pavement maintenance practices in
TRANSCRIPT
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
1.9 4-Laning of Dhaka-Chittagong Highway Project 12
(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
4.3.2 Study Area-02 68
4.3.3 Study Area-03 70
4.3.4 Study Area-04 72
4.3.5 Study Area-05 74
4.3.6 Study Area-06 76
4.3.7 Study Area-07 78
4.3.8 Study Area-08 80
4.3.9 Study Area-09 82
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
1.3 4-Laning of Dhaka-Chittagong Highway Project 14
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
4.4 Study Area 02: Surface Condition 69
4.5 Study Area 03: Surface Condition 71
4.6 Study Area 04: Surface Condition 73
4.7 Study Area 05: Surface Condition 75
4.8 Study Area 06: Surface Condition 77
4.9 Study Area 07: Surface Condition 79
4. 10 Study Area 08: Surface Condition 81
4.11Study Area 09: Surface Condition 83
4.12 Study Area 10: Surface Condition 85
4.13 Study Area 11: Surface Condition 87
4.14 Study Area 12: Surface Condition 89
4.15 Study Area 13: Surface Condition 91
4.16 Study Area 14: Surface Condition 93
4.17 Study Area 15: Surface Condition 95
4.18 Study Area 16: Surface Condition 97
4.19 Study Area 17: Surface Condition 99
4.20 Study Area 18: Surface Condition 101
4.21 Study Area 19: Surface Condition 103
4.22 Study Area 20: Surface Condition 105
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
MAINTENANCE STANDARD
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
1) Safety devices and signs are placed to control of traffic during maintenance
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
MAINTENANCE STANDARD
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
1) Safety devices and signs are placed to control of traffic during maintenance
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
MAINTENANCE STANDARD
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
1) Safety devices and signs are placed to control of traffic during maintenance
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
MAINTENANCE STANDARD
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
1) Safety devices and signs are placed to control of traffic during maintenance
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
MAINTENANCE STANDARD
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
1) Safety devices and signs are placed to control of traffic during maintenance
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
MAINTENANCE STANDARD
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
MAINTENANCE STANDARD
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
MAINTENANCE STANDARD
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
1) Safety devices and signs are placed to control of traffic during maintenance
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
MAINTENANCE STANDARD
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
1) Safety devices and signs are placed to control of traffic during maintenance
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
MAINTENANCE STANDARD
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
1) Safety devices and signs are placed to control of traffic during maintenance
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
Length of the Segment: 500-1000 ft
Chain Age: 0 ft from Walton plaza
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 1
Longitudinal Cracks 0-5 1
Alligator Cracks 0-10 4
Shrinkage Cracks 0-5 0
Rutting 0-10 2
Corrugations 0-5 1
Raveling 0-5 1
Shoving or Pushing 0-10 2
Pot holes 0-10 2
Excess Bitumen 0-10 0
Polished Aggregate 0-5 1
Deficiency of Drainage 0-10 1
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 3
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
Figure 4.3.1.2: Surface Condition
Transverse cracking Alligator Cracking
4.3.3 Study Area -3
Location: Modonpur to Mograpara
Length of the Segment: 500-1000 ft
Chain Age: 0 ft from Modonpur Intersection
Figure: Location on Google Map
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 1
Longitudinal Cracks 0-5 1
Alligator Cracks 0-10 6
Shrinkage Cracks 0-5 1
Rutting 0-10 2
Corrugations 0-5 1
Raveling 0-5 1
Shoving or Pushing 0-10 2
Pot holes 0-10 2
Excess Bitumen 0-10 0
Polished Aggregate 0-5 1
Deficiency of Drainage 0-10 1
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 3
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
Figure 4.3.1.3: Surface Condition
Transverse cracking Alligator Cracking
4.3.4 Study Area -4
Location: Mograpara to Boberchar
Length of the Segment: 500-1000 ft
Chain Age: 0 ft from Mograpara Intersection
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 1
Longitudinal Cracks 0-5 1
Alligator Cracks 0-10 5
Shrinkage Cracks 0-5 0
Rutting 0-10 2
Corrugations 0-5 1
Raveling 0-5 3
Shoving or Pushing 0-10 2
Pot holes 0-10 2
Excess Bitumen 0-10 0
Polished Aggregate 0-5 2
Deficiency of Drainage 0-10 4
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 3
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
Figure 4.3.1.4: Surface Condition
Drainage Problem Raveling
4.3.5 Study Area -5
Location: Boberchar to Daudkandi
Length of the Segment: 500-1000 ft
Chain Age: 0 ft from Boberchar Intersection
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 1
Longitudinal Cracks 0-5 1
Alligator Cracks 0-10 2
Shrinkage Cracks 0-5 1
Rutting 0-10 2
Corrugations 0-5 1
Raveling 0-5 1
Shoving or Pushing 0-10 2
Pot holes 0-10 2
Excess Bitumen 0-10 2
Polished Aggregate 0-5 1
Deficiency of Drainage 0-10 1
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 3
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
Figure 4.3.1.5: Surface Condition
Raveling Polished Aggregate
4.3.6 Study Area -6
Location: Daudkandi Toll Plaza to Gouripur
Length of the Segment: 500-1000 ft
Chain Age: 0 ft from Daudkandi Toll Plaza
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 1
Alligator Cracks 0-10 4
Shrinkage Cracks 0-5 1
Rutting 0-10 2
Corrugations 0-5 1
Raveling 0-5 1
Shoving or Pushing 0-10 2
Pot holes 0-10 2
Excess Bitumen 0-10 2
Polished Aggregate 0-5 1
Deficiency of Drainage 0-10 1
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 4
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
Length of the Segment: 500-1000 ft
Chain Age: 0 ft from Gouripur Intersection
Figure: Location on Google Map
(Note: A rating of ‘0’ indicates defects didn’t occur)
Defects in pavements Rating
Range Acquired
Transverse Cracks 0-5 1
Longitudinal Cracks 0-5 1
Alligator Cracks 0-10 5
Shrinkage Cracks 0-5 1
Rutting 0-10 2
Corrugations 0-5 1
Raveling 0-5 1
Shoving or Pushing 0-10 4
Pot holes 0-10 1
Excess Bitumen 0-10 2
Polished Aggregate 0-5 1
Deficiency of Drainage 0-10 1
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 4
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 -7
Visual inspection
Highway Road Polished Aggregate
Figure 4.3.1.7: Surface Condition
Shoving Alligator Cracking
4.3.8 Study Area -8
Location: Eliotgonj to Chandina
Length of the Segment: 500-1000 ft
Chain Age: 0 ft from Eliotgonj intersection
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 1
Longitudinal Cracks 0-5 1
Alligator Cracks 0-10 5
Shrinkage Cracks 0-5 1
Rutting 0-10 2
Corrugations 0-5 1
Raveling 0-5 1
Shoving or Pushing 0-10 4
Pot holes 0-10 1
Excess Bitumen 0-10 2
Polished Aggregate 0-5 1
Deficiency of Drainage 0-10 1
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 4
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 -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
Length of the Segment: 500-1000 ft
Chain Age: 0 ft from Chandina intersection
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 1
Longitudinal Cracks 0-5 1
Alligator Cracks 0-10 6
Shrinkage Cracks 0-5 1
Rutting 0-10 2
Corrugations 0-5 1
Raveling 0-5 2
Shoving or Pushing 0-10 2
Pot holes 0-10 1
Excess Bitumen 0-10 2
Polished Aggregate 0-5 2
Deficiency of Drainage 0-10 1
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 4
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 -9
Visual inspection
Highway Road Raveling
Figure 4.3.1.9: Surface Condition
Polished aggregate Alligator Cracking
4.3.10 Study Area -10
Location: Moinamoti Cantonment to Paduar Bazar
Length of the Segment: 500-1000 ft
Chain Age: 0 ft from Moinamoti Cantonment intersection
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 1
Longitudinal Cracks 0-5 1
Alligator Cracks 0-10 3
Shrinkage Cracks 0-5 1
Rutting 0-10 2
Corrugations 0-5 1
Raveling 0-5 1
Shoving or Pushing 0-10 1
Pot holes 0-10 1
Excess Bitumen 0-10 1
Polished Aggregate 0-5 1
Deficiency of Drainage 0-10 1
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 3
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
Figure 4.3.1.10: Surface Condition
Alligator Cracking Transverse Cracking
4.3.11 Study Area -11
Location: Paduar bazar to Miabazar
Length of the Segment: 500-1000 ft
Chain Age: 0 ft from Paduar bazar intersection
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 0
Longitudinal Cracks 0-5 0
Alligator Cracks 0-10 5
Shrinkage Cracks 0-5 0
Rutting 0-10 5
Corrugations 0-5 2
Raveling 0-5 0
Shoving or Pushing 0-10 2
Pot holes 0-10 0
Excess Bitumen 0-10 0
Polished Aggregate 0-5 3
Deficiency of Drainage 0-10 4
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 4
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
Length of the Segment: 50-100 ft
Chain age: 0 ft from Miabazar Intersection
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 0
Longitudinal Cracks 0-5 0
Alligator Cracks 0-10 4
Shrinkage Cracks 0-5 0
Rutting 0-10 5
Corrugations 0-5 1
Raveling 0-5 1
Shoving or Pushing 0-10 4
Pot holes 0-10 3
Excess Bitumen 0-10 4
Polished Aggregate 0-5 4
Deficiency of Drainage 0-10 2
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 5
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
Highway Road Polished aggregate
Figure 4.3.1.12: Surface Condition
Drainage Problem Pot Holes
STUDY AREA- 13
Location: Chauddagram to Mohipal
Length of the Segment: 50-100 ft
Chain age: 0 ft from Chauddagram Intersection
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 0
Longitudinal Cracks 0-5 0
Alligator Cracks 0-10 3
Shrinkage Cracks 0-5 1
Rutting 0-10 8
Corrugations 0-5 3
Raveling 0-5 2
Shoving or Pushing 0-10 3
Pot holes 0-10 3
Excess Bitumen 0-10 0
Polished Aggregate 0-5 2
Deficiency of Drainage 0-10 5
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 7
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
Highway Road Polished aggregate
Figure 4.3.1.13: Surface Condition
Shoving Pot Holes
STUDY AREA- 14
Location: Mohipal to Baroiar hat
Length of the Segment: 50-100 ft
Chain age: 0 ft from Mohipal Intersection
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 1
Longitudinal Cracks 0-5 1
Alligator Cracks 0-10 3
Shrinkage Cracks 0-5 1
Rutting 0-10 3
Corrugations 0-5 1
Raveling 0-5 2
Shoving or Pushing 0-10 3
Pot holes 0-10 4
Excess Bitumen 0-10 3
Polished Aggregate 0-5 1
Deficiency of Drainage 0-10 3
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 2
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
Length of the Segment: 500-1000 ft
Chain Age: 0 ft from Baroiar hat intersection
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 1
Longitudinal Cracks 0-5 1
Alligator Cracks 0-10 6
Shrinkage Cracks 0-5 1
Rutting 0-10 6
Corrugations 0-5 3
Raveling 0-5 3
Shoving or Pushing 0-10 7
Pot holes 0-10 6
Excess Bitumen 0-10 3
Polished Aggregate 0-5 3
Deficiency of Drainage 0-10 3
Overall Riding Quality(0 is excellent,10 is very poor) 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
Length of the Segment: 500-1000 ft
Chain Age: 0 ft from Mirassarai intersection
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 0
Alligator Cracks 0-10 4
Shrinkage Cracks 0-5 1
Rutting 0-10 3
Corrugations 0-5 1
Raveling 0-5 1
Shoving or Pushing 0-10 3
Pot holes 0-10 2
Excess Bitumen 0-10 2
Polished Aggregate 0-5 2
Deficiency of Drainage 0-10 4
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 4
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
Length of the Segment: 500-1000 ft
Chain Age: 0 ft from Boratakia Bazar intersection
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 1
Alligator Cracks 0-10 4
Shrinkage Cracks 0-5 0
Rutting 0-10 3
Corrugations 0-5 1
Raveling 0-5 1
Shoving or Pushing 0-10 3
Pot holes 0-10 2
Excess Bitumen 0-10 2
Polished Aggregate 0-5 1
Deficiency of Drainage 0-10 3
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 4
Sum of Defects
27
Condition Rating= 100 – sum of defects Condition Rating=100-27 =73 Condition=Fair Type of maintenance=Resurface n 3 – 5 years
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
Length of the Segment: 500-1000 ft
Chain Age: 0 ft from Sitakundu Municipality intersection
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 1
Longitudinal Cracks 0-5 1
Alligator Cracks 0-10 3
Shrinkage Cracks 0-5 0
Rutting 0-10 3
Corrugations 0-5 1
Raveling 0-5 1
Shoving or Pushing 0-10 3
Pot holes 0-10 3
Excess Bitumen 0-10 1
Polished Aggregate 0-5 3
Deficiency of Drainage 0-10 2
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 4
Sum of Defects
26
Condition Rating= 100 – sum of defects Condition Rating=100-26 =74 Condition=Fair Type of maintenance=Resurface n 3 – 5 years
Study Area -18
Visual inspection
Highway Road Pot Holes
Figure 4.3.1.18: Surface Condition
Drainage Problem Polished Aggregate
Study Area -19
Location: Boro Kumirao to City gate
Length of the Segment: 500-1000 ft
Chain Age: 0 ft Boro Kumirao intersection
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 1
Longitudinal Cracks 0-5 1
Alligator Cracks 0-10 2
Shrinkage Cracks 0-5 0
Rutting 0-10 2
Corrugations 0-5 1
Raveling 0-5 1
Shoving or Pushing 0-10 2
Pot holes 0-10 3
Excess Bitumen 0-10 1
Polished Aggregate 0-5 2
Deficiency of Drainage 0-10 2
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 3
Sum of Defects
21
Condition Rating= 100 – sum of defects Condition Rating=100-21 =79 Condition=Fair Type of maintenance=Resurface n 3 – 5 years
Study Area -19
Visual inspection
Highway Road Transverse Cracking
Figure 4.3.1.19: Surface Condition
Alligator Cracking Polished Aggregate
Study Area -20
Location: City gate
Length of the Segment: 500-1000 ft
Chain Age: 0 ft from City gate intersection
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 1
Longitudinal Cracks 0-5 1
Alligator Cracks 0-10 3
Shrinkage Cracks 0-5 0
Rutting 0-10 2
Corrugations 0-5 1
Raveling 0-5 1
Shoving or Pushing 0-10 3
Pot holes 0-10 3
Excess Bitumen 0-10 1
Polished Aggregate 0-5 1
Deficiency of Drainage 0-10 2
Overall Riding Quality(0 is excellent,10 is very poor) 0-10 3
Sum of Defects
22
Condition Rating= 100 – sum of defects Condition Rating=100-22 =78 Condition=Fair Type of maintenance=Resurface n 3 – 5 years
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)
Longitudinal Cracking
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
Longitudinal Cracking
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.
About 20% pavement of Dhaka-Chittagong highway has a rating of 50-65 out of
scale 100 .These roads have a fairl condition and these roads should be
resurfaced within 3 years.
About 5% pavement of Dhaka-Chittagong highway has a rating of 40-50 out of
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.
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Network".
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4. Federal Highway Administration. "Distress Identification Manual for the Long Term
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5. Mobile GIS with Enhanced Performance for Pavement Distress Data Collection
and Management’’-By Bo Huang, Chenglin Xie, and Hongga Li April 2005
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Pavements". Bangalore July, 1982.
7. Highway Preservation Systems, Ltd. "Pavement Condition Evaluation Manual ", '
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% 1
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