaned with stiff bristled broom and or compressed air jet.

3) Cracks of width 6 mm or more are filled with bitumen emulsion slurry or

liquid

bitumen mixed with sand using a hand squeegee and broom.

4) When the crack fill is cured, it is sealed with hot liquid bitumen using a

pouring can

and a hand squeegee. Cracks should be filled flush with pavement surface.,

Overfilling the cracks or using aggregates larger than sand should be avoided.

5) To prevent pick up of bitumen by traffic, the sealed surface of the crack is

sprinkled

with dry sand.

Table 3.3.3

ROADS &

HIGHWAYS

DEPARTMENT


ACTIVITY 203

FATTY SURFACES TREATMENT

WHAT

To treat Bituminous pavement surface having excessive amount of bitumen, by

application of sand.

WHERE

a) Such surfaces present skid hazard to vehicles and a safe riding surface is

restored by repairing.

b) If the fatty condition is light and cannot be corrected by sanding, an aggregate

spot sealing of surface treatment should be done.

WHEN

a) Fatty surface treatment is an emergency item and should be done as soon as

feasible.

b) Treatment of Fatty surfaces should be done on hot days to achieve the

maximum possible absorption.

HOW


operation.

2) Sand or screening of 10 mm maximum size is heated to 150oC.

3) The hot material is spread over the fatty area at a rate of 5 to 6 Kg per square

meter.

4) Immediately after spreading the surface is rolled preferable with a rubber

tyred roller.

5) When the aggregate has cooled loose particles are broomed off.

6) This process is repeated if necessary.

Table 3.3.4

ROADS &

HIGHWAYS

DEPARTMENT


ACTIVITY 204

FOG SEAL

WHAT

To treat distressed bituminous pavement surfaces with a single application of

bituminous material without any cover aggregates.

WHERE

Pavement surfaces having extensive hairline cracks, oxidized, old and dry

surfaces, loss of aggregates are rejuvenated by this treatment. It can also be used

as an emergency treatment for hungry surfaces and to prevent raveling.

WHEN

This is not an emergency work. It can be programmed to be done between

November and May.

HOW


operation.

2) Half width of the roadway is closed to traffic for a maximum length of 200

m at a time. Flag men are engaged to control the traffic on the remaining

width.

3) The surface is cleaned of loose aggregate and foreign material by brooming.

4) Small areas are sprayed with bituminous material using hand sprayer. The

bituminous material is a slow setting bitumen emulsion diluted with equal

amount of water.

5) For long and continuous length a truck mounted distributor is used. The

spray bar width is suitably adjusted for spraying the required width.

6) Spraying is repeated on the other half of the roadway after the seal has set

in the first half (in about 30 minutes)

Table 3.3.5

ROADS &

HIGHWAYS

DEPARTMENT


ACTIVITY 205

SLURRY SEAL WHAT

To treat distressed bituminous pavement surfaces with a single application of fine

aggregates and bituminous material.

WHERE

Pavements which are old, oxidized and need rejuvenations or having wide cracks,

raveled or smooth or hungry surfaces or have loss of aggregates are treated with slurry

seal. This treatment is also used top provide skid resistant surface.

WHEN

This is not an emergency work. It can be programmed to be done between November

and May.

HOW


operation.

2) The surface is cleaned of loose aggregate and foreign material by brooming.

3) Any patching that is necessary is done and surface dampened before laying the

slurry seal.

4) For small areas slurry seal is mixed in a concrete mixer or in a wheel barrow. For

large areas slurry seal machine can be used. Mixing is done until creamy textured

slurry is obtained.

5) After proper mixing slurry is dumped on the pavement surface.

6) Long handled squeegees are used to spread the slurry and to force it into cracks.

For

controlled laying spreader boxes can be used.

7) Half width of the roadway is closed to traffic for a maximum length of 200 m at a

time. Flag men are engaged to control the traffic on the remaining width.

8) The slurry is spread so as to obtain a uniform thickness of 1.5 to 3 mm

Table 3.3.6

ROADS &

HIGHWAYS

DEPARTMENT


ACTIVITY 206

PREMIX LEVELING

WHAT

To restore of bituminous surfaces to their original shape using premix

bituminous material.

WHERE

Any depression or rutting or minor settlement in wheel paths results in poor

riding surface. Correction is made by adding premix material to the defective

area until it is brought in level with the adjoining area.

WHEN

Premix leveling is to be done when the depression is 25 mm or more in 3 m or

where rutting is 13 mm or more

This is not emergency item.

Premix leveling shall be programmed to be done between November and May

and in any case before laying surfacing or overlay in the section.

HOW


operation.

2) The boundary of the area to be leveled is marked using a string line and

crayon.

3) Loose gravel and other foreign material are broomed off the surface.

4) A light uniform bituminous tack coat is applied to the area.

5) The premix material is spread over the area starting from the deeper part.

Each layer is compacted using a roller. To avoid pushing at the edges rolling

is started at the edges and moved towards the middle.

6) The surface level is checked using a straightedge.

7) Any loose material left around the area is broomed off.

Table 3.3.7

ROADS &

HIGHWAYS

DEPARTMENT


ACTIVITY 207

PREMIX PATCHING

WHAT

To manually patch pot holes and minor depressions in pavement surface using

premixed bituminous material.

WHERE

Premix Patching is done on bituminous pavements having:

a) Pot Holes.

b) Edge Breading.

WHEN

Premix patching of Pot Holes and edge breaking should be done as soon as they

are noticed as these deteriorations are progressive.

HOW 1) Safety devices and signs are placed to control of traffic during maintenance

operation .

2) All broken and loose bituminous surface and base materials and foreign

materials are removed by brooming

3) Water and soft materials are removed from the pot hole. Hole must be dried if

necessary, using gunny or jute bags.

4) The sides are cut square and depth of the hole is at least 50 mm.

5) A light tack coat of bituminous material is applied first to the sides of the hole

and then to the bottom.

6) The premixed bituminous mix is placed in layers and compacted either by hand

tampers or by truck tyres.

7) The top of the patch should be at the same level as the surrounding surface.

8) The finished surface is checked for level with a straight edge. The patch is

checked in both the directions.

Table 3.3.8

ROADS &

HIGHWAYS

DEPARTMENT


ACTIVITY 208

SOFT SURFACE REPLACEMENT

WHAT

Removal and disposal of deteriorated bituminous surface and re placement with

premix material.

WHERE

Spot surface replacement is done where the pavement has shoved, slipped, heaved,

settled or developed alligator cracks in a large area of about 2 or more square

meters and requires removal of old surface.

Where the material below the bituminous layer has become distorted, soft and wet

the these materials must be removed and replaced.

WHEN

This is not an emergency repair work. It can be scheduled to be done between

November and May.

HOW 1) Safety devices and signs are placed to control of traffic during maintenance

operation .

2) The old surface material is broken from the affected area and removed. The

hole is shaped with trim edges and vertical sides going up to firm bottom.

3) The old base material is also removed if found affected. The salvaged surface

material can be mixed with new aggregates and used for repairing the base. The

base is compacted well before new surfacing is placed.

4) Over the compacted base or the existing firm base tack coat of liquid

bituminous material is applied.

5) Premix material is then laid in the hole starting from the sides and moving

towards the centre. The thickness of layers should not exceed 40 mm.

6) Final layer is compacted with a steel wheel roller and the finished level is

checked.

7) Excess loose material is broomed off the roadway

Table 3.3.9

ROADS &

HIGHWAYS

DEPARTMENT


ACTIVITY 241

GRAVEL SURFACE PATCHING

WHAT

Patching scattered areas of gravel surfaces with gravel.

WHERE

Patching of gravel surfaces is done when the existing road way or gravel

shoulders have developed pot holes, depressions or soft spots when these are

scattered or isolated.

WHEN

This pot holes are repaired as soon as possible. The other defects are repaired

during dry weather viz December to April.

HOW


operation.

2) Free water, soft clay and other unsuitable materials are removed from the

area.

3) High spots on the surface are cut off and leveled to the required profile.

4) Fresh material is added to low s pots.

5) The fresh material is mixed with existing material.

6) The area is compacted with truck tyres adding water, if required.

7) The patched area is checked for level and smoothness.

8) Excess material is broomed off the paved surface.

Table 3.3.10

ROADS &

HIGHWAYS

DEPARTMENT


ACTIVITY 242

RECONDITION GRAVEL AND EARTH ROADS

WHAT

To scarify roadway surface and reshape and recondition the riding surface with

the material that got collected on the shoulders or by providing new material.

WHERE

Reconditioning is done when the riding surface has lost its camber, extensive

loss of gravel revealing the subgrade, excessive rutting and soft spots.

WHEN

This is not an emergency work. It should be planned to be done during moist

weather conditions preferably after monsoon. During summer months it is best

done after a rain.

HOW


operation.

2) The material that got collected on the shoulders are dragged over the

roadway and spread uniformly over depressions and ruts to provide a base

for application of new material. Uniformly over depressions and ruts to

provide a base for application of new material.

3) The material is compacted with a smooth wheeled roller adding water, if

required.

4) The new material is dump ed from trucks along the roadway. The truck loads

are spaced properly along the road to avoid unnecessary movement of the

material.

5) The material is compacted well to proper moisture and density the smooth

wheeled roller.

Table 3.3.11

ROADS &

HIGHWAYS

DEPARTMENT


ACTIVITY 281

SHOULDER RESHAPING

WHAT

To reshape, grade and compact shoulders which have lost their grade and shape.

WHERE

Where the shoulders have developed ruts, distorted or have vegetation, then the

shoulder must be reshaped, graded and compacted.

WHEN

This is not an emergency work. Locations needing attention should be identified

during routine inspections. This work should be done during November to

March. During summer the work should be done after a rain.

HOW


operation.

2) The materials which have sceumulated at the roadway edges are dragged

towards the edge of pavement.

3) Using a camber board, pegs and string line the required shape of the shoulder

is defined.

4) The material obtained from the edges and if necessary, new material are

spread to the required grade and slope.

5) The shoulder is then compacted using either a road roller or a truck.

3.4 Maintenance activities There are four different categories of maintenance activities: demand, routine, corrective and

Reconstructive

Demand maintenance: Performing a technique to correct a hazard or meet a service request.

Pothole patching in the spring is the most common form of demand maintenance.

Routine maintenance: Performed on a routine basis for operational reasons. Examples include

mowing grass, cutting shoulders, and striping centerlines.

Preventive maintenance: Application of a treatment before significant deterioration occurs. It

typically extends the life of the pavement and is usually planned. Surface treatments are usually

considered preventive maintenance.

Corrective maintenance: Fixes pavement failures after they have occurred. A semi-permanent

area patch is a form of corrective maintenance. A truing and leveling layer to fill minor ruts, with

a follow up overlay, is another example. Corrective maintenance generally costs more than

preventive or routine maintenance.

Planned maintenance is generally preferred to unplanned (demand) maintenance, and preventive

maintenance is preferred to corrective maintenance. Figure 16 shows the relationship between

condition and the life of the pavement. The pavement starts in very good shape and deteriorates

slowly at first. Maintenance repairs done early in the life of the pavement are much less expensive.

Figure 17 shows the relationship between pavement condition and the various levels of

maintenance. These two figures show that routine and preventive maintenance are the most

economical options. Reconstruction techniques are the most expensive, and are usually done when

there is no other choice. Although not shown in Figure 17, there are times in the life of a pavement

when the best alternative is to do nothing. This is usually when the pavement is not a candidate for

maintenance, and rehabilitation or reconstruction are not yet justifiable

Figure 16 - Pavement deterioration curve.

Figure 17 - Pavement repair alternatives

3.5 Principles of Life Cycle Analysis.

The life cycle analysis in HDM-4 predicts the pavement conditions (performance), the required

treatments and costs and benefits over a specified period (in this case 20 years) under a user-

defined maintenance strategy. The costs used in this analysis include cost of capital investment,

maintenance costs and vehicle operating costs.

The costs of two scenarios are compared:

- The “do minimum maintenance” scenario (either routine maintenance or a “holding

strategy”).

- The “with maintenance” scenario.

Details of treatments considered in Bangladesh can be seen in Table 3.1. Maintenance strategies

were set for these treatments based on road condition, traffic and roughness data for different

classes of roads (see Table 3.7). Holding strategy has been included (see Table 3.7), which

means that DBST / carpeting has to be provided instead of going for higher treatment if there is

shortage of funds to keep the roads at maintainable condition. DBST was considered for

National and Regional roads and carpeting for Zilla roads.

The benefits and costs of the above scenarios are compared for a HDM-4 life cycle analysis of

20 years. The Net Present Value (NPV)/costs were utilized to prioritize treatment options at a

12% discount rate. NPV/cost was chosen to obtain maximum benefits as it produces highest

benefits when there is crisis in funding.

3.6 Description of Treatments:

The HDM analysis considers a number of treatments representing the most commonly used types

of maintenance work items in Bangladesh. Table 3.6 provides details of these treatments and the

assumptions made for HDM

Table 3.6: Maintenance and rehabilitation treatments and assumptions used in HDM

3.7 Maintenance Strategies:

Table 3.7 shows the compound maintenance standards adopted for HDM analysis for the

different classes of roads. These standards are based on experience and analysis of road

conditions in Bangladesh, and are considered to be a reliable basis for HDM-4 to estimate

economic performance of the network. Final treatment designs must be separately established.

Compound maintenance standards have been modified slightly, but are similar to the previous

years’ standards. The slight modification relates to the introduction of a DBST in the holding

strategy of National and Regional roads when the roughness will exceed 12 IRI under all damage

percentage and traffic volumes. Similarly, carpeting was introduced in the holding strategy of

Zilla roads for roughness greater than 12 IRI.

Corridor roads (N1, N2, N3, N4, N5, N6, N7 and N8) were given higher priority and hence they

were analyzed separately as they accommodate the major share of traffic and will be the part of

the Asian Highway Network in the near future. Hence, periodic maintenance was considered at 4

IRI. The other National highways, Regional highways and Zilla roads were considered for

periodic maintenance at 5, 5.5 and 6 IRI respectively. “Holding maintenance strategy” was

considered to maintain roads using DBST when funding is limited and higher treatments cannot

be provided. Application of DBST can then delay further road deterioration.

Table 3.7 : Compound maintenance standards for HDM-4 programme analysis in 2011-12

3.7.1 Unit Costs.

Table 3.8 shows the unit cost of different work prepared in accordance with the RHD Schedule

of Rates 2011.

Table 3.7.1` Unit costs of Treatment.

3.7.2 Road Maintenance Fund

System should be developed to raise sufficient fund for the maintenance work. Sufficient and

stable flow of fund is to be ensured. For this purpose restructuring of the organization is essential

and a road fund board should be set up that will work independently under the set policy. They

will develop the mechanism to collect fund that may be used in the preservation of the network.

The National Land Transport Policy identifies the need to establish a road fund for guaranteed

source to allocate money for the network preservation. The establishment of this fund would

require co-operation across existing boundaries of responsibility and would need strong support

from the government stakeholders and development partners. Of late, in the Ministry of

Communications a steering committee has been assigned to formulate outline of a Road Fund

Board and GOB now wishes to consult as widely as possible with all stakeholders on the issue to

set out detailed proposals. A recent study on road maintenance fund identified following options:

Levies and consumables

Levies on fuel

Levies on lubricant, tires, spare parts (vehicle itself)

Annual vehicle registration, license fee

Supplementary heavy vehicle fees

Fines for overloading and violation of traffic laws

International transit fees

The board will collect revenue for the Road maintenance and also monitor the expenditures and

evaluate the quality of the maintenance works executed. The main difficulty will be initial taking

off the idea and make it sustainable. For initial effort donor agencies may be approached to

provide seed money for some years till the system develop its own propelling capacity. Recent

studies also suggested following steps for implementing road-financing aspects.

Reach agreement with GOB, Road user representative, Stakeholders and Leader of Commerce

and Industry and others.

On the existence of a road maintenance problem

Affordable share of resources to allocate to roads at a macroeconomic level

Restoration / integration to be met by normal annual development programme of GOB

Maintenance which includes rehabilitation has first priority

Maintenance will be funded by dedicated user charges

RMF with statutory independence will manage the fund

Determine the level of he maintenance backlog and identify what maintenance needs will be

ongoing after backlog is cleared

Decide on the form of the RMF

Review institutional Reforms

Road maintenance charges can only be raised gradually in line with road network

improvements. Levies/toll should be introduced in slice

Revenues from fuel levy have to be adequate and earmarked for maintenance

The road sector to gradually transform into economic growth potential section

GOB will consider formation of a separate authority to deliver the toll road network

Highway Development management system (HDM-4) may be considered the best model but a

precondition would be a reliable database of Road and Bridges and integrated asset management

Stake holders participation

Need for continuous independent performance monitoring for both technical and financial

aspects.

Focus should be on maintenance of major roads in the first priority.

Gradual move to corporate environment

3.7.3 Implementing Maintenance Policy

Once the maintenance funds are available for proper maintenance, the planning maintenance

strategy should be fixed up. The strategy should reflect the Govt. policy for road maintenance.

Recently drawn NLTP of GOB incorporated Road issues prioritising Road network

Development, Highway Maintenance and Asset management etc. Intervention levels should be

in line with GOB policy for the different category of roads. Optimum maintenance standard and

operation of the maintenance work are to be selected. The followings may be the best options for

maintenance work execution

Periodic maintenance programme: PMP can be executed using existing funds. The monitoring

and performance of the work may be feedback to refine maintenance standards.

Performance based maintenance: (PBM) As soon as rehabilitation is completed by an aided

project, PBM Contracts may be one of the options with performance indicators defined to

minimize total systems cost and cost to the Road user and satisfy comfort of road users.

Typical Performance standards for PBM should include

• IRI (International Roughness Index), which is a measurement of riding quality.

• The absence of potholes and the control of cracks and rutting which affects safety

and Pavement Performance.

• Minimum amount of friction between tyres and the road surface

• The retro reflexity and clear lines of road signs and markings for safety purpose.

• PBM contracts needs critical attention to

• Proper Performance monitoring and Penal actions for non- compliance

• Tenure of PBM contracts (larger period may bring in better result)

• PBM contract may not result in cost saving immediately RHD has adopted steps

for PBM contracts in a very limited number of roads with considerably low traffic

volume.

Success of PBM contracts depends on:

Correctly assessment of the road asset at the start of a contract and projected

conditions at the end of the tenure of the contract. Two parameters may be used

A) Physical - Structural capacity and Serviceability for road users.

B) Financial - Its capital worth to the community.

Measuring the condition of the rate of change is critical in enabling effective management

options to be assessed.

A road asset management system to be maintained by the road agencies.

Following steps are to be put forward:

• Separating the functions of planning and management form implementation of

road works.

• Increased private sector involvement will reduce the amount of highway agency

resources (RHD has a diminishing work force and equipment).

• Performance risk to be allocated.

• Contractor innovation to be increased.

• Quality of product to be increased

• Reduce life cycle cost of highway projects

Operation and Maintenance contracts are especially suitable for relief roads and major bridge

projects connected with access roads. But carefully drawn conditions are the key to success.

RHD has started O &M in some major bridge projects.

PMP- Periodic maintenance Programme is so far has been a bit relief to RHD and along with

earmarked

Government of Bangladesh maintenance fund. Some donors are participating in funding PMP.

Chapter 4

Field Study

4.1 Introduction

A road condition survey is the process of collecting data to determine the structural integrity,

distresses, skid resistance, and overall riding quality of the pavement. Traditionally,

maintenance or engineering personnel relied on experience and visual inspections to

schedule maintenance. The problems with that technique are that experience is

difficult to transfer from one person to another and decisions made using similar data

often vary considerably. Condition surveys provide a rational and consistent method of

allocating limited resources.

By monitoring the pavement condition using the methods described here, one

should be able to:

Evaluate the current condition of the network.

Determine the rates of deterioration.

Project future conditions.

Determine maintenance and rehabilitation needs.

Determine the costs of repair.

Prepare plans for repairs.

Determine the effects of budget reductions and deferred maintenance.

Schedule future pavement maintenance activities.

Track performance of various pavement designs and materials.

Each road authority will have a different approach to the management of the road network. Some

authorities adopt a comprehensive approach with the support of formal road management

systems and collect data on a regular basis for planning and programming purposes. The data

collected as part of such a system are often sufficient for feasibility studies at project level but

are rarely sufficient for detailed design. The procedures described in this Road Note are based on

the assumption that very little data are available, however, in situations where this is not so, there

commendations can be easily adapted. For example, the stages prior to the detailed condition

survey (Figure 2.1)may be carried out on a regular basis and therefore be completed already.

Nevertheless, it is always advisable to verify the accuracy of data supplied from other sources

before use

Figure 4.1 Road pavement evaluation and rehabilitation procedure

Design, construction and maintenance data, if available, can be used to establish the type and

approximate thickness of the pavement construction. Using the data, those lengths of road having

the same nominal thickness and type of construction are identified. Each length of road is then

treated as a separate evaluation exercise

There are several methods available for defining the current condition of a pavement segment.

Many of the pavement management systems (PMS) available use a specific method of collecting

condition data and defining states of pavement readiness or condition. Adopting a specific PMS

will often require the adoption of specific data collection procedures.

Road condition evaluation by visual assessment method is not accurate. But it is very much

effective for surveying the overall condition of the road network. There are different methods

through which we can identify the road condition. We used three methods to identify the road

condition-

I. RHD method

II. DRMTM method

III. Indian Road Congress Method

We used the RHD method to evaluate the road condition. Other methods were used for a particular

area to compare with it. Each methods has it’s own merits and demerits.

4.2 RHD Method

In order to identify the condition of the road, we have to first identify the cracks ,distresses, surface

defects and deformation. We should also know the possible reasons behind these defects. To

identify, RHD provide a characteristics table(Table 4.2.1). A Guide for the Estimation of

Pavement Condition Rating and Priority for Flexible Pavements another table is given(Table

4.2.2).Then a pavement rating form is also provided(4.2.3).

Using these tables and rating forms, we evaluated as more as 30 areas. We show 15 reprehensive

area’s rating and their visual conditions by photographic method.

Table 4.2.1

Table 4.2.1

Table 4.2.1

Table 4.2.2

A Guide for the Estimation of

Pavement Condition Rating and Priority for Flexible Pavements

Recommended Treatment Rating Pavement Condition

Reconstruct or recycle within

2 years

0-20 Pavement is in poor to very poor condition with

extensive severe cracking, alligator and channeling.

Ride ability is poor and the surface is very rough and

uneven.

Reconstruct or recycle

within 2 -3 years.

20-30 Pavement is in poor condition with moderate alligator

and extensive severe cracking and channeling. Ride

ability is poor and the surface is very rough and uneven.

Overlay, recycle or

reconstruct within 3 – 4

years

30-40 Pavement is in poor to fair condition with frequent

moderate alligator and extensive moderate cracking and

channeling. Ride ability is poor to fair and surface is

moderately rough and uneven.

Reconstruct in 4 -5 years or

resurface within 2 years

with extensive leveling

40-50 Pavement is in poor to fair condition with frequent

moderate cracking and channeling, and intermittent

moderate alligator. Ride ability is poor to fair and

surface is moderately rough and uneven.

Resurface within 3 years. 50-65 Pavement is in fair condition with intermittent moderate

and frequent slight cracking, and with intermittent slight

or moderate alligator and channeling. Ride ability is fair

and surface is slightly rough and uneven.

Resurface in 3 -5 years 65-80 Pavement is in fairly good condition with frequent slight

cracking, slight or very slight channeling and a few

areas of slight alligator. Ride ability is fairly good with

intermittent rough and uneven sections.

Normal maintenance only. 80-100 Pavement is in good condition with frequent very slight

or slight cracking. Ride ability is good with a few

slightly rough and uneven sections.

No maintenance required. 90-100 Pavement is in excellent condition with few cracks. Ride

ability is excellent with few areas of slight distortion.

4.2.3 Pavement Rating Form

BITUMINOUS PAVEMENT RATING FORM STREET OR ROUTE ________________ CITY OR COUNTY ____________

LENGTH OF PROJECT _______________ WIDTH ______________________

PAVEMENT TYPE __________________ DATE _________________________

(Note: A rating of "0" indicates defect does not occur)

DEFECTS RATING

Transverse Cracks 0-5

Longitudinal Cracks 0-5

Alligator Cracks 0-10

Shrinkage Cracks 0-5

Rutting 0-10

Corrugations 0-5

Raveling. 0-5

Shoving or Pushing. 0-10

Pot Holes. : . 0-10

Excess Bitumen 0-10

Polished Aggregate ... 0-5

Deficiency in Drainage 0-10

Overall Riding Quality (0 is excellent;10 is very poor): 0-10

Sum of Defects

Condition Rating = 100 -Sum of Defects

= 100 - ___________

Condition Rating =

CONDITION RATING AS A GENERAL INDICATOR OF TYPE OF MAINTENANCE

RECONSTRUCTION OVERLAY ROUTINE

MAINTENANCE

0 20 40 60 80 100

4.3 Locations of the survey point at a glance

Figure 4.3: Location of the survey points at a glance

4.3.1

STUDY AREA- 1

Location: Jatrabari to Chittagong Road

Length of the Segment: 500-1000 ft

Chain Age: 0 ft from Jatrabari Bus stand

Figure: Location on Google Map

Pavement Surface Condition Rating

(Note: A rating of ‘0’ indicates defects didn’t occur)

Defects in pavements Rating

Range Acquired

Transverse Cracks 0-5 2

Longitudinal Cracks 0-5 2

Alligator Cracks 0-10 6

Shrinkage Cracks 0-5 2

Rutting 0-10 6

Corrugations 0-5 2

Raveling 0-5 3

Shoving or Pushing 0-10 6

Pot holes 0-10 8

Excess Bitumen 0-10 0

Polished Aggregate 0-5 4

Deficiency of Drainage 0-10 5

Overall Riding Quality(0 is excellent,10 is very poor) 0-10 6

Sum of Defects

52

Condition Rating= 100 – sum of defects Condition Rating=100-52 =48 Condition= poor Type of maintenance=Reconstruct immediately

Study Area -1

Visual inspection

Highway Road Raveling

Figure 4.3.1.1: Surface Condition

Corrugation Bad Riding Quality

4.3.2 STUDY AREA- 2

Location: Chittagong Road to Modonpur


Chain Age: 0 ft from Walton plaza

Figure: Location on Google Map Pavement Surface Condition Rating



Range Acquired





Rutting 0-10 2

Corrugations 0-5 1

Raveling 0-5 1


Pot holes 0-10 2





Sum of Defects

19

Condition Rating= 100 – sum of defects Condition Rating=100-19 =81 Condition= Good Type of maintenance=Regular Maintenance only

Study Area -2

Visual inspection

Highway Road Hairline Cracking


Transverse cracking Alligator Cracking

4.3.3 Study Area -3

Location: Modonpur to Mograpara


Chain Age: 0 ft from Modonpur Intersection


Figure: location on Google map




Range Acquired





Rutting 0-10 2

Corrugations 0-5 1

Raveling 0-5 1


Pot holes 0-10 2





Sum of Defects

22

Condition Rating= 100 – sum of defects

Condition Rating=100-22 =78

Condition= Fairly Good

Type of maintenance=Resurface in 3-5 years

Study Area -3

Visual inspection

Highway Road Hairline Cracking


Transverse cracking Alligator Cracking

4.3.4 Study Area -4

Location: Mograpara to Boberchar


Chain Age: 0 ft from Mograpara Intersection





Range Acquired





Rutting 0-10 2

Corrugations 0-5 1

Raveling 0-5 3


Pot holes 0-10 2





Sum of Defects

26

Condition Rating= 100 – sum of defects Condition Rating=100-26 =74 Condition= Fairly Good Type of maintenance= Resurface in 3-5 years

Study Area -4

Visual inspection

Highway Road Longitudinal Cracking


Drainage Problem Raveling

4.3.5 Study Area -5

Location: Boberchar to Daudkandi


Chain Age: 0 ft from Boberchar Intersection




Range Acquired





Rutting 0-10 2

Corrugations 0-5 1

Raveling 0-5 1


Pot holes 0-10 2





Sum of Defects

20

Condition Rating= 100 – sum of defects Condition Rating=100-20 =80 Condition= Good Type of maintenance=Regular Maintenance only

Study Area -5

Visual inspection

Highway Road Shrinkage Cracking


Raveling Polished Aggregate

4.3.6 Study Area -6

Location: Daudkandi Toll Plaza to Gouripur


Chain Age: 0 ft from Daudkandi Toll Plaza




Range Acquired





Rutting 0-10 2

Corrugations 0-5 1

Raveling 0-5 1


Pot holes 0-10 2





Sum of Defects

25

Condition Rating= 100 – sum of defects Condition Rating=100-25 =75 Condition= Fairly Good Type of maintenance=Resurface in 3-5 years

Study Area -6

Visual inspection

Highway Road Excess Bitumen Figure4.3.1.6: Surface Condition

Transverse Crack Alligator Cracking

4.3.7 Study Area -7

Location: Gouripur Mor to Eliotgonj


Chain Age: 0 ft from Gouripur Intersection




Range Acquired





Rutting 0-10 2

Corrugations 0-5 1

Raveling 0-5 1


Pot holes 0-10 1





Sum of Defects

25


Study Area -7

Visual inspection

Highway Road Polished Aggregate


Shoving Alligator Cracking

4.3.8 Study Area -8

Location: Eliotgonj to Chandina


Chain Age: 0 ft from Eliotgonj intersection




Range Acquired





Rutting 0-10 2

Corrugations 0-5 1

Raveling 0-5 1


Pot holes 0-10 1





Sum of Defects

25


Study Area -8

Visual inspection

Highway Road Polished Aggregate Figure 4.3.1.8: Surface Condition

Shoving Alligator Cracking

4.3.9 Study Area -9

Location: Chandina to Moinamoti Cantonment


Chain Age: 0 ft from Chandina intersection





Range Acquired





Rutting 0-10 2

Corrugations 0-5 1

Raveling 0-5 2


Pot holes 0-10 1





Sum of Defects

26


Study Area -9

Visual inspection

Highway Road Raveling


Polished aggregate Alligator Cracking

4.3.10 Study Area -10

Location: Moinamoti Cantonment to Paduar Bazar


Chain Age: 0 ft from Moinamoti Cantonment intersection




Range Acquired





Rutting 0-10 2

Corrugations 0-5 1

Raveling 0-5 1


Pot holes 0-10 1





Sum of Defects

19

Condition Rating= 100 – sum of defects Condition Rating=100-19 =81 Condition= Good Type of maintenance=Regular Maintenance Only

Study Area -10

Visual inspection

Highway Road Polished aggregate


Alligator Cracking Transverse Cracking

4.3.11 Study Area -11

Location: Paduar bazar to Miabazar


Chain Age: 0 ft from Paduar bazar intersection




Range Acquired





Rutting 0-10 5

Corrugations 0-5 2

Raveling 0-5 0


Pot holes 0-10 0





Sum of Defects

25

Condition Rating= 100 – sum of defects Condition Rating=100-25 =75 Condition=Fairly Good Type of maintenance=Resurface in 3- 5 years

Study Area -11

Visual inspection

Highway Road Polished aggregate Figure 4.3.1.11: Surface Condition

Drainage Problem Shoving

4.3.12 STUDY AREA- 12

Location:, Miabazar to Chauddagram


Chain age: 0 ft from Miabazar Intersection




Defects in pavements

Rating

Range Acquired





Rutting 0-10 5

Corrugations 0-5 1

Raveling 0-5 1


Pot holes 0-10 3





Sum of Defects 33

Condition Rating= 100 – sum of defects Condition Rating=100-33=67 Condition= Good Type of maintenance=Resurface in 3-5 years

Study Area -12

Visual inspection



Drainage Problem Pot Holes

STUDY AREA- 13

Location: Chauddagram to Mohipal


Chain age: 0 ft from Chauddagram Intersection





Rating

Range Acquired





Rutting 0-10 8

Corrugations 0-5 3

Raveling 0-5 2


Pot holes 0-10 3





Sum of Defects

37

Condition Rating= 100 – sum of defects

Condition Rating=100-37=63

Condition= Fair

Type of maintenance=Resurface within 3 years

Study Area -13

Visual inspection



Shoving Pot Holes

STUDY AREA- 14

Location: Mohipal to Baroiar hat


Chain age: 0 ft from Mohipal Intersection





Rating

Range Acquired





Rutting 0-10 3

Corrugations 0-5 1

Raveling 0-5 2


Pot holes 0-10 4





Sum of Defects

28

Condition Rating= 100 – Sum Of Defects

Condition Rating=100-28=72

Condition=Fairly Good

Type of Maintenance=Resurface in 3-5 years

STUDY AREA- 14

Visual inspection

Highway Road Polished aggregate Figure 4.3.1.4: Surface Condition

Drainage Problem Pot Holes

Study Area -15

Location: Baroiar hat to Mirassarai


Chain Age: 0 ft from Baroiar hat intersection




Range Acquired





Rutting 0-10 6

Corrugations 0-5 3

Raveling 0-5 3


Pot holes 0-10 6





Sum of Defects

49

Condition Rating= 100 – sum of defects Condition Rating=100-49 =51 Condition=Fair Type of maintenance=Resurface within 3 years

Study Area -15

Visual inspection

Highway Road Pot Holes

Figure4.3.1.15: Surface Condition

Drainage Problem Polished Aggregate

Study Area -15

Location: Mirassarai to Borotakia Bazar


Chain Age: 0 ft from Mirassarai intersection




Range Acquired





Rutting 0-10 3

Corrugations 0-5 1

Raveling 0-5 1


Pot holes 0-10 2





Sum of Defects

29

Condition Rating= 100 – sum of defects Condition Rating=100-29 =71 Condition=Fair Type of maintenance=Resurface n 3 – 5 years

Study Area -16

Visual inspection

Highway Road Pot Holes Figure 4.3.1.16: Surface Condition

Hairline crack Polished Aggregate

Study Area -17

Location: Boratakia Bazar to Sitakundu municipality


Chain Age: 0 ft from Boratakia Bazar intersection




Range Acquired





Rutting 0-10 3

Corrugations 0-5 1

Raveling 0-5 1


Pot holes 0-10 2





Sum of Defects

27


Study Area -17

Visual inspection

Highway Road Pot Holes Figure 4.3.1.17: Surface Condition

Hairline crack Polished Aggregate

Study Area -18

Location: Sitakundu Municipality to Boro Kumira


Chain Age: 0 ft from Sitakundu Municipality intersection




Range Acquired





Rutting 0-10 3

Corrugations 0-5 1

Raveling 0-5 1


Pot holes 0-10 3





Sum of Defects

26


Study Area -18

Visual inspection

Highway Road Pot Holes


Drainage Problem Polished Aggregate

Study Area -19

Location: Boro Kumirao to City gate


Chain Age: 0 ft Boro Kumirao intersection




Range Acquired





Rutting 0-10 2

Corrugations 0-5 1

Raveling 0-5 1


Pot holes 0-10 3





Sum of Defects

21


Study Area -19

Visual inspection

Highway Road Transverse Cracking


Alligator Cracking Polished Aggregate

Study Area -20

Location: City gate


Chain Age: 0 ft from City gate intersection




Range Acquired





Rutting 0-10 2

Corrugations 0-5 1

Raveling 0-5 1


Pot holes 0-10 3





Sum of Defects

22


Study Area -20

Visual inspection

Highway Road Longitudinal Cracking

Figure4.3.1.20: Surface Condition

Alligator Cracking Polished Aggregate

4.4 Pavement Evaluations for Use with the DRM System

4.4.1 Introduction

A new interlayer membrane system, DRM, which is a proprietary system consisting of a sealant

and an emulsion, was constructed by the Mississippi Department of Transportation(MDOT) for

evaluation as a reflective crack relief layer.

This system will evaluate a product known as Distress Resistant Membrane (DRM) and its

performance in the prevention/retardation of reflective cracks in flexible pavements. DRM is a

proprietary system constructed with proprietary equipment and is manufactured by Highway

Preservation Systems Ltd. in Hamilton, OH. The participants on this project were T. L. Wallace

Inc., Ergon Highway Preservation Systems Inc., and personnel representing various divisions and

offices of the Mississippi Department of Transportation (MDOT).

DRM consists of a “three part system” that combines a sealant, emulsion, and small aggregate.

The sealant contains high grade base asphalt modified with highly elastomeric polymers. The

emulsion consists of a combination of asphalt binders and high molecular weight polymers.

Aggregates are then added to the top of the emulsionto help protect the emulsion and keep it in

place.

4.4.2 Procedure

This document is designed as a tool to evaluate pavements, determine a pavement's condition. The

document describes various distresses for flexible sets a standard for establishing severity and

extent. For each distress, three levels of severity (Low, Medium, and High) and three levels of

extent (Occasional, Frequent, and Extensive) are defined. From this description, a pavement

condition rating can be developed.

This manual identifies various types of pavement distress for. Provided with each distress

overview is a recommended acceptable level of pavement condition. The rating method used is

based upon visual inspection of pavement. Although the relationship between pavement distress

and performance is not well defined, there is general agreement that the ability of a pavement to

sustain traffic loads in a safe and smooth manner is adversely affected by the occurrence of

observable distress. The rating method provides a procedure for uniformly identifying and

describing, in terms of severity and extent, pavement distress.

The mathematical expression for Pavement Condition Rating (PCR) provides an index reflecting

the composite effects of varying distress types, severity, and extent on the overall condition of the

pavement. The method used to compute PCR is based upon the summation of deduct points for

each type of observable distress. Deduct values are a function of distress type, severity, and extent.

Deduction for each distress type is calculated by multiplying distress weight times the weights for

severity and extent of the distress. Distress weight is the maximum number of deductible points

for each different distress type. The mathematical expression for PCR is as follows:

n

PR = 100 - ∑ Deduct

I=1

Where:

n = number of observable distresses, and

Deduct = (Weight for distress) (Weight for severity) (Weight for extent)

A PCR scale has been developed to describe the pavement condition using the PCR numbers

calculated from the above equation. The scale has a range from 0 to 100; a PCR of 100 representing

a perfect pavement with no observable distress and a PCR of 0 representing a pavement with all

distress present at their “High” levels of severity and “Extensive” levels of extent.

Surface Treatment would usually begin with a PCR rating of 60 or higher, a range lower than

that would typically require Interlayer in a minor or major rehabilitation of the pavement.

4.4.3 Pavement rating form (DRM )

Distress Type Distress Weight

Severity Extent Total L M H O F E

Raveling (Flexible/Composite)

10

.3 .6 1 .5 .8 1

Bleeding (Flexible/Composite)

5

.8 .8 1 .6 .9 1

Corrugations (Flexible)

5 .4 .8 1 .5 .8 1

Rutting (Flexible/Composite)

10 .3 .7 1 .6 .8 1

Potholes/Debonding (Flex./Comp.)

10

.4 .7 1 .5 .8 1

Patching (All Pavement Types)

5 .3 .6 1 .6 .8 1

Settlement (All Pavement Types)

10 .5 .7 1 .5 .8 1

Crack Seal Deficiency (Flex./Comp.)

5 1 1 1 .5 .8 1

Wheel Track Cracking (Flexible)

15 .4 .7 1 .5 .7 1

Total Deduct =

PCR =100 - Total Deduct =

Flex Flexible Pavement

Comp Composite Pavement

4.4.4

STUDY AREA- 11

Location: Paduar Bazar to Miabazar Highway Road

Length of segment: 500-1000ft

Chainage: 0ft from Paduar Bazar Intersection

Distress Type Distress Weight

Severity Extent Total

L M H O F E Raveling (Flexible/Composite)

10

.6 .8 4.8

Bleeding (Flexible/Composite)

5

.8 .6 2.4

Corrugations (Flexible)

5

Rutting (Flexible/Composite)

10 .7 .6 4.2

Potholes/Debonding (Flex./Comp.) 10 .7 .8 5.6

Longitudinal Joint Cracking (Flex.)

5 .4 .7 1 .5 .7 1

Edge Cracking (Flexible)

5 .4 .7 1 .5 .7 1

Random Cracking (Flexible)

5 .4 .7 1 .5 .7 1

Block & Transverse Cracking (Flex.)

10 .4 .7 1 .5 .7 1

Patching (All Pavement Types)

5 1 1 5

Settlement (All Pavement Types)

10

Crack Seal Deficiency (Flex./Comp.)

5 1 .5 2.5

Wheel Track Cracking (Flexible)

15 .7 .5 5.25

Longitudinal Joint Cracking (Flex.)

5

Edge Cracking (Flexible)

5

Random Cracking (Flexible)

5 .7 .7 2.45

Block & Transverse Cracking (Flex.)

10 .7 .7 4.9

Total Deduct=37.1

PCR =100 - Total Deduct=62.9

Condition = Poor to Fair

4.5 Pavement Rating by Indian Road Congress Method

4.5.1 Introduction

Each highway agency must establish the specific factors to be used in constructing an overall

performance which is appropriate to the local conditions and objectives. The simple method of

combining several factors into a single performance indicator involves the use of deducts values.

In this approach deduct points are associated with specific values or ranges of factor. The

magnitude of the deduct point values indicating the relative importance of the values of ranges of

each factor. These deduct points are then subtracted from an established “perfect” score for the

pavement in question.

PRS = 100-∑ DP

PRS = Pavement Rating Score

∑DP = Sum of the Deduct Value

In order to know the type of damage is predominant, four deduct point subtotals are calculated:

Deduct points due to raveling and bleeding

Deduct points due to failures and potholes

Deduct points due to longitudinal, transverse and alligator cracking

Deduct points due to rutting and Corrugation

4.5.2 Limitation of the Indian Road Congress Method

This method only rates the pavement, does not indicate road condition.

Though this method is depicted on Indian Road Congress Manual, but it was actually developed at

the Texas A & M University.

This method does not include all other types of cracks in the pavement.

It does not deal with the maintenance procedure.

Table 4.5.3 : Deduct Values for Flexible Pavement(Indian Road Congress)

Types of Distress Degree of Distress

Extent or Amount of Distress (1) (2) (3)

Rutting Slight 0 2 5 Moderate 5 7 10

Severe 10 12 15 Raveling Slight 5 8 10

Moderate 10 12 15 Severe 15 18 20

Flushing Slight 5 8 10 Moderate 10 12 15

Severe 15 18 20 Corrugation Slight 5 8 10

Moderate 10 12 15 Severe 15 18 20

Alligator Cracking Slight 5 10 15 Moderate 10 15 20

Severe 15 20 25 Patching Good 0 2 5

Fair 5 7 10 Poor 7 15 20

Failures 20 30 40

Deduct Points for Cracking:

Types of Distress

Degrees of

Distress

Sealed Partially Sealed Not sealed

(1) (2) (3) (1) (2) (3) (1) (2) (3)


Slight 2 5 8 3 7 12 5 10 15

Moderate 5 8 10 7 12 15 10 15 20 Severe 8 10 15 12 15 20 15 20 25

Transverse Cracking

Slight 2 5 8 3 7 10 3 7 12

Moderate 5 8 10 7 10 15 7 12 15 Severe 8 10 15 10 15 20 12 15 20

Table 4.5.4 Pavement rating form by Indian Road Congress Method

Deduct Point Table

Pavement Rating Score = 100 – Sum of Deduct = Pavement Rating

4.5.5

STUDY AREA- 11

Location: Paduar Bazar Highway Road

Length of segment: 500-1000ft

Chainage: 0ft from Paduar bazar Intersection

Deduct Point Table:

Distress Type Degrees of Distress

Deduct Value Slight Moderate

Severe

Rutting

Raveling

Flushing

Corrugation

Alligator Cracking

Patching

Failures


Transverse Cracking

Sum of the Deduct Values

Distress Type Degrees of Distress

Deduct Value Slight Moderate Severe

Rutting 5 5

Raveling 8 8

Flushing 2 2

Corrugation 0

Alligator Cracking 6 6

Patching 7 7

Failures 0

Longitudinal Cracking 8 8

Transverse Cracking 7 7

Sum of the Deduct Values 43

Pavement Rating Score = 100 – Sum of Deducts

= 100-43

Pavement Rating =

4.6 Maintenance in Dhaka Chittagong Highway

Three types of maintenance practices were done in recent few years in Dhaka Chittagong

Highway. They are

Double bituminous surface treatment

Overlay

Regular maintenance (patching, sealing, crack filling etc.)

4.6.1 Double bituminous surface treatment

57

Double bituminous surface treatment is a term used to describe a common type of pavement

surfacing construction which involves two applications of asphalt binder material and

mineral aggregate. The asphalt binder material is applied by a pressure distributor, followed

immediately by an application of mineral aggregate, and finished by rolling. The process is

repeated for the second application of asphalt binder material and mineral aggregate. The

first application of aggregate is coarser than the aggregate used in the second application

and usually determines the pavement thickness. The maximum size of mineral aggregate

used in the second application is about one-half that of the first.

Benefits

When double bituminous surface treatments are properly designed and constructed, a

relatively inexpensive pavement surface can be produced which will provide satisfactory

performance for several years with minimum maintenance costs. The double bituminous

surface treatment's main function is to provide an all-weather, skid-resistant wearing

surface that produces a water-resistant layer.

Double bituminous surface treatment was done at the Daudkandi section of the Comilla district

in about 1years ago.It increased the surface condition of the road at a greater level and increased

the accessibility of vehicle.

Figure 4.6.1 : Double bituminous surface treatment

4.6.2 Asphalt Overlays

This surface treatment is for structural reinforcement on arterial and collector roads in both urban

and rural areas. The depth of an overlay is between 2 and 3 inches. Surface defects and

irregularities are repaired prior to adding a new layer of asphalt. In some instances, a thin lift (a 1

inch layer of asphalt) is applied to subdivision or access roads that have surface irregularities but

remain structurally sound. This smoothes the surface and corrects some drainage issues. During

the overlay process, there are delays to the traveling public.

A 1/4 inch (6 mm) mix is a very thin hot mix asphalt (HMA), using the Super pave mix design

procedure. It consists of a high quality aggregate mixture and a PG 64-28 binder, modified to

meet an elastic recovery requirement. Just like a standard hot mix, a tack coat is strongly

recommended, to bind the thin lift mix to the surface. The tack coat used is diluted asphalt

emulsion.

Asphalt overlays work was done at the sitakundu upazilla of Chittagong district. This type of

maintenance is very common for Bangladesh.

Figure 4.6.2 : Asphalt overlay

4.7 Progress of Dhaka –Chittagong 4 lane Highway Project

Roads and Highways Department (RHD), implementing agency of the project, has assessed that

only 30 per cent progress in the project's work has been made until the end of year 2012. A

major hurdle of getting earth to widen the 193-kilometre road has almost been over.

The Dhaka-Chittagong four-lane highway project since beginning has faced the obstacles in

getting earth due to the government's ban on taking soil from agricultural land. The construction

firms later managed earth from the nearby riverbed, from the sea shore and the so-called dead

hills. Dearth of yearly budget allocation also affected the progress of the project,

The majority of the earth-filling on the country's economic corridor had been done, but no earth

work has been done in some parts of the highway including the areas near Comilla and

Daudkandi.

Figure 4.7: Earth-filling work at Daudkandi,Comilla

The four-lane project, taken up for implementation in 2006 at a cost of Tk 21.67 billion, was

scheduled to be completed in 2010. But it went through a number of implementation hiccups,

including allegation of malpractices in the bidding process. The first revised development project

proposal (RDPP) seeking an upward revision of project cost to Tk 24 billion and an extension of

project implementation schedule up to 2013, was submitted in 2009. However, it did not take too

long a time for the ministry of communications (MoC) to submit the second RDPP to the

Planning Commission (PC), suggesting yet another hike in project cost Tk 9.0 billion and

extension of the project implementation up to 2014.

The reasons cited by the ministry concerned for mooting the second RDPP may appear strange to

many. It said the first RDPP, prepared in 2009, had not taken into 'cognizance' the possible

increase in traffic volume on the Dhaka-Chittagong highway. So, the project needs to undergo

some changes in its design and also in thickness of bituminous layers of the entire 193-km

highway to cope with the increase in traffic volume until 2020. Asked by the PC, the ministry

concerned appointed a panel of experts that approved the changes proposed in the second RDPP,

along with a substantial hike in contingency expenditures.

The excuses that the first RDPP did not take into cognizance the growth in traffic volume up to

2020, put forward for the changes in design and road construction, sound quite unrealistic,

particularly in the case of a cost-intensive project relating to the country's busiest highway. When

projects are prepared for important and busy roads and highways, the planners concerned are

expected to take a long view in matters of traffic load and recommend construction plans

accordingly. So, the developments that have been taking place over the Dhaka-Chittagong

highway would only demonstrate lack of competence, inefficiency and, maybe, ill-motives on

the part of the officials concerned.

The project director concerned has reported on 'physical' progress of the four-lane highway

project at only 25 per cent of the envisaged works, until December last. The way things are

moving provides ample grounds to be skeptical about the completion of this project by the

revised deadline. A fresh extension might again prompt the executing agency concerned to seek

additional funds to compensate for 'escalation' in construction costs. So, considering the

economic costs that the businesses are now counting and the sufferings that the passengers of

different types of road transports are now being subjected to, due to the severe gridlocks on the

Dhaka-Chittagong highway, the government should take some extraordinary steps to ensure the

completion of the project in accordance with its revised schedule so that no extra burden in the

form of further additional costs is put on the public exchequer.

Visual inspection of the progress Dhaka-Chittagong 4-Lane Highway

Chapter 5

ANALYSIS OF DATA

5.1 Introduction

This study involves the analysis of the data found from the field study.20 road segments are

analyzed based on their PCR(Pavement Condition Rating) value. From the study the road surface

was satisfactory for most of the sections of the road. The critical sections are found are Jatrabari

at Dhaka & baroiarhat at Feni district. The reason for Jatrabari section was due to the Gulistan-

Jatrabari Flyover construction and non-maintenance of the road. On the other hand the reason for

baroiar hat at Feni was the low condition of the construction material, drainage and improper

maintenance.

From the PCR value,the present condition of the roads are evaluted.It is very much scientific and

depends on the observation power during the rating. The PCR value indicates the strength of the

bituminous layer or its riding comfortibility.With the respective value pavement treatment can be

inferred.With the representation of data by colorful pie chart/bar chart,it becomes easily visible

and understandible to the reader.

Besied RHD method,DRM rating method& Indian Congress Method are introduced it the rating

and eventually value are evaluted.There are indivisual characteristics of the methods which affects

the ultimate rating value.

Table 5.1 Comparison of surface condition between different segment

No. of Segment segment description Sum of Defects Condition Rating

1 Jatrabari to Chittagong Road 52 48

2 Chittagong Road to Modonpur 19 81

3 Modonpur to Mograpara 22 78

4 Mograpara to Boberchar 26 74

5 Boberchar to Daudkandi Toll Plaza 20 80

6 Daudkandi Toll Plaza to Kolabagan 25 75

7 Kolabagan to Gouripur 25 75

8 Gouripur to Eliotgonj 25 75

9 Eliotgonj to Chandina 26 74

10 Chandina to Moinamoti Cantonment 19 81

11 Moinamoti Cantonment to Paduar Bazar 25 75

12 Paduar Bazar to Miabazar 33 67

13 Miabazar to Chauddagram 37 63

14 Chauddagram to Mohipal 28 72

15 Mohipal to Baroiar hat 49 51

16 Baroiar hat to Mirassarai 29 71

17 Mirassarai to Borotakia Bazar 27 73

18 Borotakia Bazar to Sitakundu

municipality 26 74

19 Sitakundu municipality to Boro

Kumira 21 79

20 Boro Kumira to City gate 22 78

Figure 5.1: Segment of road vs. Condition Rating

0

10

20

30

40

50

60

70

80

90

100

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Condition Rating Sum of Defects segment description

Comment: Pavement rating difference lies in the range of 20-30 maximum and then in the range of 10-20.

It indicates that about 60% roads have the rating difference 10-20 which portrays the most of the

road are fairly good.

5.2 Surface Condition Scenario

Figure 5.2 Surface Condition as a %

Comment:

About 15% pavement of Dhaka-Chittagong highway has a rating of 80-100 out

of scale 100.These roads have a good condition with regular maintenance only.

About 60% pavement of Dhaka-Chittagong highway has a rating of 65-80 out of

scale 100. These roads have a fairly good condition and these roads should be.

resurfaced in 3 -5 years.


scale 100 .These roads have a fairl condition and these roads should be

resurfaced within 3 years.


scale 100. These roads have a poor condition and these roads should be

Reconstruct in 4-5 years or resurface within 2 years with extensive leveling.

15%

60%

20%

5%

Surface Condition as a %

Good

Fairly Good

Fair

Poor

5.3 Comparison between Evaluation Methods

Location 14 (Moghbazar, segment 400-600 ft) was chosen to compare the PCR values using

different evaluation methods.

Table 5.3 : Comparison between Evaluation Methods

Method Local Streets

PCR Pavement

Condition

Maintenance

RHD Rating

Method

44 Poor to Fair Reconstruct in 4 -5 years or

resurface within 2 years with

extensive leveling

DRM Rating

Method

42.8 Poor Interlayer in a minor or major rehabilitation of the pavement.

Indian Road

Congress

31

Comment:

For the same road segment if we use RHD rating method pavement condition

was found to be poor to fair.

Again, if we use DRM rating method the pavement condition was found to be

poor.

The road which is fair by RHD rating method is fair to poor for DRM rating

method.

Similarly, the road which is fair to poor by RHD rating method is poor for DRM

rating method(USA).

Indian Road Congress method shows that, PCR values are less than other two

methods..

Chapter 6

CONCLUSIONS AND RECOMMENDATIONS

6.1 Conclusions

The study was performed to investigate types of deterioration and damages due to excess traffic

load on Dhaka Chittagong highway. During the study it is investigated to evaluate the road

condition and relevant causes of damages were also found. The study has also given importance

on the maintenance and rehabilitation techniques required in order to improve the road condition

that has been deteriorated. From the field experience and analysis of study the findings are

summarized as the following conclusion

Most of the segments in Dhaka-Chittagong highway are in fairly good condition, where

only fewer segments attain bad condition. The bad condition attains due to insufficient

maintenance,poor drainage and movement of heavy traffic. The good condition attains due

to immediate maintenance, good drainage system and movement of light traffic.

For a same road segment when comparison was made between DRMTM system and RHD

rating it was found that the road condition was worse in RHD method, it means that the

road that is fair for DRM method may be worse for RHD method. According to socio

economic consideration, the road condition varies from country to country.

Due to being the most important highway of the country, regular maintenance works done

to keep the road well usable for the heavy vehicle.

For most of the sections, the surface is made suitable to increase the skidding resistance of

the road in order to prevent the sliding effect of the wheels which decreases accident

chances on the road.

.

Figure 6.1: Increasing Skidding Resistance on Road

The road portion of Baroiar Hat section of Feni district was damaged due to improper

drainage facilities and the road section was not made structurally sufficient strong enough

to carry the load of heavy container vehicle .

Figure 6.2: Heavily damaged section of Barioar hat

Finally it can be said that intersection point are severely damaged for Dhaka Chittagong highway.

These cannot be allowed more to be deteriorated. So it is the high time to take necessary steps to

improve the existing system through proper planning, management and technology.

6.1.1 The constraints

Unplanned Maintenance

Dhaka Chittagong highway is managed in a unplanned manner. There is no fixed plan to

let this development to a certain extent. As a result there exists a huge negligence to the

less importance intersection. Dhaka Chittagong highway only emphasizes the between the

roads. Those which are constructed by RHD become deteriorated due to the further

maintenance.

Lack of municipal services

R.H.D shows lack of maintenance services to roads especially intersection. After

improvement works the remaining rubbish and soil are not removed, rather they are placed

beside the drain and footpath. During rainy season this rubbish enters into and clogs the

drain and spreads all over the road. It reduces a huge quantity of effective road width

causing congestion of traffic through this narrow width. Long duration of this rubbish also

causes damage to roads.

Lack of proper inspection

It is in the Contract Forms that some inspectors of R.H.D would inspect during the road

construction and maintenance regularly so that the maintenance work according to

specifications and abode regulations. But most cases it is not done by the both R.H.D and

contractor shows negligence for this works.

Non availability of Data

The complex problems of managing the massive acceleration of economic growth at the

same time the quality of road results in establishment of a number of convenient road

networks in Dhaka Chittagong road for the management of Dhaka Chittagong highway. As

road networks are constructed under different specification, So it is very essential to have

as built data of roads for the maintenance and restoration works. But, most of the cases, as

data are not available for Dhaka Chittagong highway on which basis it gives permission

for road improvement. So, most of the cases more cost is involved in road maintenance and

restoration works than estimated and delay occurs in primary restoration works.

Improper Financing

Most of the time money needed for construction & maintenance does not provided at time.

. For this reason desired level of improvement do not achieve in the desired portion of the

road than the existing one. Besides this, the material used for maintenance get washed by

floods or detoriate by time. So it has been found that failure of getting timely needed money

extend the time and cost for the improvement work.

6.2 Recommendations

To overcome the existing constraints in our study, the following measures are recommended for

adoption.

6.2.1 Institutional and Organizational Issues

The transportation among Dhaka Chittagong highway road depends on surface condition

and its maintenance. So, it is the prime requisite in the improvement of pavement condition

in the Dhaka Chittagong highway .

Establish a separate branch for only ‘’ road and its maintenance’’ for Dhaka Chittagong

highway.

Any permission for road maintenance for improvement of services should be

accomplished through council meeting at R.H.D.

The inspection of road condition should be occurred within three years.

Increase the allocation of budget in ‘’ road maintenance sector’’

6.2.2 Use of Existing Technology, Methodology and Tools

A proper drawing of road network and alignment of gas and electricity should be well

informed. This network will lead to take a decision for constructing a new road or whether

the maintenance is necessary or not.

Improve the existing riding facility of Dhaka Chittagong highway.

Introduce Long Term Pavement Performance (LTPP) program which provide the data

necessary to improve our ability to predict pavement performance. Performance prediction

is a critical element in effective pavement design and management.

6.2.3 The Broad Role of Pavement Managements

Roads & Highway department should have their own qualified contractor panel for

constructing road & maintenance. So that after the completion of the road its longevity

goes up and ameliorate the road condition.

Road construction should be avoided as far as possible during rainy season – June, July,

August, September and October months of the year.

Performance prediction models represent a key element of road infrastructure asset

management systems or pavement management systems. Thus successful implementation

of these systems depends heavily on the performance prediction model used as the

accuracy of the predictions determines the reasonableness of the decisions.

6.2.4 New Tools, Methodologies, and Technologies

Using Concrete overlay technique for long term maintenance

6.2.4 .1

Concrete Overlays

Concrete overlays can serve as cost-effective maintenance and rehabilitation

solutions for almost any combination of existing pavement type and condi-tion, desired

service life, and anticipated traffic loading.

Across the country, most states have used at least one type of concrete over-lay to maintain

or rehabilitate aging pavements. These overlays have been in service for decades in many

locations. Experience has shown that well designed and constructed concrete overlays

provide excellent performance, in many cases extending the life of existing pavements for

an additional30 years or more.

Reasons to consider a concrete overlay solution include the following:

1. Concrete overlays are not only a durable rehabilitation tool; they can also be a

cost-effective maintenance tool. The wide range of overlay thicknesses that can

be used, combined with the minimal pre overlay work required, results in the

ability of concrete overlays to provide cost-effective solutions for a full spectrum

of situations.

2. The existing pavement does not need to be removed for a concrete overlay placed.

In most cases, concrete overlay projects have minimal removal and pre overlay

repair costs. In addition, the existing pavement is utilized to provide additional

structural and load-carrying capacity. The original investment in the existing

pavement is thus extended with a new cost-effective concrete surface.

3. With normal concrete paving practices and careful attention to detail, concrete

overlay projects can be completed as quickly an deficiently as any other paving

method. Concrete overlays are placed using single-pass construction (not

multiple lifts). Nondestructive strength measurements allow many pavements to

be opened to traffic within one day of overlay placement. Thin concrete overlays

can also be opened quickly in hot weather.

4. Inch for inch, concrete overlays are one of the most cost-effective pavement

alternatives. Maintenance and rehabilitation alternatives typically last longer than

their asphalt counterparts with the same thickness.

5. Concrete overlays are recyclable. With today’s equipment, they can be removed

economically and reused easily as high-quality and drainable base material for a

future pavement.

6.2.4 .2

Two Families of Concrete Overlays

The terms used for concrete overlays in the past (ultrathin white topping, conventional

white topping, bonded overlays, unbounded overlays, etc.) have tended to confuse

people.

All concrete overlay types fall into one of two families—the bonded resurfacing family

and the unbonded resurfacing family. This guide uses the general term “concrete

overlays” when collectively discussing both bonded and unbounded resurfacing

solutions.

Bonded resurfacing projects require that the existing pavement be in good structural

condition. The overlay eliminates surface distresses, and the exist-ing pavement

continues to carry much of the load.

Unbounded resurfacing projects add structural capacity to the existing pavement.

Constructed essentially as new pavements on a stable base, unbounded resurfacing

projects do not require bonding between the resurfacing and the underlying pavement.

Both bonded resurfacing and unbounded resurfacing can be placed on existing concrete

pavements, asphalt pavements, or composite pavements(original concrete pavements that

have been resurfaced previously with asphalt).

6.2.4 .2.1 Bonded Concrete Resurfacing of Concrete Pavements

Figure 6.2.4 .2.1. Bonded concrete resurfacing of good condition concrete pavement

with surface distresses

Uses

Concrete pavements that are structurally sound but in need of increased structural capacity or

improved rideability, skid resis-tance, and reflectivity characteristics can be enhanced with a 2–5

in. (5.1–12.6 cm) bonded concrete resurfacing.The concrete resurfacing is bonded to the existing

concrete pavement to form a monolithic section, thereby reducing stresses and deflections. Under

certain conditions, a mill and inlay can be used if the existing pavement has significant surface

issues but is structurally sound and the subbase is stable

Performance

Bonded concrete resurfacing has been successfully used for over 90 years in developed countries

as a means of strengthen-ing old concrete pavement, providing a new smooth surface, repairing

surfaces with popouts, or repairing other surface defects such as spalls, scaled areas, and areas

with high steel near the surface.The condition of the underlying concrete pave-ment has a

significant effect on the performance of the resurfaced pavement. A bonded concrete resurfacing

increases the overall structural capacity of the pavement. This structural benefit only occurs,

however, when the resurfacing and the underlying concrete behave monolithically. If bonding is

not achieved, increased curling and loading stresses in the con-crete resurfacing can result,

leading to an added risk of early-age cracking. Thus, an effective bond is critical to the

performance of this type of resurfacing project.Factors that contribute to bonding are the strength

and integrity of the existing concrete, the cleanliness of the surface, the consolida-tion of the

overlay, and the jointing and curing techniques used.

6.2.4 .2.2 Bonded Concrete Resurfacing of Asphalt Pavements

Figure 6.2.4 .2. 2. Bonded concrete resurfacing of good-to-fair condition asphalt

pavement with surface distresses

Uses

Asphalt roads, streets, and intersections that are in good-to-fair condition structurally but exhibit

surface distresses such as rutting, shov-ing, slippage, and thermal cracking can be enhanced with

a 2–5 in. (5.1–12.6 cm) bonded concrete resurfacing.This type of concrete overlay is a bonded

resurfacing that relies upon the existing asphalt pavement to carry some traffic loading.

Performance

Bonded concrete resurfacing has been suc-cessfully used in many states to maintain and

rehabilitate asphalt pavements with surface defects. Numerous studies have shown bonded

concrete resurfacing to provide a durable, reli-able surface course as long as there is sufficient

bonding between the asphalt surface and the resurfacing and that the existing asphalt pave-ment

is structurally adequate.The condition of the underlying asphalt pavement and the uniformity of

base sup-port have a significant effect on the resurfaced pavement performance.

Introduce ‘’Mobile GIS with Enhanced Performance for Pavement Distress Data

Collection and Management.’’

Introduce ‘’Digital Image Processing for Pavement Distress Analyses”

Assess Impact of Climate Change on Performance Prediction

6.3 Future study

There is enough scope of future study of the topic of “Pavement Maintenance practices of Dhaka

Chittagong highway”.

Here I have has performed road condition survey according to Bituminous Pavement Rating Form

by RHD Road Maintenance Manual. But when I consider different road segment within Dhaka

Chittagong highway, I have found more other deterioration patterns such as drainage condition,

location and cracks that are not included in rating. Besides I took the segment such as the difference

of surface condition between road is easily visible. So, future study should be accomplished to

construct the rating form that completely represents damage criteria that may be occurred due to

heavy traffic.

Software can be developed for the rating of road condition where by inputting data on road

deterioration the software can immediately measure the road condition and methods and duration

of maintenance required.

The study is done only on the roads of Dhaka Chittagong highway. It may be also done for other

major highways of Bangladesh. Then the total report may represent the integrated picture of

highway roads of Bangladesh. So, future study can be performed in this topic.

Reference 1. RMMS Component of DUTP, "Manual of Routine Maintenance of Dhaka City Road

Network".

2. The People's Republic of Bangladesh, Ministry of Communication, Roads and Highway

Department. "Road Maintenance Manual", April 2005

3 New York State DOT. "Pavement Rehabilitation Manual- Volume 11: Treatment

Selection NYDOT, Materials Bureau, May 1993.

4. Federal Highway Administration. "Distress Identification Manual for the Long Term

Pavement Performance Program ". Publication No. FHWA-RD-03-031, June 2003.

5. Mobile GIS with Enhanced Performance for Pavement Distress Data Collection

and Management’’-By Bo Huang, Chenglin Xie, and Hongga Li April 2005

6. Indian Road Congress. "Seminar on Maintenance and Drainage Aspects of Road

Pavements". Bangalore July, 1982.

7. Highway Preservation Systems, Ltd. "Pavement Condition Evaluation Manual ", '

Pavement Evaluations for use with the DRMM System, Date-Ol-10-01.

8. Highway Preservation Systems, Ltd. 8600 Berk Blvd. Hamilton, "Pavement Condition

Evaluation Manual" Pavement Evaluations for use with the DRMTM System. DATE 0111

% 1

9. American Association of Highway and Transportation Officials (AASHTO). (1976).

"AASHTO Maintenance Manual", Washington, D.C.

10. Department of Civil &Environmental Engineering MICHIGAN STATE UNIVERSITY.

"Development of Alternative Pavement Distress Index Models" Final Report November

2003

11. Hicks, K.G., IS. Moulthrop, and J. Daleiden. "Selecting a Preventive Maintenance

Treatment for flexible Pavements, " Transportation Research Board

(TRB)1999,November 123, 1998.

12. The Asphalt Institute. Asphalt Overlays for Highway and Street Rehabilitation. MS-17,

June1983.

13. Wright, Paul H. "Highway Engineering"- 6th Edition.

14. www.dhaka city.org

15. www.tlexiblepavement.org

16. www.irc.org.in/publication/index.htm

17. www.pavementpreservation.org

18. www.rhd.gov.bd

19. www.training.ce.washington.edu

20. www.FHWA.com

21. www.techpave.com

22. www.tti.tamu.edu

23. www.ci.oxnard.ca.us

Documents

Pavement Maintenance Practices in