LGED - Design Draft Final Report

Government of the Peoples’ Republic of Bangladesh
Ministry of Local Government, Rural Development & Cooperatives

Local Government Engineering Department (LGED)
DRAFT FINAL REPORT

Consultancy Services for Assessment of Road Design and
Pavement Standards of LGED
[Contract Package No: RD-S12] under

Second Rural Transport Improvement Project (RTIP - II)
Bureau of Research, Testing and Consultation (BRTC)

Bangladesh University of Engineering and Technology (BUET)
Dhaka – 1000, Bangladesh
February, 2017
Local Government Engineering Draft Final Report on the Assessment of
Department (LGED) Road Design and Pavement Standards
EXECUTIVE SUMMARY
Road transportation is the major mode of transportation in Bangladesh and contributes

significantly to its social and economic development. It is an important link in the national
transportation network connecting rural areas to primary and secondary roads of the network.
Rural roads under the jurisdiction of LGED provide ease of access and increased mobility to
nearby towns and growth centers creating opportunities of trade for rural-dwellers. The
functional characteristics of these roads have altered over time resulting in complex traffic
problems. This is due mainly to the effects of rapid urbanization and industrialization with
consequent exponential growth of motor vehicles, especially, freight trucks. This is combined
with large scale shift of both passenger and freight traffic from other modes of transportation
such as rail and water to road. To cater adequately to the increasing trends and characteristics of
traffic, rural/semi-rural/ peri-urban road network must be designed, constructed, maintained and
updated with due consideration for sustainability, safety, efficiency and convenience of
movement of persons and goods.
In the emergence of exceedingly complex rural mobility needs and requirements, it is imperative
that a comprehensive road design manual is important. The manual needs to consider dynamic
changes in traffic and road use. Modifications and updates of the existing road design manual
prepared by LGED is the first step towards implementing an effective LGED road network
throughout the country. According, LGED requested BRTC, BUET to modify and update the
existing road design manual for the changed socio economic environmental perspectives. By
undertaking the task, BRTC, BUET developed a comprehensive methodology including
reviewing of existing road design standards of LGED, identification of the issues to be addressed
and incorporated in the updated Design Manual. The specific tasks in this process included the
extensive review of literature, data collection and analysis (including both traffic and
geotechnical data), development of appropriate road design rationale and mechanisms for
technology transfer. The rationale for the geometric design of roadway has been based on traffic
characteristics and volume data. The structural design of pavement has been based on
correlations developed relating pavement thickness with volume and characteristic of traffic, and
CBR value of soil. The field data acquisition has been predominantly based on thirty six (36)
representative locations throughout the country with a specific consideration of geography, soil
characteristics, traffic volume, land use pattern and other distinct features that may be required
for road design into account.
Department of Civil Engineering, BUET – BRTC [i]

While carrying out the study several report has been submitted viz. an inception report, a field
visit report and an interim report including series of consecutive discussion meetings and
presentation in an effort to receiving feedback.
The expected final outcome of the study based on the soil and traffic data analysis and the basis
for structural design of pavement and geometric design of carriageway, have been included in
the Draft Final Report. A complete set of design templates for Light (0 to 200 CVD) and
Medium (201 to 500 CVD) Traffic Area based on a range of CVD and CBR (2%, 3%, 4%-6%,
7%-12% and >12%) values have been included in this report. For Heavy( > 500 CVD) Traffic
Area development of charts for the purpose of selecting pavement thickness for different CBR
(2%, 3%, 4%-6%, 7%-12% and >12%) values have also been included in the Draft Final Report.
A complete specification of the materials of different pavement components has been added in
this report.
A study is continuing to develop such relations between various geotechnical properties of soil to
assess the condition of the subgrade soil. Sharing and exchange of views and comments from
LGED officials on the results and investigations and the design approaches and specifications
would be invaluable in finalizing the Final Report.
Department of Civil Engineering, BUET – BRTC [ii]

Table of Contents
EXECUTIVE SUMMARY ............................................................................................................. I
TABLE OF CONTENTS ……..…………………………………………………………………iii
LIST OF FIGURES …….…..…………………………………………………………………. viii
LIST OF TABLES ……………………………………………………………………………… x
CHAPTER01: INTRODUCTION .................................................................................................. 1
1.1. BACKGROUND OF THE PROJECT ....................................................................................... 2

1.2. OBJECTIVES OF THE CONSULTANCY SERVICES ................................................................ 6
1.3. SCOPE OF SERVICES AND CONSULTANTS RESPONSIBILITIES ............................................ 6
1.4. THE CONTEXT OF THE DRAFT FINAL REPORT .................................................................. 7
1.5. ORGANIZATION AND STRUCTURE OF THE REPORT ........................................................... 8
CHAPTER 02: PLANNING AND ALIGNMENT ...................................................................... 10
2.1. PLANNING OF RURAL ROAD ........................................................................................... 11

2.2. ROAD ALIGNMENT AND SURVEYS ................................................................................. 11
2.3. GOVERNING FACTORS FOR ROUTE SELECTION .............................................................. 13
2.3.1. General Considerations: ............................................................................................ 13
2.3.2. Factors Controlling Alignments:............................................................................... 14
CHAPTER 03: GEOMETRIC DESIGN STANDERDS.............................................................. 19
3.1 INTRODUCTION ............................................................................................................ 20

3.2 CLASSIFICATION OF RURAL ROADS ................................................................................... 20
3.3 TERRAIN CLASSIFICATION ................................................................................................. 21
3.4 DESIGN SPEED ................................................................................................................... 21
3.5 BASIC PRINCIPLE OF GEOMETRICAL DESIGN ..................................................................... 22
3.5.1 Elements of Design ...................................................................................................... 22
3.6 RURAL ROAD‟S CARRIAGEWAY WIDTH AND SHOULDER WIDTH ....................................... 27
3.7 RURAL ROADS IN HEAVY TRAFFIC AREA .......................................................................... 30
Department of Civil Engineering, BUET – BRTC [iii]

3.8 TRANSITION (SPIRAL) CURVE ............................................................................................ 31

3.9 SUPER-ELEVATION ............................................................................................................ 31
3.10 WIDENING OF PAVEMENTS AT HORIZONTAL CURVES .................................................... 33
CHAPTER 04: PAVEMENT DESIGN STANDARDS ............................................................... 34
4.1 INTRODUCTION .................................................................................................................. 35

4.2 DESIGN PARAMETERS ........................................................................................................ 36
4.2.1 Traffic ....................................................................................................................... 36
4.2.2 Design Life................................................................................................................ 36
4.2.3 Axle Loading ............................................................................................................ 37
4.3 COMPUTATION OF DESIGN TRAFFIC ................................................................................... 38
4.3.1 Light Traffic Area ..................................................................................................... 39
4.3.2 Medium Traffic Area ................................................................................................ 39
4.3.3 Heavy Traffic Area ................................................................................................... 39
4.4 PAVEMENTS COMPONENTS ................................................................................................ 44
4.4.1 Subgrade ................................................................................................................... 44
4.4.2 Improved Subgrade ................................................................................................... 44
4.4.3 Sub-base .................................................................................................................... 45
4.4.4 Base ........................................................................................................................... 45
4.4.5 Pavement Surface...................................................................................................... 45
4.5 PAVEMENT THICKNESS DESIGN FOR LIGHT TRAFFIC AREA AND MEDIUM TRAFFIC AREA 45
4.5.1 Workout Example ..................................................................................................... 53
4.6 PAVEMENT THICKNESS DESIGN FOR HEAVY TRAFFIC AREA ............................................. 53
4.6.1 Workout Example: .................................................................................................... 65
4.7 RIGID PAVEMENT ............................................................................................................... 66
CHAPTER 05: ROAD DRAINAGE AND SIDE SLOPE PROTECTION ................................. 67
5.1 ROAD DRAINAGE ............................................................................................................... 68

5.1.1 Drainage of the Road Surface ................................................................................... 68
5.1.2 Drainage of Pavement and Subgrade Layers ............................................................ 69
5.1.2.1 Materials of Drainage of Pavement and Subgrade Layers .................................... 70
Department of Civil Engineering, BUET – BRTC [iv]

5.1.2.2 Specification for Fabric Separators (Jute Geo-textiles) ........................................ 71

5.2 SIDE SLOPE PROTECTION METHOD .................................................................................... 74
CHAPTER 06: ROAD MATERIALS IN LIGHT AND MEDIUM TRAFFIC AREA ............... 75
6.1 EMBANKMENT .............................................................................................................. 76

6.2 SUBGRADE ..................................................................................................................... 76
6.3 IMPROVED SUBGRADE ............................................................................................... 76
6.3.1. Specification for Jute Geo-textiles ............................................................................ 78
6.4 SUB-BASE ....................................................................................................................... 78
6.5 AGGREGATE BASE ....................................................................................................... 79
6.6 PRIME COAT ................................................................................................................... 81
6.6.1 Bituminous Materials ................................................................................................ 81
6.6.2 Blotting Material ....................................................................................................... 81
6.7 TACK COAT .................................................................................................................... 81
6.8 ASPHALT WEARING COURSE .............................................................................................. 81
6.8.2 Coarse Mineral Aggregate ........................................................................................ 82
6.8.3 Fine Mineral Aggregate ............................................................................................ 83
6.8.4 Mineral Filler ............................................................................................................ 84
6.8.5 General Composition of the Mixture ........................................................................ 84
6.9 SEAL COAT ..................................................................................................................... 86
6.9.1. Bituminous Material ................................................................................................. 86
6.9.2. Aggregate .................................................................................................................. 86
6.9.3. Overall Aggregate Grading ....................................................................................... 87
6.10 SHOULDERS ............................................................................................................... 87
6.10.1. HBB Hard Shoulder .............................................................................................. 87
6.10.2. Earthen Shoulder ................................................................................................... 87
6.10.3. Brick on End Edging ............................................................................................. 88
6.11 CLIMATIC AND ENVIRONMENTAL CONSIDERATION ....................................................... 88
6.11.1. Rainfall and Temperature Variation ..................................................................... 88
Department of Civil Engineering, BUET – BRTC [v]

6.11.2. Super pave Bitumen Specification ........................................................................ 89

6.11.3. PG Test and Specifications ................................................................................... 91
CHAPTER 07: ROAD MATERIALS IN HEAVY TRAFFIC AREA ...................................... 93
7.1 EMBANKMENT .............................................................................................................. 94
7.2 SUBGRADE ..................................................................................................................... 94
7.3 IMPROVED SUBGRADE ............................................................................................... 94
7.3.1. Specification for Jute Geo-textiles ............................................................................ 94
7.4 SUB-BASE ....................................................................................................................... 94
7.5 AGGREGATE BASE ....................................................................................................... 95
7.6 PRIME COAT ................................................................................................................... 97
7.7 TACK COAT .................................................................................................................... 97
7.8 ASPHALT BASE COURSE ..................................................................................................... 97
7.8.2 Coarse Mineral Aggregate ........................................................................................ 98
7.8.3 Fine Mineral Aggregate ............................................................................................ 98
7.8.4 Mineral Filler ............................................................................................................ 98
7.8.5 General Composition of the Mixture ........................................................................ 99
7.9 ASPHALT WEARING COURSE ............................................................................................ 100
7.9.1 Bituminous Materials .............................................................................................. 100
7.9.2 Coarse Mineral Aggregate ...................................................................................... 100
7.9.3 Fine Mineral Aggregate .......................................................................................... 101
7.9.4 Mineral Filler .......................................................................................................... 101
7.9.5 General Composition of the Mixture ...................................................................... 101
7.10 SEAL COAT ............................................................................................................... 103
7.11 SHOULDERS ............................................................................................................. 103
7.11.1 Pavement Simile Hard Shoulder ......................................................................... 103
7.12 CLIMATIC AND ENVIRONMENTAL CONSIDERATION ..................................................... 103
7.12.1 Rainfall and Temperature Variation ................................................................... 104
7.12.2 Super pave Bitumen Specification ...................................................................... 104
7.12.3 PG Test and Specifications ................................................................................. 104
Department of Civil Engineering, BUET – BRTC [vi]

CHAPTER 08: RECYCLE OPTIONS ....................................................................................... 105
8.1. INTRODUCTION ............................................................................................................ 106

8.2. METHODS OF BITUMINOUS SURFACE RECYCLING ....................................................... 106
8.3. USE OF RECYCLED BITUMINOUS MATERIALS AS GRANULAR MATERIALS .................... 106
8.3.1. Asphalt Millings...................................................................................................... 107
8.3.2. Crushed Asphalt ...................................................................................................... 107
8.3.3. Granulated Asphalt ................................................................................................. 107
8.3.4. Stockpiling Granular/Bituminous materials ........................................................... 108
8.4. COLD MIX RECYCLING OF BITUMINOUS MATERIALS .................................................. 108
8.4.1. Partial depth in situ recycling ................................................................................. 109
8.4.2. Full depth in-situ recycling ..................................................................................... 109
8.4.3. Central plant off site recycling ................................................................................ 110
8.5. HOT MIX RECYCLING OF BITUMINOUS MATERIALS .................................................... 110
8.5.1. In-place hot recycling ............................................................................................. 110
8.5.2. Central plant off-site recycling ............................................................................... 111
8.6 RECOMMENDATIONS .................................................................................................. 117
CHAPTER 09: CONCLUSIONS ............................................................................................... 119
9.1 CONCLUSION ...................................................................................................................... 120
APPENDIX – A RIGID PAVEMENT TEMPLATES
APPENDIX – B SIDE SLOPE PROTECTION TEMPLATES
Department of Civil Engineering, BUET – BRTC [vii]

List of Figures
Figure 1.1 Agreement signing between LGED and BRTC, BUET for assessment of LGED
Road Design Manual............................................................................................... 5
Figure 2.1 Alignment near Hillside Pass ................................................................................ 15
Figure 2.2 Location of Bridge ................................................................................................ 15
Figure 2.3 Alignment near Pond or Lake ............................................................................... 16
Figure 2.4 Cross-road re-alignment to provide satisfactory crossing angles ......................... 17
Figure 3.1 Flow chart for determining carriageway width for Medium and Light Traffic
Areas ................................................................................................................................28
Figure 3.2 Relationship between roadway capacity and carriageway width ......................... 29
Figure 4.1 Flowchart for Cumulative ESA calculation .......................................................... 41
Figure 4.2 Flow chart for Pavement Design of Light Traffic Area and Medium Traffic Area
................................................................................................................................46
Figure 4.3 Pavement thickness design for CVD range (0 to 49) ............................................ 47
Figure 4.4 Pavement thickness design for CVD range (50 to 100) ........................................ 48
Figure 4.5 Pavement thickness design for CVD range (101 to 200)...................................... 49
Figure 4.6 Pavement thickness design for CVD range (201 to 300) ...................................... 50
Figure 4.9 Flow chart for pavement design of Heavy Traffic Area ....................................... 54
Figure 4.10 Pavement Thickness Design Templates for Heavy Traffic Area (CBR 2%) ........ 60
Figure 4.11 Pavement Thickness Design Templates for Heavy Traffic Area (CBR 3%) ........ 61
Figure 4.12 Pavement Thickness Design Templates for Heavy Traffic Area (CBR 4% - 6%).
................................................................................................................................62
Department of Civil Engineering, BUET – BRTC [viii]

Figure 4.13 Pavement Thickness Design Templates for Heavy Traffic Area (CBR 7% - 12%)
................................................................................................................................63
Figure 4.14 Pavement Thickness Design Templates for Heavy Traffic Area (CBR > 12%) .. 64
Figure 5.1 Surface Water Drainage ........................................................................................ 69
Figure 5.2 Sub-Grade Drainage.............................................................................................. 70
Department of Civil Engineering, BUET – BRTC [ix]

List of Tables
Table 1.1 Road Classification, Definition and Ownership (2003) .............................................. 3
Table 1.2 Length of different types of LGED roads ................................................................... 4
Table 3.1 Terrain Classifications .............................................................................................. 21
Table 3.2 Design Speed for different carriageway width ......................................................... 22
Table 3.3 Suggested Road Carriageway width for Medium and Light Traffic Area ................ 30
Table 3.4 Suggested Road Carriageway width for Heavy Traffic Area ................................... 31
Table 3.5 Extra width to pavement at Horizontal Curves ......................................................... 33
Table 4.1 Equivalence factors for different axel loads ............................................................. 37
Table 4.2 Pavement Thickness Design Table for Heavy Traffic Area ..................................... 55
Table 5.1 Grading Requirements of the Drain Backfill Materials ............................................ 71
Table 5.2 Requirements for Woven Jute Geo-textiles (For Rural Road Construction work) ... 72
Table 6.1 Grading Requirements of Improve Subgrade materials............................................ 77
Table 6.2 Grading Requirements of Improved Subgrade materials with Jute Geo-Textile ...... 77
Table 6.3 Grading Requirements for Resultant Mixture of Sub-base Materials ...................... 79
Table 6.4 Grading Requirements for Base materials ................................................................ 80
Table 6.5 Requirements for Penetration Grade Bitumen .......................................................... 82
Table 6.6 Requirements for Coarse Aggregate ......................................................................... 83
Table 6.7 Grading Requirements for the Mixture ..................................................................... 85
Department of Civil Engineering, BUET – BRTC [x]

Table 6.8 Grading Requirements for Bituminous Seal Coat .................................................... 87
Table 6.9 PG 64-10 is recommended to be used in these areas ................................................ 89
Table 6.10 Performance Graded Asphalt Binder Specification for PG 64-10 ........................ 90
Table 6.11 PG Graded criteria, tests, temperatures and ageing conditions ............................ 91
Table 7.1 Grading Requirements for Resultant Mixture of Sub-base Material ........................ 95
Table 7.2 Grading Requirements for Base materials ................................................................ 97
Table 7.3 Grading Requirements for Composition of the Mixture ........................................... 99
Table 7.4 Grading Requirements for Mixture ......................................................................... 102
Department of Civil Engineering, BUET – BRTC [xi]

CHAPTER01
INTRODUCTION
Department of Civil Engineering, BUET – BRTC Page 1

1.1. Background of the Project
Transportation is a key component and an important contributor to the social and economic
development of society. The need of an effective and planned transport network is a
fundamental. The Government of Bangladesh is committed to construct and maintain a
sustainable, safe and reliable road network, suitable for use by all types of traffic in the local and
regional context, to meet the requirements for socio-economic development of the country. The
Local Government Engineering Department (LGED) under the Local Government Division of
the Ministry of Local Government Rural Development and Cooperatives is responsible for
construction, improvement and maintenance of Upazilla Roads (UZR), Union Roads(UNR), and
Village Roads (VR) along with the Local Government Institutions (LGIs) to improve transport
network, develop Growth Centers and rural infrastructure thereby contributing towards increased
agricultural and business productivity, employment generation and poverty reduction. LGED is
also responsible for providing technical support to LGIs both in rural and urban areas of the
country. The LGED performs its functions through its Headquarters at Dhaka, 64 Districts and
489 Upazilla (Sub-district) offices under the administrative control of the Ministry of the Local
Government, Rural Development and Co-operatives.
The Government of the People‟s Republic of Bangladesh, through its Gazette Notification1
(November 2003) reclassified the National Road System in six categories, redefined them and
re-delineated the ownership and responsibilities of the concerned organizations in conformity
with its latest policy (Table-1.1). According to the road reclassification, LGED is responsible for
construction, improvement and maintenance of three classes of roads, which have been named as
Upazilla Road, Union Road and Village Road in collaboration with LGIs.
1
Bangladesh Gazette Notification No. PC/TS/Classification Committee/06 dated 6th November 2003

Table 1.1 Road Classification, Definition and Ownership (2003)
Sl Type Definition Ownership and

No Responsibility
1 National Highways connecting National capital with Divisional RHD*
Highway HQ/s or seaports or land ports or Asian Highway.
2 Regional Highways connecting District HQ/s or main river or land
Highway ports or with each other not connected by National RHD
Highways.
3 Zila Road Roads connecting District HQ/s with Upazilla HQ/s or RHD
connecting one Upazilla HQ to another Upazilla HQ by a
single main connection with National/Regional Highway,
through shortest distance/route.
4 Upazila Roads connecting Upazila HQ/s with Growth Center/s or LGED*/LGI*
Road one Growth Center with another Growth Center by a
single main connection or connecting Growth Center to
Higher Road System**, through shortest distance/route.
5 Union Road Roads connecting Union HQ/s with Upazila HQs, growth LGED/LGI
centers or local markets or with each other.
6 Village (a) Roads connecting Villages with Union HQs, local LGED/LGI
Road markets, farms and ghats or with each other.
(b) Roads within a Village.
Source: Bangladesh Gazette 1st Part, 6 November 2003
* RHD – Roads and Highways Department, LGED – Local Government Engineering Department, LGI
– Local Government Institutions.
** Higher Road System – National Highway, Regional Highway and Zila Road.
These three types of roads are constructed, improved, upgraded and maintained by LGED. So
far, LGED has developed about 97,000 kilometers of rural paved roads (Source: LGED website).
Construction and improvement of roads are also in progress under different projects. LGED is
currently following “Road Design Standards”2 approved by the Planning Commission
(September 2005) to construct and improve rural roads or to rehabilitate an existing road. In
recent years, with sustained increase in demand and shift of traffic from other modes to road
based transport, LGED roads are experiencing unprecedented growth of traffic having complex
2
Bangladesh Gazette Notification No. PC/TS/Road/Standard-10(Vol-2)/03-649 dated 4th September 2004

operational characteristics. Due to increased traffic volume, uncontrolled axle loads and linear
settlements coupled with variable environmental and geographical conditions across the country,
some rural roads improved by LGED are not performing as per adopted road design standards. In
addition, LGED supports and manages about 248,000 kilometers of Village Roads, which have
mainly light and non-motorized traffic. These roads are experiencing deterioration mainly due to
frequent exposure to heavy vehicular traffic. List of different types of roads under LGED is
given in Table 1.2.
Table 1.2 Length of different types of LGED roads
Road Type Earthen (km) Pavement (km) Total Length (km)

Upazila Road 7,176 32,311 39,756
Union Road 20,469 25,273 46,259
Village Road A 111,618 12,053 12,3342
Village Road B 95,050 27,542 124232.59
Total Roads 234,314 97,180 333,589
Source: LGED Road Database
Rural road transport in Bangladesh is essentially a mix of motorized and non-motorized transport
using the same carriageway. Heavy vehicles are accessing these roads which need to be catered
for adequately. Rural roads are also connected with national and regional highways and as a
result heavy load carrying vehicles e.g. trucks and buses ply on a regular basis on these rural
roads which ultimately results in deterioration of rural road structures under excessive loads. At
locations of over lapping rural roads and merging of rural roads with intercity roads, there is a
mix of different types of vehicles with variable speeds. These locations are a major contributor to
road traffic accidents in rural areas.
In Bangladesh, road accident fatality rate per 1000 registered vehicle is significantly higher than
that of industrialized countries and even developing countries of the South Asia Region (ISAP-

TA1). It has now become imperative to develop a strategy for economic but efficient road and
pavement design standards for these rural roads so that they can serve their purpose for longer
life cycles.
In this regard, performance of LGED roads in different areas of the country was discussed in the
Executive Committee for National Economic Council (ECNEC) meeting held on 26 January
2014. It was decided that LGED would investigate, review and examine the adequacy of the
“Road Design Standards” currently used by LGED and suggest necessary modifications. Taking
this into consideration, LGED requested BRTC, BUET to carry out the task of modifying and
updating the existing road design manual of LGED. Accordingly, a Terms of Reference (TOR)
was prepared and BRTC, BUET signed an agreement with LGED on 15th December, 2015
(Figure 1.1) for assisting LGED to examine the adequacy of the existing “Road Design
Standards”.
Figure 1.1 Agreement signing between LGED and BRTC, BUET for assessment of LGED
Road Design Manual
1
Technical Assistance services to Support Implementation of the Institutional Strengthening Action Plan

1.2. Objectives of the Consultancy Services
The objectives of the Consultancy Services under the Terms of Reference (TOR) were to:
 Evaluate and review existing geometry and pavement performance of Upazilla

Road (UZR), Union Road (UNR), and Village Road (VR) based on prevailing
traffic volume, axle loads and characteristics of the sub-grade and relevant
pavement materials.
 Update Road Design Standards and corresponding pavement design templates

including pavement type, pavement layers, geometry and materials for different
types of LGED roads under different climatic, environmental and soil conditions.
1.3. Scope of Services and Consultants Responsibilities

To achieve the above objectives; BRTC, BUET has taken initiatives to carry out tasks in
accordance with accepted professional standards, utilizing sound domestic and international
engineering and economic practices. Specific details of the services included but were not
necessarily limited to:
1) Visit and evaluate the performance of existing Upazilla Roads, Union Roads and
Village Roads under different regions of the country to assess the pavement type,
pavement layers, geometry and quality of roads;
2) Review and examine the existing “Road Design Standards” and other relevant
documents, for example, research reports, circulars of the Planning Commission,
traffic volume, axle loads, design life, road geometry, and pavement type.
3) Develop traffic survey procedures in order to conduct traffic and axle load survey and
develop procedures for analyzing survey data, forecast traffic growth, traffic volume
and cumulative axle load under different design life;
4) Analyze available soil properties across the country and information on

characteristics of sub-grade of LGED roads using information available from the

LGED central laboratory and incorporate these information in selecting pavement

design type(s);
5) Conduct laboratory tests of soil and use the results for pavement design. In the cases
where adequate data is not available for developing correlation between soil
properties and pavement section thickness, further tests are needed to be conducted
to develop such a correlations;
6) Develop pavement design procedures applicable for LGED considering traffic survey,
soil properties, characteristics of sub-grade, sub-base, base and surface materials and
construction procedures under different climatic and environmental factors;
7) Investigate applicable options and methodologies for use of recycled materials;
8) Develop sample design templates for different types of pavement such as, Flexible/
Rigid/ Submersible for Upazilla Road, Union Road, and Village Roads under
different conditions.
1.4. The Context of the Draft Final Report
As discussed in preceding sections, substantial progress has been made in carrying out agreed
upon tasks of the TOR towards development of the Road Design Manual i.e. modifications and
updating of the “Road Design Standards”. An Inception Report outlining the conceptual plan,
work plans, initiation of activities and mobilization of Consultants and support personnel to carry
out the assigned task had already been submitted to LGED in February 2016. Following
submission of the Inception Report, a presentation on the Report was held in LGED Head Office
before relevant LGED officials. Details of data collection methods, traffic survey data analysis of
eight locations and tasks carried out during the field visit were summarized in the Field Visit and
Field Survey Report. The report was submitted to LGED on 30th June 2016. A Presentation on
the Field Visit and Field Survey was also given at LGED Head Office. Details of traffic data
analysis of 36 locations, geotechnical data analysis of 8 locations and development of models
and design templates has been documented on Interim Report. The report was submitted to

LGED on October, 2016. Following submission of the Interim Report, a presentation on the
Report was held in LGED Head Office before relevant LGED officials.
This Draft Final Report on the Assessment of Road Design and Pavement Standards aims to
document the final outcomes from the project tasks by BRTC, BUET as per agreed TOR and the
project schedule. The Draft Final Report on the project includes the following:
 Design philosophy/methods and code of practices;

 Forecast of traffic data with survey, volume, growth rate etc.;
 Selection of design life, axle load, design approach;
 Selection of pavement materials;
 Selection of road geometry based on traffic volume;
 Selection of applicable recycling option(s);
 Typical pavement design example with design Chart and catalogue;
 Development of pavement design templates and selection criteria along with their
suitability under different construction methods.
1.5. Organization and Structure of the Report
The contents of the Draft Final Report are organized into Nine Chapters:
 Chapter 1: Introduction. The first chapter outlines significance of the LGED road
network in catering to rural transport needs and requirements. Also included in the
chapter are background, scope and details of the TOR including an overview of reports
submitted earlier
 Chapter 2: Planning and Alignment. This chapter discusses details of the planning and
alignment of a rural road way.
 Chapter 3: Geometric Design Standards. Chapter 3 contains various geometric design

elements. These include cross-sections, design speeds, gradients, transition curves, super-
elevation and related geometric design elements of the roadway.

 Chapter 4: Pavement Design Standards. In this chapter, a brief outline of the structural
design of pavement is presented with necessary examples using design charts.
 Chapter 5: Side Slope Protection and Road Drainage. Chapter 5 includes various
design methods of side slope protection in different climatic and geographic conditions.
A details discussion of road drainage is also included in this chapter.
 Chapter 6: Road Materials in Light and Medium Traffic Area. This chapter contains
details specification of road materials for Light and Medium Traffic Areas.
 Chapter 7: Road Materials in Heavy Traffic Area. Chapter 7 is detailed with
specification of road materials for Heavy Traffic Areas.
 Chapter 8: Recycle Options. This chapter discuses different recycling method for
pavement materials.
 Chapter 9: Conclusions. The concluding chapter provides a summary of the Draft Final
Report.

CHAPTER 02
PLANNING
AND
ALIGNMENT

2.1. Planning of Rural Road
Rural roads are usually constructed by Local Government Engineering Department (LGED). In
some places, Pouroshova or City Corporation is responsible for constructing rural roads. Even
considering variations in roadway design type as illustrated in the previously published manual
of LGED updated by JICA in 2005, LGED is facing problems managing heavy traffic
throughout the design life of constructed roads. Moreover, due to overloading and high traffic in
some places, LGED constructed roads do not sustain throughout their design life.
Planning is as important as structural design of roadways. To make projects cost effective, there
is no alternative to planning. Connectivity and network building are one of the main purposes of
building rural roads. The network developed by criteria of qualifying populations does not
necessarily take into account travel requirements of unconnected habitations, which results in a
sub-optimal road network. Thus, the roads in an area should be considered together with
connectivity through at least one road link, which meets its socio-economic requirements.
Various departments take up the construction of rural roads under different programs without a
common network development objective; it therefore, results in a sub-optimal network. A
consolidated program of developing an optimal network of rural roads based on a master plan
will provide rationality of choice and can save wastage of resources. The network plan or master
plan needs to be prepared at a level, which is convenient from the point of view of map
preparation and data collection. Thus, the Master Plan data for rural road networks should be
collected/prepared at village/Union/Upozila level and then integrated with a District level Master
Plan.
2.2. Road Alignment and Surveys
The alignment of rural roads should be decided only after conducting proper surveys and
investigations. In general, new roads will follow existing earthen roads or other existing
alignments. However, during route selection the following points need to be considered:
(i) Adoption of appropriate geometric, structural design standards and safety

requirements

(ii) Keeping to high ground so as to avoid low lying areas and to minimize drainage
requirements
(iii) Following land contours as far as practicable to reduce extent of cut and fill
(iv) Conforming to property boundaries to the extent possible
(v) Avoiding or minimizing the effect on vegetation
(vi) As far as possible, alignment should not interfere at any stage with services, like
power transmission lines, water supply mains, etc.
(vii) Special considerations are to be given due importance for alignment in haor areas.
(viii) While fixing alignment the introduction of hair-pin bends should be avoided as far as
possible.
The location or the layout of the center line of the road is the road alignment. The horizontal
alignment includes the straight path, the horizontal deviations and horizontal curves. Changes in
gradient and vertical curves are covered under vertical alignment of roads. A newly built road
should be aligned carefully, as improper alignment would mean capital loss in construction as
well as recurring losses in cost of maintenance and vehicle operation.
Once the road is aligned and constructed, it is not easy to change the alignment due to increase in
cost of adjoining land and construction of structures by the roadside. The ideal alignment
between two points should satisfy requirements as given below:
Short: It is desirable to have the shortest alignment between two terminal stations. A
straight alignment would be the shortest, though there may be practical considerations
which would require deviations from the shortest path.
Easy: The alignment should be such that it is easy to construct and maintain the road with
minimum problems. Also, the alignment should be easy for operation of vehicles with
easy gradients and curves.
Safe: The alignment should be safe for construction and maintenance from the viewpoint
of stability of slopes, embankment and cut slopes and foundation of embankment. In
addition, it should be safe for traffic operation in terms of geometric features.

Economical: The road alignment is considered economical if the total cost including
initial cost, maintenance cost and operational cost is the lowest.
Sound: The alignment should be on the firm ground and should not be susceptible to
large settlement, deformation, land slide etc.
Aesthetics: While selecting the alignment, aesthetics of the area should be borne in mind.
Environment: The alignment should be decided giving due weight to environment
protection particularly in hilly areas. Tree cutting should be avoided as far as possible by
suitably locating the road alignment.
2.3. Governing Factors for Route Selection
2.3.1. General Considerations:
(i) The alignment should be as direct as possible for maximum economy in cost
of construction, maintenance and transportation.
(ii) Grades, curvatures and profiles should be designed so as to be economical and
consistent with service requirements.
(iii) While improving existing alignment, the endeavor should be to utilize the
existing facility as much as possible in order to minimize cost and effort of
construction.
(iv) The alignment should not interfere at any stage with services like power
transmission lines, water supply mains, etc.
(v) Embankment and pavement account for major proportion of road cost;
availability of material for embankment and pavement construction should be
kept in view while finalizing the alignment. Similarly, good subgrade
conditions mean lower pavement cost. Subgrade conditions affect choice of
alignment. To the extent possible, are as susceptible to subsidence marshy and
low-lying areas prone to flooding, inundation and erosion should be avoided.
(vi) While connecting population centers, alignment should preferably skirt round
population pockets rather than pass through congested areas.

2.3.2. Factors Controlling Alignments:
Various factors which control road alignment may be listed as below:
(a) Obligatory points

(b) Traffic
(c) Geometric design
(d) Economy
(e) Drainage
(f) Other considerations
(a) Obligatory Points:
There are control points governing alignment of roads. These control points may be divided
broadly into two categories:
(i) Points through which the alignment should pass.

(ii) Points which the alignment should avoid.
Obligatory points through which the road alignment has to pass may cause the alignment to
deviate from the shortest path. Suitability of these alternatives depends on many factors like
topography and site conditions.
Road Bridge across a river should be located only at a place where the river is straight and has
firm banks and where the bridge abutment and pier may be properly constructed. Road approach
to a bridge should not curve near the bridge. Skew crossing should be avoided as far as possible.
Thus, in order to locate a bridge across a river, road alignment may have to be changed.
Obligatory points through which the road should not pass make it necessary to deviate from the
proposed shortest alignment. Obligatory points which should be avoided while aligning a road
include religious places, costly structures, unsuitable land etc. Marshy, peaty and waterlogged
areas are generally unsuitable for road construction and should be avoided. However, if there is
no alternative and alignment has to be taken across such an area, construction and maintenance
costs are likely to be high due to special construction techniques that may have to be adopted.

A lake, pond or valley which falls on the path of a straight alignment will necessitate deviation of
the alignment from the straight path and to go around it.
Figure 2.1 Alignment near Hillside Pass
Figure 2.2 Location of Bridge

Figure 2.3 Alignment near Pond or Lake
(b) Traffic:
In most cases people traditionally use certain routes. These may be due to convenience, social
connection, familiarity, etc. The proposed alignment should keep in view this traffic flow
pattern. At the same time, one should have a fair judgment of future trends in mind.
(c) Geometric Designs:
Geometric design factors such as gradient, radius of curve and sight distance would also govern
final alignment of the road. As far as possible, steep gradients should be avoided and limited to
the ruling or design gradient. Thus, it may be necessary to change the alignment in view of the
design, speed and maximum allowable super-elevation. It may be necessary to make adjustments
to the horizontal alignment of roads keeping in view minimum radius of curve.
The absolute minimum sight distance which should be available in every section of the road ist
he safe stopping distance for fast moving vehicles. In addition, there should be sufficient distance
visible ahead for safe over taking operation of vehicles. Hence, alignment should be finalized in
a way that obstructions to visibility do not cause restrictions to sight distance requirements.

In a road crossings, the desirable intersection angle between two cross-roads is between 70
degree to 90 degree. While an angle of 90 degree is often preferred it may be reduced to 70
degree to favor heavey turning movement. It is suggested to avoid crossing angles of less than 70
degree. Typical exaples of cross-roads realigned at an intersection to provide satisfatory crossing
angles are shown in following Figures.
(a) (b)
(c)
Figure 2.4 Cross-road re-alignment to provide satisfactory crossing angles

If there is staggered “T” intersection like Figure 2.4 (a), there should be minimum 100 m
distance between them. In special consideration for lower distance, there should be speed
reduction with safety sign measures in both legs.

(d) Economy:
The alignment finalized based on above factors should be economical. Avoiding high banking,
deep cutting and major crossing, and balancing of cuts and fills can decrease initial cost of
construction. At the same time, care should be taken to see that it does not involve costly
maintenance and operational expenses.
(e) Other Considerations:
Various other factors that may govern alignment are drainage considerations, hydrological
factors, social obligations, etc. Vertical alignment (particularly gradient and change of grade) is
often guided by drainage considerations. The sub-surface water level, seepage flow and high
flood level are also factors to be kept in view.

CHAPTER 03
GEOMETRIC
DESIGN STANDERDS

3.1 INTRODUCTION
These guidelines relating to geometric design standards are intended to be applied to rural roads.
In the previous manual, rural roads were mentioned as Upazilla Roads (UZR), Union Roads
(UNR), and Village Roads (VR). Road design standards were limited to few templates
considering small variations in Commercial Vehicle per Day (CVD) and road width. These limits
constrain construction of roads appropriate for a locality in several aspects.
In the present guideline, an attempt has been made to overcome the limitations of the previous
manual and to cover all possible scenarios that may occur. In this regard, geometric design and
structural design of rural roads are based on traffic and subgrade soil conditions. In this
guideline, it is assumed that rural roads might be located in Heavy Traffic area (HTA), Medium
Traffic area (MTA) , or Light Traffic area (LTA).
These rural roads act as connectors and provide accessibility to villages in remote areas of the
country. For accessibility, geometric design is important. Cost effectiveness is also a vital issue.
Therefore, geometric standards of rural roads need not be restricted neither to minimum nor to
maximum values to serve its purpose. Rather, it should be a compromise among accessibility and
safety of vehicles and road users. Moreover, there should be opportunity for improvement into
higher standard roads optimizing road geometry (like widening of formation width, curve
widening, reducing curve radii etc) to facilitate increased traffic.
Climatic and geographic scenarios change frequently which influences road design and
construction procedures. If an exceptional scenario comes into focus which is not covers in the
guideline that should be designed on a case-by-case basis.
3.2 Classification of Rural Roads
Rural roads in Bangladesh have been divided into three major classes.
1. Upazila Roads (UZR),

2. Union Roads (UNR), and
3. Village Roads (VR)

The geometric and structural properties of UZR, UNR and VR as given in the previous manual,
are not similar with Rural roads in Heavy Traffic Area, Medium Traffic Area and Low Traffic
Area.
3.3 Terrain Classification

Terrain is an important parameter governing geometric standards and the criteria as given in
Table 3.1 should be followed. While classifying a terrain short isolated stretches of varying
terrain should not be taken into consideration.
Table 3.1 Terrain Classifications
Terrain Classification Cross Slope of the Country
Plain 0-10 percent More than 1 in 10
Rolling 10-15 percent 1 in 10 to 1 in 4
Mountainous 25-60 percent 1 in 4 to 1 in 1.67
Steep Greater than 60 percent Less than 1 in 1.67
3.4 Design Speed
Design speed is a basic criterion for determining geometric features of horizontal and vertical
alignments. The design speeds for the rural roads should be taken as given in the Table 3.2.

Table 3.2 Design Speed for different carriageway width
Carriageway width Design Speed (km/hr)
3.7 m (12 ft) 20
5.5 m ~ 6.7 m (18 ft ~ 22 ft) 40
7.3 m ~ 11 m (24 ft ~ Divided 36 ft, 4 lane) 50
Normally, 85th percentile design speed should be the guiding criterion for the purpose of
geometric design.
3.5 Basic Principle of Geometrical Design

These guidelines are intended for following a uniform practice and to achieve optimum design
standards for rural roads. As a general rule, geometric features of a road do not allow for staged
construction. Improvements of features like grade, curvature, width of roads and drainage works
can be very expensive and sometimes impossible in remote and hilly areas. It is therefore
necessary to keep the ultimate geometric requirement of rural roads in mind from the beginning.
The design standards recommended are an absolute minimum. However, minimum values
should be applied only where serious restrictions have to be imposed on the road design from
technical or economic considerations. In general, effort should be made to exceed minimum
values as far as possible. Road should be designed so as to have minimum turns and the number
of curves in a kilometer should generally be less than four.
3.5.1 Elements of Design
The alignment of a roadway or street produces a great impact on the environment, the fabric of
the community and the roadway user. The alignment consists of a variety of design elements that
combine to create a facility that serves traffic safely and efficiently consistent with the facility‟s
intended function. Each alignment element should complement others to achieve a consistent,
safe and efficient design.

Common to all classes of rural roads are several principal elements of design. These include
sight distance, super-elevation, roadway width, grades, horizontal and vertical alignments and
other elements of geometric design. Elements those have to be designed are discussed below.
3.5.1.1 SIGHT DISTANCE
3.5.1.1.1 General Considerations
A driver‟s ability to see ahead is needed for safe and efficient operation of a vehicle on a
roadway. For example, on a railroad trains are confined to a fixed path yet a block signal system
and trained operators are needed for safe operation. In contrast, the path and speed of motor
vehicles on roadways and streets re-subject to the control of drivers whose seeing ability,
training and experience are quite varied. The designer should provide sight distance of sufficient
length so that drivers can control the operation of their vehicles to avoid striking an unexpected
obstruction in the roadway.
Certain two-lane roadways should also have sufficient sight distance to enable drivers to use the
opposing traffic lane for passing other vehicles without interfering with oncoming vehicles. Two
lane rural roadways should generally provide such passing sight distance at frequent and for
substantial portions of their length. The proportion of a roadway‟s length with sufficient sight
distance to pass another vehicle and interval between passing opportunities should be compatible
with the intended function of the roadway.
3.5.1.1.2 Stopping Sight Distance
Sight distance is the length of roadway ahead that is visible to the driver. The available sight
distance on a roadway should be sufficiently long to enable a vehicle traveling at or near the
design speed to stop before reaching a stationary object in its path. Although greater lengths of
visible roadway are desirable, sight distance at every point along a roadway should be at least
that needed for a below-average driver to stop his vehicle. Stopping sight distance is the sum of
two distances: (1) the distance traversed by the vehicle from the instant the driver sights an
object necessitating a stop from instant the brakes are applied, and (2) the distance needed to stop

the vehicle from the instant brake application begins. These are referred to as brake reaction
distance and braking distance, respectively.
3.5.1.1.3 Break Reaction Time
Brake reaction time is the interval from the instant the driver recognizes existence of an obstacle
on the roadway that necessitates braking until the instant the driver actually applies brakes.
Under emergency situations denoted by flares or flashing lights, drivers accomplish these tasks
almost instantly. Under other conditions, driver needs not only to see the object but also to
recognize it as a stationary or slow moving object against the background of the roadway and
other objects such as walls, fences, trees, poles or bridges. Such determinations take time and the
amount of time needed varies considerably with the distance to the object, visual acuity of the
driver, natural rapidity with which the driver reacts, atmospheric visibility, type and condition of
the roadway and nature of the obstacle. Vehicle speed and roadway environment also influence
reaction time. Normally, a driver traveling at or near the design speed is more alert than one
traveling at a lesser speed. A driver on an urban street confronted by innumerable potential
conflicts with parked vehicles, driveways, and cross streets is likely to be more alert than the
same driver on a limited-access facility where such conditions are almost nonexistent. In a study,
the median reaction-time value for drivers was 0.66s, with 10 percent using 1.5s or longer. These
findings correlate with other studies in which alerted drivers were evaluated. Another study
found 0.64s as the average reaction time, while 5 percent of the drivers needed over 1s. In
another study, values of brake reaction time ranged from 0.4 to 1.7s. Ina study it is found that
when the event that prompted application of brakes was unexpected, drivers‟ response times
were found to increase by approximately 1sor more; some reaction times were greater than 1.5s.
On the other hand, minimum brake reaction times for drivers could thus be at least 1.64s, 0.64s
for alerted drivers plus1s for the unexpected event. Under some conditions, it was found that
some drivers took over 3.5s to respond. Because actual conditions on the roadway are generally
more complex than those of the studies, and because there is wide variation in driver reaction
times, it is evident that the criterion adopted for use should be greater than 1.64s. The brake
reaction time used in design should be long enough to include reaction times needed by nearly all

drivers under actual roadway conditions. Both recent research and studies documented in the
literature show that a 2.5s brake reaction time for stopping sight situations encompasses
capabilities of most drivers, including those of older drivers.
The recommended design criterion of 2.5s for brake reaction time exceeds the 90th percentileof
reaction time for all drivers.
A brake reaction time of 2.5s is considered adequate for conditions that are more complex than
simple conditions used in laboratory and road tests, but it is not adequate for most complex
conditions encountered in actual driving. The need for greater reaction time in most complex
conditions encountered on the roadway might not exceed 3.5s.
3.5.1.1.4 Breaking Distance
The approximate braking distance of a vehicle on a level roadway traveling at the design speed
of the roadway may be determined from the following equation:
Studies documented in the literature shows that most drivers decelerate at a rate greater than 4.5
m/s[14.8 ft /s2] when confronted with the need to stop for an unexpected object in the roadway.
Approximately90 percent of all drivers decelerate at rates greater than 3.4 m/s2 [11.2 ft/s2]. Such
decelerations are within the driver‟s capability to stay within his or her lane and maintain
steering control during the braking maneuver on wet surfaces. Therefore,3.4 m/s2 [11.2 ft /s2] (a
comfortable deceleration for most drivers) is recommended as the deceleration threshold for
determining stopping sight distance. Implicit in the choice of this deceleration threshold is the
assessment that most vehicle braking systems and the tire-pavement friction levels of most
roadways are capable of providing a deceleration rate of at least 3.4 m/s. The friction available
on most wet pavement surfaces and capabilities of most vehicle braking systems can provide
braking friction that exceeds this deceleration rate.
3.5.1.1.5 Design Values
The stopping sight distance is the sum of the distance traversed during brake reaction time and
the distance to bring the vehicle to a stop.

Use of longer stopping sight distances increases the margin for error for all drivers and in
particular, for those who operate at or near the design speed during wet pavement conditions.
3.5.1.2 HORIZONTAL ALIGNMENT
3.5.1.2.1 Theoretical Considerations
To achieve balance in roadway design, all geometric elements should, as far as economically and
practical, be designed to operate at a speed likely to be observed under normal conditions for that
roadway for a vast majority of vehicles. Generally, this can be achieved through use of design
speed as an overall factor of design control. The design of roadway curves should be based on an
appropriate relationship between design speed and curvature and on their joint relationships with
super elevation (roadway banking) and side friction. Although these relationships stem from the
laws of mechanics, the actual values for use in design depend on practical limits and factors
determined empirically. When a vehicle moves in a circular path, it undergoes a centripetal
acceleration that acts toward the center of curvature. This acceleration is sustained by a
component of the vehicle‟s weight related to the roadway super elevation, by the side friction
developed between the vehicle‟s tires and the pavement surface or by a combination of the two.
Centripetal acceleration is sometimes equated to centrifugal force. However, this is an imaginary
force that vehicle drivers believe is pushing them outward while cornering, when in fact they are
truly feeling the vehicle being accelerated in an inward direction. In horizontal curve design,
“lateral acceleration” is equivalent to “centripetal acceleration”; the term “lateral acceleration” is
used in this method as it is specifically applicable to geometric design.
3.5.1.2.2 General Considerations
From accumulated research and experience, limiting values for super elevation rate (emax) and
side friction demand (fmax) have been established for curve design. Using these established
limiting values in the basic curve formula permits determining a minimum curve radius for
various design speeds. Use of curves with radii larger than this minimum allows super elevation,
side friction or both to have values below their respective limits. The amount by which each

factor is below its respective limit is chosen to provide an equitable contribution of each factor
toward sustaining the resultant lateral acceleration.
3.5.1.3 CROSS SECTIONAL ELEMENTS:
3.5.1.3.1 GENERAL
Cross-section is a vital element of geometric design and the choice of cross-section is crucial to
obtaining a cost-effective solution to meet traffic needs. Most of our roads are built on
embankments and every extra meter of crest width adds considerably to the cost. Generally,
cross-section elements are:
Carriageway- The part of the road formation carrying moving vehicles which can be divided into
one or more traffic lanes.
Shoulder- The strip along the edge of the carriageway for use by stopped vehicles and often
NMVs and pedestrians.
3.5.1.3.2 Embankment side slopes
Carriageway and shoulder widths should be such so as to carry the traffic volume efficiently and
with consideration of safe movement of all traffic (vehicles and pedestrians). The carriageway
widths suggested in this Chapter have been selected after rigorous study of design manual and
practices in designing various types of pavements both in the country and abroad.
As mentioned earlier, the rural roadway network will be classified into three different areas
based on the number of commercial vehicles per day (CVD) moving in that area or roadway. The
selection of roadway width must also be based on this classification.
3.6 Rural Road’s Carriageway Width and Shoulder Width
The following Figure gives an overview of the various combinations of carriageway and
shoulder widths suggested for the design of LGED road pavements where there is little or no
movement of commercial vehicles (heavy vehicles such as large trucks).

Hat day And Non-Hat Day 12 hour Traffic Survey
Maximum Hourly Flow
Find Vehicular Percentages (%)
Find PCU Value for Coresponding Vehicles
Total PCU/hr = ∑ (Maximum Hourly Flow * Corresponding

Vehicale's Percentage (%) * Corresponding Vehicle's PCU Value)
Find Design year PCU/hr
Find Carriageway Width

(From Figure 3.2)
Figure 3.1 Flow chart for determining carriageway width for Medium and Light Traffic Areas

Local Government Engineering Draft Final Report on the Assessment of Road Design and
Department (LGED) Pavement Standards
Capacity vs Carriageway width

2500
2000
Capacity (PCU/hr)
1500
1000
PCU/hr Carriageway width
<400 3.7
401-1000 5.5
500 1001-1400 6.1
1401-1800 6.7
1801-2200 7.3
0
3 4 5 6 7 8
Carriageway width (m)
Figure 3.2 Relationship between roadway capacity and carriageway width

Table 3.3 Suggested Road Carriageway width for Medium and Light Traffic Area
Crest Width (m)

PCU/hr
Carriageway width (m) Shoulder width (m)
<400 3.7m 1.5+1.5= 3m (Earthen)
401-1000 5.5m 1.85+1.85= 3.7m (Earthen)
1001-1400 6.1m 1.85+1.85= 3.7m (Earthen)
1400-2800 6.7m 1.85+1.85= 3.7m (Earthen)
1800-2200 7.3m 1.85+1.85= 3.7m (HBB)
*Note: Minimum carriageway width not less than 3.4m and shoulder width not less than 1 m in case of unavoidable
circumstance.
3.7 Rural Roads in Heavy Traffic Area
Rural Roads in Heavy Traffic area are defined as the zone where movement of CVD is greater
than 500. The movement and frequency of such heavy vehicles on roads require that these roads
be made wider than the Rural roads in Light or Medium traffic area. Furthermore, selection of
cross-section widths should be based on CVD to cater for safe movements of larger vehicles
(large trucks, lorries, etc.) for these type of roads. The cross-section suggested for these type of
roads are given in Table 3.4.

Table 3.4 Suggested Road Carriageway width for Heavy Traffic Area
Cross-section (m)
CVD (Commercial Vehicles Per
Day)
Carriageway width (m) Shoulder width (m)
501-1000 7.3m 1.85+1.85= 3.7m (Paved)
>1000 11m 1.85+1.85= 3.7m (Paved)
3.8 Transition (Spiral) Curve
A transition curve is used to join a tangent with a simple circular curve or join two circular
curves of different radii. It essentially eases a vehicle‟s movement from a straight section to a
circular curve as well as improves aesthetic appearance of the road. The length of the transition
curve (as used in previous manual) is given by one of the two following equations, whichever
gives the larger value:
Where, L is the length of transition curve in meters;
V is the speed in km/h
R is the radius of the curve in meters
Q = 73 for flat country; 29 for hilly tracts
3.9 Super-Elevation
Super-elevation is providing a transverse slope by raising outer edge of the pavement with
respect to the inner edge to counteract the effect of centrifugal force and reduce tendency of the
vehicle to overturn and to skid laterally outwards. Super-elevation to be provided on a curve is

calculated from the following formula which is the same as that given in the previous design
manual of LGED:
Super-elevation in flat lands:
; max=1/15
Super-elevation in hill tracts:
Where E = super-elevation in meters per meter width of carriageway
V = design speed in km/h
R= radius of curvature in meters
In providing super-elevation, the following points should be considered:
 For conditions in Bangladesh (with consideration of loaded local traffic)

maximum super-elevation of 1 in 15 had been adopted in the previous design
manual of LGED to avoid side-slip of slow moving traffic.
 There are general two methods of applying super-elevation:
 Outer edge super-elevated and inner edge depressed
 Grade at inner edge retained and outer edge super-elevated
 Super-elevation where provided shall not be less than camber of the road
recommended for the particular road type to facilitate drainage
 Super-elevation should never be less than the camber appropriate to the type of
surface namely:
Bituminous carpeting surface 1 in 60
HBB 1 in 36 to 1 in 48
For a radius of 500 m or more and for design speed 40 km/h there is no need to provide
super-elevation.

3.10 Widening of Pavements at Horizontal Curves
At sharp horizontal curve, it is necessary to widen the carriageway to facilitate safe passage of
vehicles. It was suggested in the previous design manual and according to that the following
extra widths is recommended to be provided at horizontal curves:
Table 3.5 Extra width to pavement at Horizontal Curves
Single
Two Lane Roads
Lane Roads
Radius (m)
3.7m wide 5.5m wide 6.1m wide 6.7m wide 7.3m wide 11m Wide
30 2.00 2.75 2.25 2.00 1.50 6.60
31-60 1.50 2.00 1.50 1.50 0.60 6.20
61-100 1.25 1.25 0.60 0.60 Nil 3.50
101-300 1.00 0.60 Nil Nil Nil 2.15
301-600 0.50 Nil Nil Nil Nil 0.90
600-100 Nil Nil Nil Nil Nil 0.40
1000-1500 Nil Nil Nil Nil Nil 0.30
> 1500 Nil Nil Nil Nil Nil Nil

CHAPTER 04
PAVEMENT
DESIGN
STANDARDS

4.1 Introduction
The road structure may be divided into four major components, viz., land, earthwork, pavement
and cross drainage works. The pavement constitutes nearly one third to one half of the total cost
of the road. Therefore, careful consideration should be given to choice of pavement type and its
design. The factors that govern selection of the type of pavement are:
 Initial (construction) cost

 Availability of good materials locally
 Cost of maintenance or rehabilitation during service
 Technology of construction required and its availability
The options available are:
 Flexible pavement
 Cement concrete pavement
 Composite pavement with semi-rigid base and suitable bituminous surfacing
 Semi-rigid base with surfacing of inter connected concrete paving blocks
In Bangladesh most roads are flexible pavements. In case of rural roads, in view of the staged
development strategy and initial cost advantage, flexible pavement may be the appropriate
choice. Generally, choice of pavement will be guided by several other factors, such as
 Type and strength of soil along the alignment

 Availability of good aggregates
Based on the above guiding principles, the Engineer may choose to appropriately economize on
project cost without compromising quality.
Importance of pavement design, even for rural roads, cannot be overemphasized., While it
appears that rural roads will not have traffic intensity or axle loads as compared to higher
categories of roads, even a small number of commercial vehicles (or tractor –trolley) with heavy
axle loads, may cause damage to an under-designed pavement.

Any design using conventional, marginal or re-cycle material must follow a well thought out
standard procedure based on material property, background study, and traffic and design life.
There are many associated factors e.g. rainfall, flood levels etc. that also need to be taken into
account for durable pavement design. In all designs, economy in the initial cost as well as in life
cycle cost, is crucial and essential. These aspects assume extra importance in case of rural roads.
4.2 Design Parameters
The current progression with road type, UNR (Union Road), UZR (Upazila Road), and VR
(Village Road) are expected to be overcome by adoption of approved design types. Suggested
design types will be based on existing traffic corridor and the subgrade CBR value.
4.2.1 Traffic
Deterioration of paved roads due to traffic results from both the magnitude of the individual
wheel loads and the number of load cycles. It is therefore necessary to consider not only the total
number of vehicles that will use the road but also the wheel loads (or, for convenience, the axle
loads) of these vehicles for structural design of the pavements. The loads imposed by private cars
are not significant for structural damage. Private cars and similar sized vehicles are usually
ignored and only the total number and axle loading of heavy vehicles that will use the road
during its design life are considered. Motor Vehicles Ordinance, 1983 defines vehicles having
unloaded weight of 6577 kg or more as „heavy vehicles‟.
Number of commercial vehicles (CV) is solely considered in structural design. To obtain a

realistic estimate of design traffic, due consideration needs to be put on existing traffic and its
growth rate. In case of new construction, anticipated traffic, possible changes in the road network
and land use of the area served as well as the probable growth of traffic over its design life are to
be carefully accounted for. If adequate data is not available, 7.5% traffic growth rate may be
adopted.
4.2.2 Design Life
Design Life is usually defined as the number of years until first major reconstruction is
anticipated. For most road projects an economic analysis period of between 10 and 20 years from

the date of opening is appropriate. Choosing a pavement design life is same as analysis period.
The assumption simplifies economic appraisal by minimizing residual value, which is normally
difficult to estimate accurately. A pavement design life of 15 years also reduces the problem of
forecasting uncertain traffic trends for long periods into the future. Sufficient thickness is
necessary to prevent rutting failure due to high vertical subgrade pressure during design life. It is
considered appropriate that roads in rural areas should be designed for a design life of 10 years.
4.2.3 Axle Loading
Pavement designs are based on the forecast number of Equivalent Standard Axles (ESA‟s) that
will use the road over its life time. Data from motorized vehicles in Bangladesh is used to assess
typical axle loads for various types of vehicles. These, along with an assessment of traffic mix on
the road, are used to determine total ESA‟s over the design period. Increase in axel weight limit
in Bangladesh had already been taken account of in the calculation. The suggested designs
therefore show a logical progression of increasing pavement thickness with traffic volume.
The damage that vehicles do to a road depends strongly on the axle loads of the vehicles. For
pavement design purposes, the damaging power of axles is related to a „standard‟ axle of 8.2
tones using equivalence factors which have been derived from empirical studies [Highway
Research Board (1962), Paterson (1987)]. In order to determine the cumulative axle load damage
that a pavement will sustain during its design life, it is necessary to express the total number of
heavy vehicles that will use the road. The equivalence factors for different axle loads are given in
Table 4.1.
Table 4.1 Equivalence factors for different axel loads
Types Classification ESA Factor
7 Axle 3PM4T 44T 9.6
6 Axle 3PM3T 41T 9.6*
5 Axle 3PM2T 38T 9.6*
4 Axle 3PM2T 35T 9.6*

Types Classification ESA Factor
4 Axle 3PM2T 33T 9.6*
4 Axle 3PM2T 32T 9.6*
4 Axle 2R4 30T 9.6*
4 Axle 2R4 25T 9.6*
3 Axle 2PM1T 25T 4.8
3 Axle 2R3 22T 4.8
2 Axle 2R2 15T 4.62
Truck Medium(Two or Three Axle Rigid>3.5 Tonpayload) 4.62
Truck Medium(Two Axle Rigid>3.5 Tonpayload) 4.62
Bus Medium(>40 seats and >36 Feet Chasis) 1
Bus Mini(16-39 seats and <36 Feet Chasis 0.5
Bus Light(<16 seats) 0.5
Utility(Land rover/Jeep type vehicles) 0.5
Delivery Vehicle (Panel Van,Pickup Truck) 0.5
*For 7 Axle 3PM4T 44T, ESA factor has been computed to be 9.6 from different analyses namely SALT ESA
Factor, TDOT Simplified System, FHWA Factor and KTC Factor. But for other vehicles from 4 Axle 2R4 25T to 6
Axle 3PM3T 41T in Table-4.1, no ESA factor has been found. To be on safe side, ESA Factor value has been
proposed 9.6 as 7 Axle 3PM4T 44T.
Note: For local vehicle in different areas used as commercial vehicle the ESA factor be taken between 0.75 to 1.
4.3 Computation of Design Traffic
There will be three different area based on volume of daily commercial vehicular traffic (CVD),
heavy traffic area, medium traffic area and light traffic area. The design traffic is considered in
terms of the base traffic which is counted on the base year. Its computation involves estimates of
the initial volume of commercial vehicles per day. In case of rural roads, the commercial

vehicles will be trucks (small and big), buses and tractor-trolley. The computation of design
traffic will be different in three traffic area and it is described below:
4.3.1 Light Traffic Area
It is assumed that if the number of commercial vehicles per day in an area is less than 200, then
the road in that area will be considered as Light Traffic Area.
4.3.2 Medium Traffic Area
It is assumed that if the number of commercial vehicles per day in an area is more than 200 but
less than 500, the road in that area will be considered as Medium Traffic Area.
For structural design purpose traffic, the subgrade CBR value and environmental factors are to
be considered in Light Traffic Area and Medium Traffic Area only.
4.3.3 Heavy Traffic Area
It is assumed that if the numbers of commercial vehicles per day is greater than 500, the road in
that area will be considered as Heavy Traffic Area. Industrial activity is generally higher in these
areas. For structural design purpose, traffic, subgrade CBR value and environmental factors are
considered along with axle loads. Axle load will be the imperative parameter to consider in such
a scenario.
For the design of road pavement in Heavy Traffic Area an estimate must be made of the
cumulative number of heavy axle loads that the road pavement will be subjected to over its
design life. In this method cars, rickshaw and other light traffic may be ignored and only trucks
and other commercial vehicles are considered.
For single carriage way roads, the average truck and commercial vehicle flow in both directions
is considered for design purposes. For dual carriageways, where trucks may be more heavily
loaded in one direction than the other, pavement for each carriageway should be subject to a
separate design based on the forecast of commercial traffic for that carriageway (heaviest loaded
lane) or a design lane factor of 0.6 might be used.

Using the recorded number for commercial vehicle categories together with their equivalence
factors, estimates should be made of the current daily ESAs for the road. This should be
multiplied by 365 to obtain the annual ESAs for the road.
The traffic for the design life is computed as:
( )
Growth Factor =
Where
r = Annual Growth rate of commercial traffic
n= design life in years

A flow chart of cumulative ESA calculation for Heavy Traffic Area is given below:
Traffic Count
( Number of commercial vehicle/ heavy vehicles per day)
Choose Appropriate ESA factor for each vehicle
Estimate Annual ESA

Annual ESA = Number of CVPD * ESA Factor * 365
Design Period and Traffic Growth Rate

(if not mentioned use 10 years and 7.5%)
Cummulative ESAs= Annual ESA * Growth Factor (calculated

using formulla) * Design Lane Factor, 0.6
Figure 4.1 Flowchart for Cumulative ESA calculation

4.3.3.1 Worked out Example:
A traffic survey data has shown a road has 1250 commercial vehicle per day in both directions
with a growth rate of 7.5 percent per annum. The design life is 10 years. Determine the design
traffic in million ESAs.
No of
vehicles ESA Existing
No Types Classification Annual ESA
in both Factors ESA
direction
(1) (2) (3) (4) (5)=(3)*(4) (6)=(5)*365
1 7 Axle 3PM4T 44T 1 9.6 9.6 3504
2 6 Axle 3PM3T 41T 2 9.6 19.2 7008
3 5 Axle 3PM2T 38T 2 9.6 19.2 7008
4 4 Axle 3PM2T 35T 3 9.6 28.8 10512
5 4 Axle 3PM2T 33T 2 9.6 19.2 7008
6 4 Axle 3PM2T 32T 5 9.6 48 17520
7 4 Axle 2R4 30T 10 9.6 96 35040
8 4 Axle 2R4 25T 20 9.6 192 70080
9 3 Axle 2PM1T 25T 15 4.8 72 26280
10 3 Axle 2R3 22T 20 4.8 96 35040
11 2 Axle 2R2 15T 20 4.62 92.4 33726

No of
vehicles ESA Existing
No Types Classification Annual ESA
in both Factors ESA
direction
Truck Medium(Two or
12 Three Axle Rigid>3.5 260 4.62 1201.2 438438
Ton payload)
Truck Medium(Two
13 Axle Rigid>3.5 Ton 280 4.62 1293.6 472164
payload)
Bus Medium(>40 seats

14 60 1 60 21900
and >36 Feet Chassis)
Bus Mini(16-39 seats and

15 80 0.5 40 14600
<36 Feet Chassis
16 Bus Light(<16 seats) 110 0.5 55 20075
Utility(Land rover/Jeep
17 70 0.5 35 12775
type vehicles)
Delivery Vehicle (Panel

18 290 0.5 145 52925
Van, Pickup Truck)
Total Annual ESAs 1285603
The traffic for the design life is computed as follows:
Annual Growth rate of commercial traffic, r = 7.5%

Design life in years n = 10
( ) ( )
Growth Factor = = = 14.15
Cumulative ESAs = Total Annual ESA Growth Factor X Design Lane Factor
=1285603 14.15 X 0.6 = 10914769 = 10.9 million ESAs
Design Traffic = 10.9 million ESAs
4.4 Pavements Components

4.4.1 Subgrade
In rural roads, top of the cutting or embankment at the formation level shall be considered as
subgrade. The subgrade, whether in cut or in fill, should be well compacted to utilize its inherent
strength. Permanent deformation due to natural consolidation and additional compaction by
traffic shall be prevented. Subgrade soil provides an adequate support and stability for the road
pavement. It also ensures a good drainage of rain water percolating through the pavement.
4.4.2 Improved Subgrade
Improved Subgrade (ISG) is imported material (e.g. fine or coarse sand) that is often locally
unavailable. It is intended to act as a cushioning layer between weak sub-grades and the road
pavement layers. Improved subgrade layer is provided when the CBR value of subgrade soil is
too low. In that case an improved subgrade layer is provided as the subgrade soil is too weak to
bear the load. The thickness of ISG layer will depend on the CBR value of the subgrade soil. If
the sub-grade is of sufficient strength (i.e. CBR value) then an improved subgrade may not be
required. Typical value of CBR of ISG soil is greater than 8%. If the subgrade CBR value is 2%
to 3%, ISG should be provided but ISG could also be provided up to a CBR value 6%. Geo-jute
textile can be used in improved subgrade layer ( when subgrde CBR 2% and 3%) which will
significantly increases the strength of the soil.

4.4.3 Sub-base
Sub-base is a layer of selected material placed on the ISG. This is the secondary load spreading
layer underlying the base. Generally it consists of locally available, relatively low strength
inexpensive material. The principle function of the sub-base is to distribute the stresses over a
wide area of the improved subgrade imposed by traffic and to ensure that no improved subgrade
material intrude into the base coarse and vice versa. Under wet conditions, it has an important
role to play in protecting the subgrade from damage by construction traffic.
4.4.4 Base
This is the main load-spreading layer of the pavement. So, the base course materials should be of
good quality so as to withstand high stress concentrations which develop immediately under the
wearing surface. Since bituminous surfacing consists only of a thin wearing course, the upper
surface of the base must be sufficiently strong and true to profile to provide a good riding
surface.
4.4.5 Pavement Surface
This is the uppermost layer of the pavement and will normally consist of a bituminous surface
dressing or a layer of premixed bituminous material. Where premixed materials are laid in two
layers, these are known as the wearing courses and the base course (or binder course).
4.5 Pavement Thickness Design for Light Traffic Area and Medium Traffic
Area
For structural design purpose, the subgrade CBR value and environmental factors are to be
considered in Light Traffic Area and Medium Traffic Area. The process of pavement thickness
design for Light Traffic Area and Medium Traffic Area is given in flow chart below:

Light Traffic Area and Medium Traffic Area
Traffic Count
Determine CVD for Design
Determine Sub-grade CBR
Select Pavement Thickness based on CVD and Sub-grade

CBR
Figure 4.2 Flow chart for Pavement Design of Light Traffic Area and Medium Traffic Area

Pavement Thickness Design Chart for CVD Range (0 to 49)
Figure 4.3 Pavement thickness design for CVD range (0 to 49)






4.5.1 Workout Example
A pavement is to be designed for a subgrade CBR of 4 per cent, with an initial traffic of 200
motorized vehicles per day in both direction of which commercial vehicle is 110 CVD, with a
growth rate of 7.5 per cent per annum. The design life is 10 years. Determine the pavement
thickness.
Design Traffic = 110 CVD
Subgrade CBR = 4%
Improve Subgrade: 250 mm (Provide Jute Geo-Textile in 100 mm)
Sub-base: 200 mm
Base Course: 150 mm
Wearing Course: 40 mm
The designed cross-section of the pavement is shown in Fig. 4.5.
4.6 Pavement Thickness Design for Heavy Traffic Area
The process of pavement thickness design for Heavy Traffic Area is given in flow chart below:

Heavy Traffic Area
Traffic Count
Design period and Traffic Growth Rate
Determine Equivalent Single Axle (ESA)
Determine Sub-grade CBR
Determine Pavement layer Thickness from Design Charts
Figure 4.9 Flow chart for pavement design of Heavy Traffic Area

Thickness Design Table (CBR 2%)
Table 4.2 Pavement Thickness Design Table for Heavy Traffic Area
Traffic Asphalt Asphalt Base Base Sub-Base Improved

Wearing Course Course (mm) Course Course Subgrade
ESA (million)
(mm) (mm) (mm) (mm)
42.1 -55 50 175 250 460 350
32.1-42 50 165 250 460 350
24.1-32 50 155 250 450 350
19.1-24 50 145 250 375 350
15.1-19 50 140 250 355 350
10.6-15 50 125 240 345 350
8.1-10.5 50 115 240 345 350
5.6-8 40 95 225 340 350
4.1-5.5 40 70 215 380 300
2.5-4 40 65 215 370 300

Thickness Design Table (CBR 3%)
Traffic Asphalt Asphalt Base Base Sub-Base Improved

ESA (million)
(mm) (mm) (mm) (mm)
42.1 -55 50 155 250 380 300
32.1-42 50 150 250 380 300
24.1-32 50 145 250 380 300
19.1-24 50 140 250 315 300
15.1-19 50 135 250 310 300
10.6-15 50 115 240 300 300
8.1-10.5 50 110 240 300 300
5.6-8 40 90 225 300 300
4.1-5.5 40 60 215 300 250
2.5-4 40 55 215 300 250

Thickness Design Table (CBR 4%-6%)
Traffic Asphalt Asphalt Base Base Sub Base Improved

ESA (million)
(mm) (mm) (mm) (mm)
42.1 -55 50 150 250 330 300
32.1-42 50 145 250 325 300
24.1-32 50 135 250 320 300
19.1-24 50 135 250 300 300
15.1-19 50 130 250 300 300
10.6-15 50 110 240 280 300
8.1-10.5 50 100 240 280 250
5.6-8 40 85 225 280 250
4.1-5.5 40 60 215 275 200
2.5-4 40 55 215 270 200

Thickness Design Table (CBR 7%-12%)

ESA (million)
(mm) (mm) (mm) (mm)
42.1 -55 50 125 250 250
32.1-42 50 120 250 250
24.1-32 50 115 250 250
19.1-24 50 110 250 230
15.1-19 50 105 250 220

No ISG
10.6-15 50 100 240 220
8.1-10.5 50 90 240 210
5.6-8 40 75 225 210
4.1-5.5 40 50 215 205
2.5-4 40 50 200 200

Thickness Design Table (CBR > 12%)

ESA (million)
(mm) (mm) (mm) (mm)
42.1 -55 50 115 250 200
32.1-42 50 110 250 200
24.1-32 50 110 250 175
19.1-24 50 105 250 150
15.1-19 50 100 250 150

No ISG
10.6-15 50 95 225 150
8.1-10.5 50 85 225 150
5.6-8 40 70 200 150
4.1-5.5 40 50 175 150
2.5-4 40 50 150 150

Figure 4.10 Pavement Thickness Design Templates for Heavy Traffic Area (CBR 2%)

Figure 4.11 Pavement Thickness Design Templates for Heavy Traffic Area (CBR 3%)

Figure 4.12 Pavement Thickness Design Templates for Heavy Traffic Area (CBR 4% -6%)

Figure 4.13 Pavement Thickness Design Templates for Heavy Traffic Area (CBR 7% - 12%)

Figure 4.14 Pavement Thickness Design Templates for Heavy Traffic Area (CBR > 12%)

4.6.1 Workout Example:
A pavement is to be designed for a subgrade CBR of 5 per cent, with an initial traffic of 3000
motorized vehicles per day in both direction of which commercial vehicle is 1250 CVD, with a
growth rate of 7.5 per cent per annum. The design life is 10 years. From Section 4.3.3.1 it was
found that the Design Traffic in million ESA of 1250 CVD is 10.9 million ESA. Determine the
pavement thickness.
Design Traffic = 10.9 million ESA
Subgrade CBR = 5%
The designed thickness of the pavement is shown in Table. 4.4
Improve Subgrade: 300 mm
Sub-base: 280 mm
Base Course: 240 mm
Asphalt Base Course: 110 mm
Asphalt Wearing Course: 50mm

4.7 Rigid Pavement

Rigid pavements are recommended for haor area (as submersible pavement) , hat-bazar-growth centre and the water logged
area. Design templates of Rigid pavement for various scenarios have been included in this report. (Appendix - A)

CHAPTER 05
ROAD DRAINAGE
AND SIDE SLOPE
PROTECTION

5.1 Road Drainage

The drainage of the road surface, road pavement layers and subgrade is one of the most
important aspects of road construction. A well-drained road will have a far greater life than a
poorly drained road and additional expenditure on drainage will always be recovered in terms of
longer life and reduced maintenance. Many road failures may be attributed to poor drainage.
5.1.1 Drainage of the Road Surface

The road surface should always be designed to shed water as quickly as possible during rain.
Standing water is a serious hazard to traffic and will eventually soak through the surfacing into
the pavement and subgrade layers.
The first step in good surface drainage is to provide impermeable surfacing material. However,
the best surfacing materials will eventually become permeable unless maintenance is of the
highest standard and it would be unwise to assume that water will never enter the pavement
layers during the life of the road.
Having provided an impermeable surfacing material, care should be taken this is laid to the
correct cambers and falls and there are no low spots on the finished surface.
On rural roads it is very simple matter to remove surface water by proper construction and
maintenance of the shoulders. Unpaved shoulders should always be at a steeper camber
(generally 5%) than the pavement and there should be a small step, 25-38 mm between the
pavement and the shoulder (See Figure 5.1). This step should always be maintained during
routine clearing operations. It is generally desirable to allow grass on the shoulders but excessive
vegetation may prevent proper drainage and should be periodically trimmed. Care should also be
taken to prevent tree roots growing under the pavement.
On rural roads in cuttings a side ditch is required and this should be a minimum of 1 meter deep.
It is essential to keep this ditch clean and open at all times and any access roads crossing the
ditch must be provided with culvert pipes.

Figure 5.1 Surface Water Drainage
5.1.2 Drainage of Pavement and Subgrade Layers

To prevent rapid deterioration of pavement layers and to maintain the subgrade at or above the
design strength, it is essential that any water entering the pavement layers is allowed to drain
away as quickly as possible. Standing water in the pavement layers will not only cause a
reduction in strength of the pavement materials but under the action of traffic loads the high
pore- water pressures developed will quickly lead to disintegration of the surfacing.
On rural areas the pavement may easily be drained by providing a drainage channel at 5m
intervals both sides in the subgrade. Typical arrangements of this are shown in Figure 5.2. The
drainage material must be of a size to allow passage of the water but not too large to allow fines
to be washed from the pavement; materials of fine gravel and sand sizes are generally the most
suitable. A fabric separator between the drain and the pavement/shoulder materials can be used
to prevent fine soils washing out of the drain. It must be ensured that subsequent work on the
embankment side slopes does not result in the sealing of the drainage layer.

Figure 5.2 Sub-Grade Drainage
5.1.2.1 Materials of Drainage of Pavement and Subgrade Layers

The material for backfilling of subgrade drains shall be clean free draining sand and
gravel, free from any vegetable matter, soft particles, silt or clay.

The grading requirement of the drain backfill material shall conform to that shown in
Table 5.1.
Table 5.1 Grading Requirements of the Drain Backfill Materials
% passing by weight
Sieve size
Min - Max
10 mm 100
5 mm 80-100
2.4 mm 65-95
1.2 mm 50-80
0.6 mm 25-50
0.3 mm 10-20
0.15 mm 0-10
0.075 mm 0-2
The separator material shall consist of suitable woven rot proof fabric, Jute geo-textile
membrane or perforated heavy duty polythene sheeting. The separator shall be of adequate
strength to protect the drainage material from contamination during construction of the
pavement and shoulder and shall allow the free passage of water whilst preventing the
contamination of drainage backfilling material with fine soil particles.
5.1.2.2 Specification for Fabric Separators (Jute Geo-textiles)
As per BDS 1909:2016 requirements for Woven Jute Geo-textiles for Rural Road Construction
Work is given below:

Table 5.2 Requirements for Woven Jute Geo-textiles (For Rural Road Construction
work)
Requirements
SL. No. Characteristics Method of test
RRC-2
1 Construction Double Warp Plain Weave Visual observation
2 Ends (dm) ≥94 BDS ISO 7211-2
3 Picks (dm) ≥39 BDS ISO 7211-2
4 Width (m) ≥1.0 BDS ISO 22198
5 Mass per unit area(gsm) 724±10% BDS ISO 9864
Thickness (mm) under 2kPa

6 2.0±10% BDS ISO 9863-1
pressure
7 AOS (O95) (µm) ≤300 BDS ISO 12956
8 Vertical Permeability (m/sec) ≥2.0×10-3 BDS ISO 11058
Horizontal Permeability
9 ≥6.0×10-3 BDS ISO 12958
(m/sec)
Grab Tensile Strength (N)
a) Machine direction ≥925

10 BDS ISO 13934-1
b) Cross machine
≥425
Direction
11 Grab Tensile Elongation (%) BDS ISO 13934-1

Requirements
SL. No. Characteristics Method of test
RRC-2
a) Machine direction ≤35
b) Cross machine
≤40
Direction
12 CBR Puncture Resistance (N) ≥2150 BDS ISO 12236
Wide Width Tensile Strength (kN/m)
a) Machine direction ≥25

13 BDS ISO 10319
b) Cross machine
≥10
Direction
Wide Width Elongation (%)
a) Machine direction ≤15

14 BDS ISO 10319
b) Cross machine
≤12
Direction

5.2 Side Slope Protection Method
(See Appendix - B)

CHAPTER 06
ROAD MATERIALS
IN LIGHT AND
MEDIUM
TRAFFIC AREA

6.1 EMBANKMENT
All fill materials shall be free from roots, sods and other deleterious material.
Materials for embankments shall be from sources which the Contractor shall propose and which
shall be approved by the Engineer. Approval shall normally be given to the use of material
which, when compacted to 98% of maximum dry density determined in accordance with
Modified Proctor Test, has a 4 day soaked CBR value of not less than 2%.
 Liquid limit of soil fraction passing 0.425 mm sieve shall not exceed 50%
 Plasticity index of soil fraction passing 0.425 mm sieve shall not exceed 20%.
6.2 SUBGRADE
All subgrade material shall be from sources, which the contractor shall propose and
which shall be approved by the Engineer. The material shall be free from roots, sods and other
deleterious material and when compacted to 95% of maximum dry density (MDD)
determined in accordance with Modified Proctor Test, shall have a 4 day soaked CBR value of
not less than 2%.
Subgrade material shall satisfy the following criteria:
 Liquid limit of soil fraction passing 0.425 mm sieve not to exceed 50%
 Plasticity index of soil fraction passing 0.425 mm sieve not to exceed 15%. Any
subgrade material in cut or existing old embankment, which is found to be
unsuitable, shall be removed and replaced as directed by the Engineer.
 The soil should not exceed dynamic cone penetration rate of 80 mm/blow.
6.3 IMPROVED SUBGRADE
Material shall be a natural or artificial mixture of sand or other mineral aggregates, free from
vegetable matter, soft particles, clay and excess silt.
(a) Grading: The grading (wash method) shall conform to one of the gradings shown in
Table 6.1 and Table 6.2.
(b) Plasticity: Plasticity index of soil fraction passing 0.425 mm sieve shall not exceed 6%

(c) CBR: The material shall have a soaked CBR value not less than 8% when compacted to
98% of maximum dry density, as determined by BS Vibrating Hammer compaction. [BS
1377]
(d) DCP: The soil should not exceed dynamic cone penetration rate of 22 mm/blow.
Table 6.1 Grading Requirements of Improve Subgrade materials
Fineness Modulus 0.8-1.0
Sieve Size (mm) %Passing by Weight
1.2 100
0.6 95-100
0.3 70-90
0.15 15-40
Table 6.2 Grading Requirements of Improved Subgrade materials with Jute Geo-Textile
Fineness Modulus 0.5-0.8
0.6 100
0.3 80-95
0.15 30-60

6.3.1. Specification for Jute Geo-textiles
Work is given in Table 5.2.
6.4 SUB-BASE
The Contractor shall submit results of material tests on the proposed sub-base material to the
Engineer for his approval at least seven days in advance of its use. Fresh approval shall be
required when the material is changed.
The sub-base shall consist of AS (Aggregate and Sand), a homogeneous mixture of crushed
brick aggregates and local sand, and/or natural or artificial mixture of sand, free from vegetable
matter, soft particles, clay and excess silt. Natural and artificial materials may be mixed
together provided they fully conform to requirements of the Specification and proportions are
approved by the Engineer in writing. The portion of sand in the mix shall not be more than 50
percent. The FM of sand shall not be less than 0.8.
The material for sub-base shall conform to the requirements as given below:
(a) Grading: The grading (washed method) shall conform to grading envelopes shown in
Table 6.3.and as specified in the contract; in case the grading is not specified in the
contract, it shall be as instructed by the Engineer.
(b) CBR: The material shall have a 4 day soaked CBR value not less than 30% when
compacted to 95% of maximum dry density as determined by BS Vibrating Hammer [BS
1377].
(c) Los Angeles Abrasion Value /Ten Percent Fines Value: Any material retained on the
10 mm sieve when sampled and tested shall have a Los Angeles Abrasion Value of not
greater than 40% and the Ten Percent Fines value shall not be less than 75 KN.
(d) Water Absorption: Water absorption shall not exceed 18%
(e) Plasticity: The fraction passing the 425 micron sieves hall have a liquid limit not greater
than 25 and a plasticity index not greater than 6

Table 6.3 Grading Requirements for Resultant Mixture of Sub-base Materials
Sieve Size %Passing by Weight
38 mm 100
20 mm 55-95
10 mm 35-75
4.8 mm 25-60
2.4 mm 15-50
600 micron 10-35
300 micron 10-25
75 micron 5-15
(f) DCP: The soil should not exceed dynamic cone penetration rate of 8 mm/blow.
6.5 AGGREGATE BASE
Crushed aggregate shall consist of hard durable particles or fragments of rocks or gravel crushed
to the required size, and a filler of coarse sand (F.M. more than 1.5) or other finely divided
mineral matter. Use of brick chips is allowed in Light Traffic Area if it meets the Specifications
requirements. When the stone is produced from crushed rock, it shall be from a source approved
in writing by the Engineer, and crushed and screened to achieve the required grading. When
produced from gravel, not less than 90% by weight of the coarse aggregate shall be particles
having at least one fractured face and not less than 75% by weight of the coarse aggregate shall
be particles having at least two fractured faces and if necessary to meet this requirement
or to eliminate an excess of filler, the gravel shall be screened before crushing.
The material for base shall conform to the requirements given below:

(a) Grading. The grading shall conform to one of the grading envelopes shown in Table 6.4.
The material shall be well graded within the envelope with no excess or deficiency of any
size; the grading shall not vary from coarser side on one sieve to finer side on another
sieve within the grading envelope. The fraction passing the 0.075 sieve shall be not
greater than one-third of the fraction passing 0.425 mm sieve.
(b) Plasticity: The fraction passing the 0.425 mm sieve shall have a plasticity index not
greater than 6
(c) CBR: The material shall have a minimum soaked CBR value of 80% at a compaction of
98% of the maximum dry density as determined by BS Vibrating Hammer [BS 1377].
(d) Los Angeles Abrasion Value (LAAV)/Ten Percent Fine Value (TFV):
Material retained on 10 mm sieve when sampled and tested shall have a Los Angeles
Abrasion Value of not greater than 35% and the Ten Percent Fines value shall not be less
than 100 KN.
(e) DCP: The soil should not exceed dynamic cone penetration rate of 3 mm/blow.
(f) Water Absorption: Water absorption shall not exceed 16%.
Table 6.4 Grading Requirements for Base materials
38 mm 100
20 mm 60-80
10 mm 40-60
4.8 mm 25-45
2.4 mm 15-32
600 micron 10-20
75 micron 0-15

6.6 PRIME COAT
6.6.1 Bituminous Materials
Bituminous prime coat material shall be cut back bitumen, conforming to the requirements of
ASTM/AASHTO.
Cut back bitumen may be prepared by cutting back 60/70 penetration grade straight run bitumen
with kerosene/diesel in the ratio of 100 parts by volume of bitumen to 40-60 parts by volume of
kerosene depending on the porosity of the surface and will be decided by field trials or as
directed by the Engineer. The correct amount is the quantity that is completely absorbed within
24 hours. The spraying temperature of the cutback bitumen shall be 100 to 120 .
6.6.2 Blotting Material
Blotting material shall be clean, dry, free-flowing sand not containing any cohesive materials or
organic matter. Not more than 10 percent of the sand shall be finer than the 75-micron sieve.
6.7 TACK COAT
Bituminous tack coat material shall be 60/70 preferably penetration grade straight run bitumen
complying with the requirements of ASTM / AASHTO.
6.8 Asphalt Wearing course
Bituminous material shall be 60/70 penetration grade straight run bitumen complying with the
requirement of ASTM / AASHTO.

Table 6.5 Requirements for Penetration Grade Bitumen
Requirements for Penetration Grade Bitumen
Bituminous Material 60/70 penetration grade
Ratio of total material passing 0.075 mm sieve to

0.6 to 1.2
effective bitumen
Softening Point R&B 48 to 56
Flash point Minimum 250
Ductility at 25 Minimum 100 cm
Specific Gravity 1.010 to 1.050
Bitumen shall conform to the requirements (for the appropriate grade) given in Table-6.5
6.8.2 Coarse Mineral Aggregate
The portion of the aggregate retained on the 4.75 mm sieve shall be known as coarse aggregate
and shall be crushed stone or crushed gravel. Only one source of coarse aggregate shall be used
except by written permission from the Engineer.
Crushed stone and crushed gravel shall consist of clean, tough, durable material free from
coherent coatings, decomposed stone, soft particles, organic matter, shale, clay and any other
substances, which in the opinion of the Engineer may be deleterious to the mixture. Coarse
aggregate shall meet the requirements shown in Table 6.6.

Table 6.6 Requirements for Coarse Aggregate
S. No. Name of Test Value
Los Angeles Abrasion Value

1 Less than 30%
(LAAV)
2 Water Absorption Not more than 2%
Loss in weight (after 5 cycles) with Sodium

3 Soundness
Sulphate solution- not more than 10%
4 Coating & Stripping Test Min. 95% retained coating
5 Flakiness Index Less than 30%
6.8.3 Fine Mineral Aggregate
The portion of the aggregate passing 4.75 mm sieve shall be known as fine mineral aggregate
and shall consist of natural sand, stone screenings, or a combination of both. Stone
screenings shall be produced from stone, meeting the requirements for coarse mineral
aggregate in Section 6.8.2. Fine aggregate shall be composed of clean, hard durable
particles, rough surfaced and angular, free from vegetable matter, soft particles, clay balls or
other objectionable material.
The PI for material passing the 0.425 mm sieve shall be less than 4. Minimum Sand Equivalent
of material passing 4.75 mm sieve shall be 50.
When the fine aggregate is tested for soundness, the loss in weight after 5 cycles with sodium
Sulphate shall not exceed 15%.
Approval of sources of supply of aggregate shall be obtained from the Engineer prior to delivery
of the material. Samples and test results shall be submitted for approval of the Engineer at least
14 days in advance of its use.

6.8.4 Mineral Filler
Mineral filler where required shall consist of limestone dust, dolomite dust, or similar rock
dust, Portland cement, hydrated lime, silica cement or other mineral matter from sources
approved by the Engineer. It shall be non-plastic and free from foreign or other objectionable
material. It shall be dry and free from lumps and when tested by means of laboratory sieves shall
meet the following grading requirements:
Sieve Percentage by Weight
Size
0.600 mm 100
0.150 mm 95 - 100
0.075 mm 65 - 100
Mineral filler shall be considered to include mineral dust naturally present in the bitumen.
Approval of sources of supply of mineral filler shall be obtained from the Engineer prior to
delivery of the material. Samples and test results shall be submitted for approval of the Engineer
at least 14 days in advance of its use.
6.8.5 General Composition of the Mixture
The mixture shall consist of mineral aggregate added with 2% hydrated lime powder or Portland
cement filler complying with section 6.8.4 of these Specifications. The mixture, if needed, shall
be coated with bitumen with materials complying with Section 6.8.2 of these
Specifications and with requirements shown in Table 6.7. The mixture shall not contain more
than 15% of natural sand by weight of total aggregate.
The ratio of total material passing the 0.075 mm sieve to effective bitumen content shall be
within the range of 0.6 to 1.2.

Table 6.7 Grading Requirements for the Mixture
25 100
20 100
12.5 75-100
10 60-80
5 40-60
2.4 20-35
0.6 10-20
0.075 2-8
5.5% 0.3%
Bitumen content % by weight of total mix
(5.2%-5.8%)
In addition to meeting requirements of the job-mix formula, laboratory samples shall be

prepared according to standard Marshall Methods using 50 blows per face. The sample shall be
of approved material to the gradation and bitumen content stated and shall have the following
characteristics.
 Marshall Stability at 60 not less than 350 kg.

 Marshall Flow not less than 2 mm and not more than 4.5 mm.
 Air voids in Total Mix, 3 - 5%
 Voids in Mineral aggregate, 15-20%
 Voids filled with Asphalt, 70 - 80%

The bituminous mix for wearing course, when subjected to Water Sensitivity Test as per
AASHTO-T283, shall undergo loss in strength not exceeding 20% of the original mix. This test
shall be carried out at the time of mix design and subsequently as and when required by the
Engineer.
6.9 SEAL COAT
The Thickness of the premix bituminous seal coat shall be 12 mm.
6.9.1. Bituminous Material
Bituminous material shall be of 60/70 penetration grade straight run bitumen complying with the
requirements of ASTM/AASHTO.
6.9.2. Aggregate
The course aggregates shall consist of 10mm downgraded stone chips free from any organic
matter, clay and other objectionable matter.
Where required to achieve the specified grading, the aggregate shall be mixed with natural sand.
Sand shall be non-plastic, clean and free from any deleterious substances. The F.M of sand for
the sealing premix shall be between 2.00 and 2.80. The F.M of sand to be spread over the seal
coat, as blotting material, shall be between 0.80 and 1.00

6.9.3. Overall Aggregate Grading
Table 6.8 Grading Requirements for Bituminous Seal Coat
10 mm 100
6.3 mm 80-100
4.75 mm 70-95
2.4 mm 20-50
600 micron 5-15
75 micron 2-10
The mix of the aggregates and sand combined shall comply with the given grading. in Table 6.8.
6.10 SHOULDERS
6.10.1.HBB Hard Shoulder
6.10.1.1 Single Layer Brick Flat Soling
The materials shall consist of First Class or Picked Jhama Bricks, which meet the requirements
of Section 6.10.3 of these Specifications
6.10.1.2 Herringbone Bond Brick (HBB)
The materials shall consist of First Class or Picked Jhama Bricks, which meet the requirements
of Section 6.10.3 of these Specifications.
6.10.2.Earthen Shoulder
The material used shall meet the same requirements as mention in Sections 6.1.

6.10.3.Brick on End Edging
The materials shall consist of First Class or Picked Jhama Bricks that should meet the
requirements given below. First Class Bricks shall be made from good brick earth free from
saline deposits, and shall be sand molded. They shall be thoroughly burnt by coal without being
vitrified, of uniform and good color shall be regular and uniform in size, shape and texture with
sharp square edges and parallel faces. They must be homogeneous in texture and emit a clear
metallic ringing sound when struck one against the other. They shall be free from flaws, cracks,
chips, stones, modules of lime or canker and other blemishes. A first Class Brick shall not
absorb more than 16% of its weight of water after being soaked for one hour, and shall show no
sign of efflorescence on drying.
Picked Jhama bricks are those that are so over-burnt as to become vitrified. Those bricks may
be broken and used for aggregate in road works provided the vitrified mass has not become
porous or spongy as a result of over-burning and the aggregate satisfies the requirements of those
Specifications.
First Class Bricks should have the following dimensions after burning: 240mm x 115mm x
70mm (+5mm). Picked Jhama Bricks may have dimensions slightly below those for other brick
but not less than 235mm x 110mm x 65mm. The unit weight of First Class Bricks shall not be
less than 1100 kg per m3 and the unit weight of picked Jhama Bricks shall not be less than 1200
kg per m3. The crushing strength of bricks shall be tested and the average crushing strength of
bricks shall not be less than 17 N/mm2, but not less than 14 N/mm2 in individual case.
6.11 Climatic and Environmental Consideration
The different elements of climate are temperature, precipitation and air humidity. Therefore,
materials to be selected for rural road construction need careful consideration in relation to
climate conditions.
6.11.1.Rainfall and Temperature Variation
The major elements which affect or modify specifications of materials are rainfall and
temperature variation. The temperature and rainfall data was used from Bangladesh

Meteorological Department (BMD), Dhaka. By analyzing different data of temperature and

rainfall found from Bangladesh Meteorological Department (BMD), Dhaka, Super pave
performance grade bitumen PG 64-10 is suggested to be used as binding materials.
The area where PG 64-10 bitumen is suggested to be used is mentioned in Table-6.9.
Table 6.9 PG 64-10 is recommended to be used in these areas
No. Stations in Climatic Divisions Recommendations
1 Teknaf
2 Srimangal
Highly Recommended
3 Patuakhali
4 Rangamati
5 Rajshahi
6 Sylhet
7 Cox‟s Bazar
Recommended
8 Maijdee Court
9 Jessore
10 Iswardi
6.11.2. Super pave Bitumen Specification
Specifications for PG 64-10 are given in Table-6.10.

Table 6.10 Performance Graded Asphalt Binder Specification for PG 64-10
Performance Grade PG 64-10
Average 7-day Maximum Pavement Design

<64
Temperature, °C
Minimum Pavement Design Temperature, °C >-10
Original Binder
Flash Point Temperature,T48: Minimum °C 230
Viscosity, ASTM D4402: Maximum, 3 Pas Test

135
Temperature, °C
Dynamic Shear, TP5: G*/sinδ , Minimum. 1.00

64
kPa Test Temperature @ 10 rad/s, °C
Rolling Thin Film Oven (T240) or Thin Film Oven Residue (T179)
Mass Loss, maximum, percent 1.00
Dynamic Shear, TP5: G*/sinδ , Minimum. 1.00

64
Pressure Aging Vessel Residue
PAV Aging Temperature, °C 100
Dynamic Shear, TP5: G*/sinδ , Minimum. 5000

31
Physical Hardening Report

Creep Stiffness, TP1: S, Maximum, 300 MPa.

0
M-value, Minimum, 0.300 Test Temp @ 60s, °C
Direct Tension, TP3: Failure Strain, Minimum,

0
1.0% Test Temp @1.0 mm/min, °C
6.11.3.PG Test and Specifications
The PG system measures the physical properties of binders through tests that are intended to be
directly related to field performance by engineering principles. These tests are conducted under
the temperature extremes a pavement experiences to simulate the three critical stage of a binder‟s
life, namely:
 First stage – transportation, storage and handling prior to mixing with aggregate
 Second stage – after mixing production and construction (RTFO treatment is used to
approximate this stage of short-term ageing.
 Third stage – binder ageing on the road (the pressure ageing vessel (PAV) is used to
simulate long-term ageing of the binder.
Table-6.11 lists some of the test equipment, temperatures, performance related parameters and
ageing conditions of a binder.
Table 6.11 PG Graded criteria, tests, temperatures and ageing conditions
Performance Low Temperature Fatigue Rutting Construction/

Criteria Cracking Cracking Workability
Test Direct Bending Dynamic Shear Dynamic Shear Rotational

Tension Beam Rheometer Rheometer Viscometer
Test Rheometer (DSR) (DSR) (RV)
(BBR)
(DTT)

Purpose Measure Measure Measure binder stiffness and Measure binder

binder low elasticity properties at high and viscosity at
properties temperatur intermediate temperatures high
at low e stiffness (modulus, G*; phase angle, δ) temperatures
service and failure
temperatur properties
es
Temperature Minimum pavement Intermediate Average 7-day Mixing/compa

surface temperature pavement maximum ction
temperature pavement temperature
temperature
Ageing Short-term (RTFO) plus long-term ageing No ageing and No ageing

Condition (PAV) short-term
ageing (RTFO)

CHAPTER 07
ROAD MATERIALS
IN
HEAVY TRAFFIC
AREA

7.1 EMBANKMENT
The materials used shall meet the same requirements as mention in Section 6.1.
7.2 SUBGRADE
7.3 IMPROVED SUBGRADE

7.3.1. Specification for Jute Geo-textiles
Work is given in Table 5.2.
7.4 SUB-BASE
The Contractor shall submit results of material tests on the proposed sub-base material to the
Engineer for his approval at least seven days in advance of its use. Fresh approval shall be
required when the material is changed.
The sub-base shall consist of AS (Aggregate and Sand), a homogeneous mixture of crushed
brick and local sand, which may be a or natural or artificial mixture, free from vegetable
matter, soft particles, clay and excess silt. Natural and artificial materials may be mixed
together provided they fully conform to requirements and specifications and proportions are
approved by the Engineer in writing. The portion of sand in the sand-crushed stone mix shall not
be more than 50 percent. The FM of sand shall not be less than 0.8.
The material for sub-base shall conform to the requirements as given below:
(a) Grading: The grading (wash method) shall conform to grading envelopes in Table 7.1.,
and/or as specified in the contract; in case the grading is not specified in the
contract, it shall be as instructed by the Engineer.
(b) CBR: The material shall have a 4 day soaked CBR value of not less than 30% when
compacted to 95% of maximum dry density as determined by BS Vibrating Hammer.

(c) Los Angeles Abrasion Value /Ten Percent Fines Value: Any material retained on the
10 mm sieve when sampled and tested shall have a Los Angeles Abrasion Value of not
greater than 40% and the ten percent fines value shall not be less than 75 KN.
(d) Water Absorption: Water absorption shall not exceed 18% by weight
Table 7.1 Grading Requirements for Resultant Mixture of Sub-base Material
Grading A
50 100
38 90-100
20 50-85
10 30-65
5 25-50
2.4 15-38
0.600 8-22
0.300 6-16
0.075 2-8
(e) Plasticity: Fraction passing the 425 micron sieve shall have a liquid limit not greater
than 25 and a plasticity index not greater than 6
(f) DCP: The soil should not exceed dynamic cone penetration rate of 8 mm/blow.
7.5 AGGREGATE BASE
Crushed aggregate shall consist of hard durable particles or fragments of rocks or gravel crushed
to the required size, and a filler of coarse sand (F.M. more than 1.5) or other finely divided

mineral matter. When the stone is produced from crushed rock, it shall be from a source
approved in writing by the Engineer, and crushed and screened to achieve the required grading.
When produced from gravel, not less than 90% by weight of the coarse aggregate shall be
particles having at least one fractured face and not less than 75% by weight of the coarse
aggregate shall be particles having at least two fractured faces and, if necessary to meet
this requirement or to eliminate an excess of filler, the gravel shall be screened before crushing.
The Contractor shall submit results of material tests on proposed aggregate base material
to the Engineer for his approval at least seven days in advance of its use. Fresh approval shall be
required when the material is changed or as per requirement of the Engineer.
The material for base shall conform to the requirements given below:
(a) Grading. The grading shall conform to one of the grading envelopes of Table-7.2. The
material shall be well graded within the envelope with no excess or deficiency of any
size. The grading shall not vary from coarser side on one sieve to finer side on another
sieve within the grading envelope. The fraction passing the 0.075 sieve shall be not
greater than one-third of the fraction passing 0.425 mm sieve.
(b) Plasticity: The fraction passing the 0.425 mm sieve shall have a plasticity index not
greater than 6.
(c) CBR: The material shall have a minimum soaked CBR value of 80% at a compaction of
98% of the maximum dry density as determined by BS Vibrating Hammer [BS 1377].
(d) Los Angeles Abrasion Value (LAAV)/Ten Percent Fine Value (TFV): Any material
retained on the 10 mm sieve when sampled and tested shall have a Los Angeles Abrasion
Value of not greater than 35% and the ten percent fines value shall not be less than 150
KN.
(e) DCP: The soil should not exceed dynamic cone penetration rate of 3 mm/blow.

Table 7.2 Grading Requirements for Base materials
50 100
38 90-100
20 50-85
10 30-65
5 25-50
2.4 15-38
0.600 8-22
0.300 6-16
0.075 2-8
7.6 PRIME COAT
7.7 TACK COAT
7.8 Asphalt Base course
Bitumen shall conform to the requirements (for the appropriate grade) given in Table-6.5.

The portion of aggregate retained on the 4.75 mm sieve shall be known as coarse aggregate and
shall be crushed stone or crushed gravel. Only one source of coarse aggregate shall be used
aggregate shall meet the requirements given in Table-6.6.
The portion of the aggregate passing 4.75 mm sieve shall be known as fine mineral aggregate,
screenings shall be produced from stone meeting requirements for coarse mineral
value of material passing 4.75 mm sieve shall be 50.
The materials used shall meet the same requirements as mention in Section 6.8.4.

Cement filler complying with section 7.8.4 of these Specifications. If needed, mixture should be
coated with bitumen with materials complying with Section 7.8.2 of these
Specifications as shown in Table-7.3. The mixture shall not contain more than 15% of natural
sand by weight of total aggregate.
within the range 0.6 to 1.2.
Table 7.3 Grading Requirements for Composition of the Mixture
%Passing by Weight
Sieve Size (mm)
Binder Course
25 100
20 90-100
10 55-82
5 35-57
2.4 20-40
0.600 10-26
0.075 3-7
Bitumen Content % by total weight mix 4.0-6.0

prepared according to standard Marshall Methods using 75 blows per face. The sample shall be

of approved material to the gradation and bitumen content stated and shall have the following
characteristics.

 Marshall Flow not less than 2 mm and not more than 4 mm.
AASHTO-T283, shall undergo loss in strength not exceeding 20% of the original mix. This test
Engineer.
7.9 Asphalt Wearing course
Bitumen shall conform to the requirements (for the appropriate grade) given in Table-6.5.
The portion of the aggregate retained on 4.75 mm sieve shall be known as coarse aggregate and
shall be crushed stone or crushed gravel. Only one source of coarse aggregate shall be used
aggregate shall meet the requirements given in Table-6.6 as follows.

The portion of the aggregate passing 4.75 mm sieve shall be known as fine mineral aggregate
screenings shall be produced from stone meeting requirements for coarse mineral
of material passing 4.75 mm sieve, shall be 50.
Cement filler complying with section 7.9.4 of these Specifications. The mixture, if needed, shall
be coated with bitumen with the materials complying with Section 4.9.2 of these
Specifications and as shown in Table-7.4. The mixture shall not contain more than 15% of
natural sand by weight of total aggregate.
within the range 0.6 to 1.2.

Table 7.4 Grading Requirements for Mixture
25 100
20 100
12.5 75-100
10 60-80
5 40-60
2.4 20-35
0.6 10-20
0.075 2-8
5.5% 0.3%
Bitumen content % by weight of total mix
(5.2%-5.8%)


prepared according to standard Marshall Method using 75 blows per face. The sample shall be of
approved material to the gradation and bitumen content stated and shall have the following
characteristics.

 Marshall Flow not less than 2 mm and not more than 4 mm.
AASHTO-T283, shall not undergo loss in strength exceeding 20% of the original mix. This test
Engineer.
7.10 SEAL COAT
7.11 SHOULDERS
7.11.1 Pavement Simile Hard Shoulder
The material shall be same as design pavement up to Base Course. Remaining thickness will be
filled with Base course Materials. Then asphalt wearing course will be provided.
7.12 Climatic and Environmental Consideration
The different elements of climate are temperature, precipitation and air humidity. Therefore,
materials to be selected for rural road construction need careful consideration in relation to
climate conditions.

7.12.1 Rainfall and Temperature Variation
The major elements which affect or modify specifications of materials are rainfall and
temperature variation. The temperature and rainfall data was used from Bangladesh
Meteorological Department (BMD), Dhaka. By analyzing different data of temperature and
rainfall found from Bangladesh Meteorological Department (BMD), Dhaka, Super pave
performance grade bitumen PG 64-10 is suggested to be used as binding materials.
The area where PG 64-10 bitumen is suggested to be used is in Table-6.9.
7.12.2 Super pave Bitumen Specification
7.12.3 PG Test and Specifications
The specifications shall meet the same requirements as mention in Section 6.11.3.

CHAPTER 08
RECYCLE
OPTIONS

8.1. Introduction
There are numerous factors that influence the useful life of a bituminous pavement viz. traffic
loading, the environment, drainage and quality of construction. Lack of timely maintenance can
cause cracking of bituminous surface which will then need to be removed prior to rehabilitation.
With increasing use of thick bituminous surfacing, particularly in developing countries like
Bangladesh, disposal of these surfacing is a waste of valuable natural resources and efforts need
to be made to re-use these materials as part of the reconstruction process.
Recycling of bituminous road-making materials has long been recognized to have potential to
conserve natural resources and to reduce energy used in production and transportation.
Furthermore, use of in-place recycling techniques speeds up construction time and therefore
apart from conserving resources such processes can have a beneficial effect on reducing
congestion times at roadwork or, alternatively, cost of constructing deviations.
8.2. Methods of Bituminous Surface Recycling
Various studies show that there are primarily three ways in which bituminous surfacing
materials, or millings, are primarily recycled. They are used as follows:
 After crushing as Granular Materials for fill materials or

 Lower pavement layers or
 They are re-used in some form of bituminous material either by Cold Mix or Hot
Mix recycling.
These processes can be carried out either in-place, where processing takes place without
transporting the Reclaimed Asphalt Pavement (RAP), or at a central plant, to which the
excavated RAP is taken for treatment.
8.3. Use of Recycled Bituminous materials as Granular materials
Recycled old asphalt can be simply used as a granular material for use in road pavement layers
or shoulder application. The granular material may be produced from existing bituminous-bound
pavement layers either as asphalt millings, crushed asphalt or granulated asphalt.

8.3.1. Asphalt Millings
Asphalt millings are obtained by planning the existing road in a layer by layer fashion using a
mobile plant. The resultant millings, particularly from a single source are typically consistent in
their lump-size distribution and their composition. They therefore are normally used as granular
material as won or with minimum screening to remove over-size material.
8.3.2. Crushed Asphalt
Crushed asphalt is obtained by either crushing rejected hot-mix materials from road sites or
waste production mixes of bituminous mixtures. The crushed asphalt can be produced by a
variety of crushers and crushing configurations. The most commonly used are horizontal impact
crushers, hammer mill impact crushers and jaw/roll combination crushers.
In horizontal impact crushers the reclaimed asphalt is crushed as result of impact with breaking
bars and striker plate. The gradation of the product may be controlled by variations in the speed
of the rotor and the distance between the striker plate and the breaking bar. Hammer mill impact
crushers are similar to horizontal impact crushers except that the breaking bars pivot on a rotor
creating a swing hammer action. The combination jaw/roll crusher was not designed for
processing reclaimed asphalt and pan caking of the material is commonplace on warm days. The
jaw crusher takes the slab of asphalt down to size that is appropriate for passing through the
roller crusher. Typically these combination machines have re-circulating conveyors to recycle
the oversized material back to the roller crusher until the required lump size distribution is
achieved.
8.3.3. Granulated Asphalt
Granulated asphalt is produced by processing through a specialized plant, known as a granulator

or through milling/grinding reduction units. During processing in a granulator the reclaimed
bituminous material is initially forced through a grid to limit the maximum size of the material. It
is then fed to a second stage where it is pressed against parallel, contra- rotating shafts fitted with
teeth and reduced to a well graded material. Milling/grinding reduction units have milling
machine type heads installed in the discharge area of a storage bin. Neither granulators nor

reduction units are crushers and are not designed to reduce the stone size within the reclaimed
asphalt but rather to break the bitumen asphalt bond.
8.3.4. Stockpiling Granular/Bituminous materials
Planed, crushed or granulated asphalt that is destined to be used as a granular material is stock-
piled in a different way from that of material that is to be recycled into a new hot mix.
Granular/bituminous materials have water added during the processing and at regular intervals
during stock piling in order to retard the adhesion and agglomeration of particles, particularly of
the outer surfaces of the stock-pile, during warm periods. The addition of water also aids
compaction of these materials on site.
8.4. Cold Mix Recycling Of Bituminous Materials
Cold mix recycling can be carried out in-place or off-site at a central plant. The removal of the
RAP can be done at partial or full depth of the asphalt pavement. The benefits for cold recycling
are:-
 Structural improvements may be achieved without changes in vertical geometry

 The possibility of reflection cracking can be eliminated, provided the depth of
recycling is adequate
 Pavement profile and cross-section can be improved
 Only thin overlays or chip seals are required to surface recycled material
 It is environmentally desirable as aggregate and bitumen are preserved, air quality
problems are minimized and energy requirements are low.
However the most common problems identified are:-
 Construction variations are larger than for plant operations

 Curing is required for strength gain
 Strength gain and construction are susceptible to climatic conditions
 Traffic disruption can be greater compared to other methods
 Placement of a wearing course or seal is necessary.

8.4.1. Partial depth in situ recycling
Partial depth in-place recycling is a rehabilitation technique that re-uses a portion of the existing
asphalt surfacing usually to depth of 50-100mm. This process is used to reshape, rejuvenate and
restore skid resistance to cracked, rutted, and potholed surfaces by reusing 100 per cent of the
existing pavement.
One such long established process called Retread scarifies the existing surface using a harrow to
a depth of about 75mm. Repeated harrowing reduces the lump size of the material to less than
75mm. Fresh aggregate may be added if required and incorporated into the recycled material by
further harrowing. A bitumen emulsion is then added, in one or two applications, and mixed with
the prepared material. After reshaping and re-profiling the surface is immediately rolled with
vibration. After a period of time which will depend on climatic conditions and traffic the
retreaded surface is surface dressed.
The process produces an open graded bitumen rich material which has low stability and rut
resistance and should therefore be limited to lightly trafficked roads. It provides no structural
improvement to the pavement directly, but indirectly it will improve the lower layers by
waterproofing the pavement.
8.4.2. Full depth in-situ recycling
Full depth cold in-situ recycling is a rehabilitation technique in which the bituminous surfacing
and predetermined portions of the road base material are uniformly pulverized using specialized
rotovators capable of operating to depths of 100-300mm. The resultant pulverized material can
be stabilized in-place at ambient temperatures with the addition of hydraulic and/or bitumen
binders.
The bitumen binders may be emulsions or foamed bitumen and the hydraulic binders used are
blends of Portland cement or hydrated lime with other pozzolans such as ground blast furnace
slag or pulverized fuel ash. Following compaction the stabilized material can be surfaced dressed
for lightly trafficked situations or overlaid with conventional thicknesses of binder course and
wearing course materials for more heavily trafficked roads.

8.4.3. Central plant off site recycling
This process involves mixing granulated or planed bituminous materials with bitumen, usually
an emulsion or foamed bitumen, at a central plant. The plant used can be a modified
conventional hot-mix plant to which a cold-mix production stream has been added. Recent
progress in production technology using foamed bitumen has led to the development of mobile
mixing plants.
8.5. Hot Mix Recycling Of Bituminous Materials
The production of bituminous bound materials using hot-mix recycling is carried out either in-
situ or off-site at a central plant.
8.5.1. In-place hot recycling
In-situ hot recycling is used for the maintenance of wearing courses. Specialized techniques
Repave and Remix are most commonly used. Neither techniques significantly increase the
structural strength of the road pavement and, therefore, should only be used when the previous
pavement evaluation has shown that the existing structure is adequate for future design traffic.
Repave process
This process restores the surface of roads that are in sound structural condition by bonding a thin
overlay or inlay to the preheated, scarified and re-profiled road surface.
The scarifying is carried out to a uniform depth of about 20mm, with surfacing irregularities such
as rutting being corrected by a levelling blade mounted at the rear of the machine. To achieve a
good bond, the new material is laid on the existing hot surface using a conventional paver which
maybe integral with the heater/scarified unit. Repave is not recommended for surfaces that show
signs of cracking, indicating defects in the material which could be exacerbated by the surface
heating used in the process.
Remix process
The Remix process can be completed in a single pass of a purpose built machine, which may also
be used for Repave. The pre-heated surface is scarified to loosen the existing road surface and

then augured into a pug mill mixer where it is blended with freshly plant mixed material. The
recycled material is then placed evenly on the scarified heated road surface to form the
replacement wearing course.
Existing wearing courses that have deformed or become brittle may, within limits, be modified to
overcome these deficiencies. The composition of the existing wearing course material needs to
be determined so that the added virgin plant mixed material can be selected to produce a blend
that meets the required specification.
A combination of Repave/Remix may be used when the existing road pavement material is
modified with a rejuvenator, no blending with central plant mixed material is required as the
existing modified surface is overlaid with fresh material.
8.5.2. Central plant off-site recycling
The most common form of hot mix recycling is that which involves the RAP being combined
with new (virgin) material to produce quality recycled bituminous materials. Batch plant
recycling can blend 20 to 40 per cent reclaimed material with 80 to 60 per cent virgin aggregate
by adding the RAP to already superheated virgin aggregate. Heat conduction softens the bitumen
in the RAP which blends with new bitumen added to the hybrid mix. Alternate drum-mix
techniques allow as much as 80 per cent RAP to be blended with heated virgin aggregate and
new bitumen.
Whichever process is used there are common criteria that are important in the RAP. The
reclaimed material should be as coarse as possible with minimal fines and free of contaminants
such as excess granular material and surface treatments. The penetration of the recovered binder
from the RAP should be monitored so that the appropriate grade of virgin bitumen or rejuvenator
may be added to achieve the desired bitumen viscosity in the end-product. It is also important to
monitor the composition of the RAP because reclaimed material from several sites, with different
properties, may be stockpiled together.
Removal of RAP
RAP is typically generated through two procedures, milling (planing) or full-depth removal.

Milling is frequently used in road rehabilitation where an upper layer of an existing pavement is
removed and replaced with new material to extend the life of the pavement. Milled RAP has the
benefit of being ready to recycle without additional processing. The RAP from different layers
and locations however, will not have uniform properties (gradation, bitumen content and
viscosity) and therefore the milled material, from different layers is frequently stored in separate
stockpiles.
RAP that has been removed to full depth either by front end loaders or bulldozers needs to
crushed to a usable size for recycling. Frequently, RAP removed in this way arrives at the plant
from various sites and in small quantities and therefore it is often stored together in a common
pile prior to processing. As the RAP is later processed, experience has shown that the process of
blending and crushing can produce a product with consistent gradation and bitumen content.
Crushing
Millings below 50mm in size are generally used without further processing. Larger particles of
millings, however, take longer to re-blend with new materials and therefore the RAP is usually
fed through scalping screens between the cold feed bins and the transfer belt in the asphalt plant.
Specially designed `RAP breakers', which resemble small roll crushers are also available for
processing oversized milled materials.
Full depth RAP needs to be crushed prior to recycling. Field experience (NAPA, 1996) has
shown that a consistent RAP product can be achieved through careful blending and crushing
operations. The key to producing a homogeneous material is to first blend the RAP thoroughly
with a front-end loader or bulldozer and then crush the RAP such that the maximum stone size is
one smaller than the maximum stone size of the recycled mix being produced.
A combination jaw/roll crusher has proven effective for processing full-depth RAP, with the jaw
crusher reducing the RAP to a usable size for the secondary roll crusher. Typically, these
combination crushers have conveyors which return the oversize material to the roll crusher until
it is properly sized. Both jaw and roll crushers can „pancake‟ the RAP in hot and humid climates
and this can slow production as the „pan caked‟ RAP must be removed. If this is a problem,
impact crushers should be used as the secondary crusher as they are not affected by this problem.

Stockpiling
In the past it has been recommended (Asphalt Institute, 1986)(US Army Corps of Engineers,
1991) that stockpiles of milled or crushed RAP should be no more than 3 meters high to prevent
the dead load of the material causing the material to stick together. More recently in the USA
(NAPA, 1996) experience has shown that RAP does not have a tendency to re- agglomerate in
large piles. The RAP has a tendency to form a 250-300mm crust, which tends to shed water and
may even help keep the rest of the pile from compacting. This crust needs to be scalped off with
a front-end loader and reprocessed, prior to recycling, and therefore the higher the stockpile the
more usable RAP is available.
The crust is probably caused by solar radiation warming up the RAP sufficiently to allow the
material to bond together and, therefore, the climate and the viscosity of the binder in the RAP
must affect the development of the crust. Where the recovered binder is soft, as in material
reclaimed from surfacing suffering from plastic deformation, or where ambient temperatures are
very high the most effective method of stockpiling can only be established from trial and error.
Unlike aggregate stockpiles, RAP has a tendency to hold water and moisture contents can be as
high as 7-8%. This seriously reduces the amount of RAP that can be processed, raises fuel costs
and limits productivity. Although covering a stockpile with a waterproof sheet does keep off rain
water it also causes moisture to evaporate from the ground and then condense within the
stockpile. Ideally milled or crushed RAP should be stored under a roof in an open sided building.
RAP feed to plant
RAP should not be fed into the plant through normal aggregate cold feed bins. The material will
not flow freely with particles sticking together and bridging across the exit from the bin. It is
particularly important not to use vibrators on RAP feed bins as they encourage the RAP to
compact and agglomerate. Attempting to use normal aggregate feed bins for RAP leads to
frequent blockages that will substantially reduce the output of the plant.

For successful mixing the use of specially designed RAP feed bins are important.
 The sides should be steeper than those of an aggregate feed bin.

 The bottom of the bin may be longer and wider than that of an aggregate feed bin.
 The bottom of the bin may slope downwards, to match an angled feed belt, and
the end wall is sometimes left open.
 Vibrators should not be used.
 RAP should be delivered slowly into the cold feed bin from the front-end loader.
 The level in the bin should be kept fairly low. This means that the bin must be fed
more frequently than is necessary for a normal aggregate cold feed bin.
 Material should not be left in the cold feed bin for more than one hour. It is more
economical to run out the contents of the bin than to clear it sometime later.
8.5.2.1 Batch plant recycling
In a conventional batch plant operation, virgin aggregate is dried in a contraflow dryer, screened
into various size fractions, and stored in hot bins. The material from these individual hot bins and
the bitumen is then separately weighed into a weigh box and then delivered to a pug mill for
mixing. Introducing RAP directly into this type of plant results in excessive smoke and build-up
problems in the dryer, hot elevator and screening tower.
The only technique that has proved successful in recycling through a batch plant is the
conductive heat transfer method. The heat transfer method minimizes the likelihood of air
pollution; however the percentage of RAP that can be used depends upon the following factors:
 The temperature to which the virgin aggregate is heated

 The temperature and moisture content of the RAP
 The required temperature of the final mix
Weigh Box Recycling
With this method the cold wet RAP is introduced directly into the weigh box where the batch
controls weigh the RAP. The RAP is heated with super-heated virgin aggregates and conductive
heat transfer occurs in the weigh box and the pug mill. During the heat transfer process, a

significant amount of steam is released and the weigh box and pug mill must be enclosed and
vented to an air pollution control system. It is rare to see RAP proportions higher than 25-30%
with this system as RAP moisture contents normally are between 3-5% and elevating the virgin
aggregate temperatures high enough to obtain suitable recycled mix discharge temperatures
when using higher proportions of RAP is difficult.
Elevator Recycling
A modification of this technique is to introduce the RAP to the superheated aggregate in the
elevator prior to screening and separating into the hot bins. This method eliminates the sudden
discharge of steam as drying occurs on a more gradual and continuous basis as the buckets on the
elevator make their way to the screen deck. However, the disadvantage of this method is that the
mix composition has to be controlled by the individual sampling and testing of each hot bin and,
therefore, because the system is difficult, screen bypass approaches are often used. With the
screen bypass method the gradation is controlled at the cold feed bins with the virgin
aggregate/RAP mixture being stored in a single hot bin and weighed directly into the weigh
hopper as a combined mixture. However, in both methods, because the time in the elevator is
short RAP percentages over 20% are rarely used as the RAP must be dry either before it passes
over the screens or before it is stored in a combined RAP/aggregate bin.
RAP Dryer Recycling
A variation, used in Europe, is to include a separate convective dryer/heater for the RAP. In this
approach the RAP is heated prior to being conveyed into a separate hot bin with its own weigh
hopper. The RAP is then weighed in as a separate material and added to the pug mill for mixing.
Exhaust gases from the RAP dryer are usually fed into the flame of the main burner of the virgin
aggregate dryer to dispose of any hydrocarbons that they contain. Hence the limit on the
proportion of RAP in the mix is determined by the capacity of the primary burner and exhaust
system to cope with the hydrocarbons and steam arising from the RAP. Such plants can usually
process mixes containing 50% of RAP.
A recent adaptation of the batch method for recycling has been developed by the French
company Ermont (Marconnet, 1996) and is marketed under the name Ultrarecyclean.

8.5.2.2 Drum mix recycling
During the normal production of material in a drum mixer, the aggregate is dried and heated
convectively with the aggregate being fed in the end of the drum with the burner and the exhaust
gases travelling through the dryer in the same direction as the aggregate (parallel flow). The
bitumen is introduced in the cooler, discharge end of the dryer. The aggregate gradation is
controlled at the cold feed bins. Early attempts to hot recycle using drum mixers exposed the
RAP to high temperatures which produced heavy smoke and pollution problems. Since then,
legislation restricting emissions from plant has become increasingly strict and drum mix
recycling plants have developed to meet this challenge. This report does not detail all the
alternative drum mixers available but rather describes three key stages of development. These are
presented as follows:
 Parallel flow plants

 Parallel flow dryer with separate mixer
 Aggregate dryer with separate RAP mixer
Parallel Flow Plant
The most popular method of using the parallel flow mixer for processing recycled mixes is to
introduce the RAP at the middle of the drum. This limits the amount that the high temperatures,
in the combustion and drying end of the drum, damage the hydrocarbons in the RAP.
The body of the drum contains baffles that restrict the extent of the flame but allow the hot gases
to pass along the length of the drum. The flights, that lift the aggregate and then drop it through
the hot gases, as the drum rotates, are designed to provide a curtain of aggregate that further
shields the second half of the drum from the flame. Approximately halfway along the length of
the drum the RAP is introduced. The RAP then moves along the drum being heated by the hot
gases and, to some extent, by the virgin aggregate. The moisture in the RAP flashes off as steam,
which passes through the exhaust system with the other gases.
Further down the drum, bitumen is pumped in via a tube and thus in the last third of the drum all
the materials are thoroughly mixed together. Mixers of this type are capable of producing

recycled mixes containing 70% RAP. However, emissions are usually unacceptable high with
more than 50% RAP.
Variations on this type of mixer have added an isolated mixing chamber onto the end of the
drum. The hot gases are extracted before reaching the mixing area, are cooled slightly and then
returned to the mixing area. Such designs reduce, but do not eliminate the amount of
hydrocarbons burned from the mix.
Parallel flow dryer with separate mixer
A significant proportion of the hydrocarbons that are burned in the parallel flow drum mixer
come from the new bitumen, particularly in recycled mixes where softer bitumen are often used.
To minimize this, mixers were developed with two separate drums. The first drum heats the
virgin aggregates and then the RAP, as described above. The aggregate and RAP then move into
a continuous mixer and the new bitumen is added. This isolates the new bitumen from the gas
stream and reduces the hydrocarbon content in the exhaust gases.
Aggregate dryer with separate RAP mixer
The next stage in development was to remove the RAP from the primary drum and heat it in the
mixing drum, drastically reducing the burning of hydrocarbons.
By changing the primary dryer to a counter flow design (virgin aggregate travels towards the
burner) the virgin aggregates can be superheated and the RAP is heated conductivity as the
aggregate moves into the separate mixer, where the RAP and the new bitumen are added.
However, the percentage of RAP that can be used with this design is limited by the length of
time that the cool wet RAP is exposed to the superheated aggregate.
The percentage of RAP can be increased if a heat exchanger is added to the primary dryer so that
the RAP has a longer period in contact with the superheated aggregates.
8.6 RECOMMENDATIONS
Consumption of natural aggregate can be reduced by using Reclaimed asphalt pavement (RAP)
materials. Amount of binder can also be reduced in asphalt paving mixes by using Reclaimed

asphalt pavement (RAP) materials. Studies have revealed that performance of pavement by using
up to 30% RAP material is similar to that of pavement constructed with natural aggregates
without RAP materials. Increase demand of aggregates and binder supply can be meeting out up
to certain extent by using Reclaimed asphalt pavement (RAP) materials in hot mix asphalt
(HMA) and other courses of the flexible pavements like sub-base and base. Last but not least
recycling asphalt creates a cycle of reuse that optimizes the use of natural resources and sustains
the asphalt industry. Economy, ecology and energy conservation are all achieved when the two
main components i.e. asphalt and aggregate are reused as construction materials to provide a
strengthened and improved pavement.

CHAPTER 09
CONCLUSIONS

The general objective of the BRTC, BUET Consultancy Services regarding the LGED Road
Design Manual was to examine the adequacy of the existing “Road Design Standards” towards
development of a comprehensive LGED Manual through updating and modifying the current
road design standard and practice. Since the commencement of the project, the BRTC, BUET
Team put efforts by conducting extensive review of relevant studies and standards. Traffic and
field investigation on the LGED road network across Bangladesh were conducted as well. This
Draft Final Report documented the details of the works carried out including development of
design templates.
9.1 Conclusion
 The expected final outcome of the study based on the soil and traffic data analysis and the
basis for structural design of pavement and geometrical design of carriageway, have been
included in the this Report.
 Minimum carriageway width suggested is 3.7m (12 ft.) for traffic flow below 400
PCU/hr and maximum carriageway width is suggested 7.3m (24ft) for traffic flow above
1801 PCU/hr to 2200PCU/hr for Medium to Light Traffic area. For roads in Heavy
Traffic areas, use of commercial vehicle per day (CVD) is recommended to determine
carriageway width. Carriageway width of 7.3 m and 11 m is suggested to provide for
501-1000 and greater than 1000 CVD respectively.
 A complete set of design templates for rural roads in Light and Medium Traffic area
based on a range of CVD (<50, 51-100, 101-200, 201-300, 301-400, 401-500) and CBR
values (2%, 3%, 4%-6%, 7%-12% and >12%) have been included in this report.
 For rural roads in Heavy Traffic Area (CVD > 500) development of charts for the
purpose of selecting pavement thickness for different CBR values (2%, 3%, 4%-6%, 7%-
12% and >12%) have also been included in this Report.
 Rigid pavements are recommended for haor area (as submersible pavement) , hat-bazar-
growth centre and the water logged area. Design templates of Rigid pavement for various
scenarios have been included in this report.

 The thickness of Rigid pavements (150 mm, 200 mm, 250 mm and 300 mm) have been
recommended for different range of CVD values.
 Side slope protection methods for all possible scenarios have been included in the report.
 A complete specification of the materials of different pavement components has been
added in this report for Heavy Traffic, Medium Traffic and Light Traffic Area.
A study is continuing to develop such relations between various geotechnical properties of soil to
assess the condition of the subgrade soil. Sharing and exchange of views and comments from
LGED officials on the results and investigations and the design approaches and specifications
would be invaluable in finalizing the Final Report.

APPENDIX – A
RIGID PAVEMENT TEMPLETES
Department of Civil Engineering, BUET – BRTC

SUBMERSIBLE RIGID ROAD PAVEMENT
250mm Brick Guide Wall
Shoulder
Joint
Slope Protection
L (Grass Turfing) 1
S
B
B
Plan
S
min 3mm, max 25mm
L
1
10mmØ @ 150 c/c (Both way) Top View
.
X X
B
t = 150 mm
B
B/2 B/2
150mm RCC
75mm CC 250mm Brick Guide Wall
250 Polythene
S 300mm ISG Shoulder (S=1m~1.85m)
Jute Geotextile
Reinforcement details 5% Slope
2.5% Slope
Slope Protection
(Grass Turfing)
V
As Required
150mm RCC H
* Slope Protection
600 (Minimum)
600 (Minimum)
75mm CC
Jute Geo-textile 375 375
min 3mm, max 25mm
300mm ISG SECTION:1-1
Polythene Sheet
300 mm 150 mm
Notes: Slope Protection Dimensions
50
75
75
1. All dimension are in millimeter unless otherwise Scenarios Methods B=3700 mm
75
mentioned.
75 mm
150
2. 28 days cylinder crushing strength of concrete L=7000 mm
150
f'c= 24.2 Mpa (3500 psi) t=150 mm
3. Yield strength of MS bar, fy= 415 Mpa (60,000 psi)
4. Provide one layer Polythene sheet on top of
SECTION:X-X improved sub-grade before casting CC
5. Concrete specifications: Mix ratio: 1:1.5:3, w/c: max 0.45,
Slump:50-100mm
6. CA: 19 mm down grade well graded stone chips
7. FA: FM > 2.5
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BANGLADESH UNIVERSITY OF ENGINEERING

ENGINEERING DEPARTMENT (LGED) AND TECHNOLOGY (BUET)
RIGID PAVEMENT FOR HAT/BAzAR/GROWTH CENTRE/WATER LOGGED AREA
L 250mm Brick Guide Wall
Shoulder
Joint
Slope Protection
1
B
S
Plan
B
min 3mm, max 25mm
L
S
10mmØ @ 150 c/c (Both way)
.
X X
1
B
t = 150 mm
Top View
B
Reinforcement details B/2 B/2
150 mm RCC 150mm RCC
75mm CC 250mm Brick Guide Wall
75 mm CC S
250 Polythene
Sub-base (Variable thickness) Shoulder (S=1m~1.85m)
ISG (Thickness as 225mm Dowel bar
mention in flexible 225mm 2.5% Slope
3~25mm 5% Slope
pavement design)
V
As Required
H
* Slope Protection
600 (Minimum)
600 (Minimum)
Sub-base (Variable thickness)
ISG (Thickness as
mention in flexible
375 pavement design) 375
SECTION:X-X SECTION:1-1
MAXIMUM TIE BAR SPACING Dowel Bar (Length 450 mm) Reinforcement Specifications Notes: Slope Protection ]Dimensions
Tie Bar (Length 600 mm, diameter 12mm) 1. All dimension are in millimeter unless otherwise Methods
Pavement Dowel Pavement Reinforcement
Scenarios B = 3.7 m
Spacing mentioned.
Pavement thickness, t Diameter thickness, t and
Distance to closet free edge 2. 28 days cylinder crushing strength of concrete L = 7000 mm
(mm) (mm)
thickness, t (mm) (mm) (mm) Spacing f'c= 24.2 Mpa (3500 psi)
3.7m 7.3 m
10mm Ø @ 150mm c/c
150 600 600 150 19 150 (Bothway) 4. Provide one layer Polythene sheet on top of CVD t
200 25 200 12mm Ø @ 150mm c/c improved sub-grade before casting CC
200 600 600 (Bothway)
300 5. Concrete specifications: Mix ratio: 1:1.5:3, w/c: max 0.45,
600 250 32 250 12mm Ø @ 150mm c/c
Slump:50-100mm
0~200 150
250 550 (Bothway)
12mm Ø @ 150mm c/c
300 600 500 300 37 300 (Bothway) 7. FA: FM > 2.5

RIGID PAVEMENT FOR HAT / BAZAR / GROWTH CENTRE / WATER LOGGED AREA
min 3mm, max 25mm min 3mm, max 25mm
L Dowel bar Joint
Shoulder
1
B/2
8mm
Tie bar
B
S
B/2
B
min 3mm, max 25mm
Plan min 3mm, max 25mm
L
S
12mmØ @ 150 c/c
.
(Both direction)
B/2
t X X
Plan 1
8mm
B
B
B/2
B/2 B/2
150/200/250 mm RCC
250mm Brick Guide Wall
Reinforcement details Min 3 mm
75mm CC
Shoulder (S=1m~ 1.85m)
~ Max 25 mm S S
2.5% Slope
150 / 200 / 250 mm RCC
t/4 ~ t/3
5% Slope
t
75 mm CC
As Required
ISG (Thickness as 225mm Dowel bar Joint Details Without
Dewel Bar V
600 (Minimum)
mention in flexible 225mm
600 (Minimum)
H
3~25mm * Slope Protection
pavement design)
Compacted Soil
375 375
Improved sub-grade
C.C Base (1:2:4)
SECTION:1-1
RCC Pavement (1:1.5:3)
SECTION:X-X
MAXIMUM TIE BAR SPACING Dowel Bar (Length 450 mm) Reinforcement Specifications Notes: Slope Protection Dimensions
Tie Bar (Length 600 mm, diameter 12mm) 1. All dimension are in millimeter unless otherwise Methods
Pavement Dowel Pavement Reinforcement
Scenarios B= 5.5~7.3 m
Spacing mentioned.
Pavement thickness, t Diameter thickness, t and
Distance to closet free edge 2. 28 days cylinder crushing strength of concrete L=7000 mm
(mm) (mm)
thickness, t (mm) (mm) (mm) Spacing f'c= 24.2 Mpa (3500 psi)
3.7m 7.3 m
10mm Ø @ 150mm c/c
150 600 600 150 19 150 (Bothway) 4. Provide one layer Polythene sheet on top of CVD t
200 600 600 200 25 200 12mm Ø @ 150mm c/c
(Bothway)
improved sub-grade before casting CC 0~200 150
300 5. Concrete specifications: Mix ratio: 1:1.5:3, w/c: max 0.45,
600 250 32 250 12mm Ø @ 150mm c/c Slump:50-100mm
201~500 200
250 550 (Bothway)
6. CA: 19 mm down grade well graded stone chips 501~1000 250
12mm Ø @ 150mm c/c
300 600 500 300 37 300 (Bothway) 7. FA: FM > 2.5

HAT/BAZAR / GROWTH AREA / WATER LOGGED AREA ROAD PAVEMENT
Shoulder
250 mm Guide wall Expansion Joint
Slope Protection
1
S
B/2
B/2
S
Plan 1
B/2 B/2
300mm RCC
75mm CC
250 mm Brick Guide Wall
800 Shoulder (S=1m~ 1.85m)
S S
2.5% Slope Slope Protection
5% Slope
As Required
V
H
* Slope Protection
375 375
Compacted Soil
Improved sub-grade with sand
(CBR 8%)
C.C Base (1:4:6)
SECTION:1-1
RCC Pavement
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HAT/BAZAR / GROWTH AREA / WATER LOGGED AREA ROAD PAVEMENT
L Dowel bar
Min 3 mm
~ Max 25 mm
B/2
t/4 ~ t/3
t
Tie bar
8mm
B
Joint Detail Without

Dewel Bar
B/2
800 mm
300 mm RCC
min 3mm, max 25mm
B/2
250mm 250mm
ISG (Thickness as
mention in flexible
125
8mm
pavement design)
B
125
B/2
Plan
SECTION:X-X
L
12mmØ @ 150 c/c (Both direction)
.
B/4
X X
B/2
B/4
t = 300 mm
800 mm
12mmØ @ 150 c/c (Both direction)
.
Notes: Slope Protection Dimensions
B/4
1. All dimension are in millimeter unless otherwise Scenarios Methods

mentioned. B=11m
B/2
2. 28 days cylinder crushing strength of concrete

f'c= 28 Mpa (4000 psi) L=7m
3. Yield strength of MS bar, fy= 415 Mpa (60,000 psi) t=300mm
B/4
4. Provide one layer Polythene sheet on top of CVD >1000
improved sub-grade before casting CC
5. Concrete specifications:
Required Mix Design to achieve 28 MPa concrete, Slump:50-100mm
Reinforcement details 7. FA: FM > 2.5

APPENDIX – B
SLOPE PROTECTION TEPLETES
Department of Civil Engineering, BUET – BRTC

SLOPE PROTECTION WORK WITH PALASIDING AND CONCRETE POST WITH GUNNY BAG
Sand Filled Guny Bag
Compacted Sand Fill
Geotextile Mat (Haor Area)
Embankment Top
One Layer 380x380x300
900
size brick block
(Cement morter 1:6)
10
00
Detail 'A'
Hole for fixing plate to the
0
50 pile by nut & bolt
B B
20
One Layer 380x380x300 50
600
V=1 size CC Block
H=2
Compacted Sand Fill
Existing Fill 1050
Geotextile Sheet
500
12
Variable
PLAN OF RC PLATE
1200
1 1
250
1050x600 RC Pre-Cast Plate
1- of 4-Ø16
1- of 6-Ø16
25
150x150 RC Pre-Cast Pile DETAIL 'A'
3000
75
50
Ø12 Bolt Nut Nut R.C. (1:2:4)
1800
Plate (precast) SECTION:B-B

900 900 900
PLAN OF PILE AND PLATE JOINT AT SEC:1-1
Method-01

SLOPE PROTECTION WORK WITH CC SLAB ON SLOPE AND PALISADING WORK AT TOE
4-Ø12 150 150
150
300
300
1000
A A
610
610
20mm dia hole
700
20mm dia hole

6-Ø12
4-Ø12
200
A A
4-Ø12
Minimum
Minimum
Minimum
100
3000
3000
3000
12
25
PILE SHOE DETAIL
1000
25mmx25mm Chamfer
1-of 4-Ø12 A A
25mm Clear Cover
150
Ø6 @ 100 c/c
4-Ø12
150
SEC.:B-B (Minimum)
25mmx25mm Chamfer
1-of 4-Ø12
LONG SEC OF PILE LOCATION OF HOLE
25mm Clear Cover LOCATION OF HOLE
150
(WITHOUT CAP)
Ø6 @ 100 c/c (UNDER THE CAP)
150 DETAILS OF PILE FOR 3.00M LENGTH
SEC.:A-A (Minimum)
Method-01

SLOPE PROTECTION WORK WITH PALASIDING AND CONCRETE POST
Compacted Sand Fill
Geotextile Mat (Haor Area)
Embankment Top
900
size brick block
(Cement morter 1:6)
10
00
Detail 'A'
0
50 Hole for fixing plate to the
pile by nut & bolt
B B
20
V=1 size CC block 50
600
H=2
Compacted Sand Fill
Existing Fill
Geotextile Mat 1050
12
1200
1 1 PLAN OF PLATE
150
1050x600 R.C.C Pre Cast Plate
1- of 4-Ø16
DETAIL 'A' 1- of 6-Ø16
25
150x150 R.C.C Pre Cast Pile
3000
75
50
Ø12 Bolt Nut Nut R.C.C (1:2:4)
Plate (precast)
1800
SECTION:B-B
900 900 900
PLAN OF PILE AND PLATE JOINT AT SEC:1-1
Method-02

SLOPE PROTECTION WORK WITH CC SLAB ON SLOPE AND PALISADING WORK AT TOE
4-Ø12 150 150
150
300
300
1000
A A
610
610
20mm dia hole
700
20mm dia hole

6-Ø12
4-Ø12
200
A A
4-Ø12
Minimum
Minimum
Minimum
100
3000
3000
3000
12
25
PILE SHOE DETAIL
1000
25mmx25mm Chamfer
1-of 4-Ø12 A A
25mm Clear Cover
150
Ø6 @ 100 c/c
4-Ø12
150
SEC.:B-B (Minimum)
25mmx25mm Chamfer
1-of 4-Ø12
LONG SEC OF PILE LOCATION OF HOLE
150 25mm Clear Cover (WITHOUT CAP) LOCATION OF HOLE
Ø6 @ 100 c/c (UNDER THE CAP)
150 DETAILS OF PILE FOR 3.00M LENGTH
SEC.:A-A (Minimum)
Method- 02
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TEMPORARY SLOPE PROTECTION WORK WITH GUNNY BAGGED RIP-RAP AND GEOTEXTILE
600 2-Layers gunny bagged rip-raps
(Cement:Sand Morter=1:6)
Maximum
75 Compacted Sand Filling (F.M=0.8)
250
Geotextile mat
(Grade TS-70)
Geotextile Sheet Sand Filling V=1
2-Layers gunny bagged rip-raps H=2
90
(Cement:Sand Mortar=1:8) Geotextile mat
180
(Grade K-120)
Detail-A
Sand Filling 90
720
180
90 Brick Toe Wall
54 180
54
C.C (1:3:6)
450
DETAIL: A
Remarks:
1. Not permanent.
2. Temporary work
PLATE UPR-UNR-EM2-1
Method-03

SLOPE PROTECTION WORK WITH GABIONS
Wire Mesh
75 Compacted Sand Filling (Local Sand)
V
Bolder
H
Wire Mesh
Wire Mesh Specification
Sand Filling
Bolder/Stone Chips/
Brick Bats
Wire Mesh
Method-04

SLOPE PROTECTION WORK WITH GABIONS
Ø75 Hole
CC Block
450
CC Block (450x
V 450x125) with hole
H
12 Wire Mesh 450
Sand Filling PLAN OF CC BLOCK
Geotextile Sheet
Bolder/Stone Chips/Brick Bats
Wire Mesh
Method-05

SLOPE PROTECTION WORK WITH GRASS TURFING ON SLOPE
150mm Clay Cladding
Embankment Top
Compacted 900
Earth Fill (Local Sand)
Suitable
grass-turfing
Eroded Surface
V=1
H≥2
Method-06

SLOPE PROTECTION WORK WITH GRASS TURFING & GEOJUTE ON SLOPE FOR HILLY AREA
Compacted Earth Fill v
h
Suitable grass-turfing Embankment Top
900 Retaining Wall
750
500
Geo-jute
Sandy Soil/Silty Soil
V=1
H=2
GEO-JUTE
Specification of Geo-jute
Method-07

I:\logo-of-BUET.jpg.jpg
SLOPE PROTECTION WORK WITH GRASS TURFING & GEOJUTE ON SLOPE FOR SANDY SOIL
Embankment Top
Compacted Earth Fill Compacted Earth Fill
900 900
Suitable 450 450 Suitable
grass-turfing
grass-turfing
500
500
Geo-jute
Geo-jute
V=1
H=2
Method-08

SLOPE PROTECTION WORK WITH GRASS TURFING, GEOJUTE , GEO-TEXTILE SHEET & GEO BAGS ON
SLOPE FOR CLAY SOIL
ll Embankment Top C
Fi g S o
u m
rth rfin 900 900 ita pa
Ea s-tu 450 450 b l c
e ted
ed s gr E
c t g ra a ss art
p a le -t h
om itab urfi Fill
C ng
Su
Geojute
1
Geojute
Geo-textile sheet Geo-textile sheet
V=1
Geo-Bags H=1 Geo-Bags
Method-09


LGED - Design Draft Final Report

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LGED - Design Draft Final Report

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Government of the Peoples’ Republic of Bangladesh

Ministry of Local Government, Rural Development & Cooperatives

DRAFT FINAL REPORT

[Contract Package No: RD-S12] under

Bureau of Research, Testing and Consultation (BRTC)

Road transportation is the major mode of transportation in Bangladesh and contributes

Department of Civil Engineering, BUET – BRTC [i]

Department of Civil Engineering, BUET – BRTC [ii]

TABLE OF CONTENTS ……..…………………………………………………………………iii

LIST OF FIGURES …….…..…………………………………………………………………. viii

LIST OF TABLES ……………………………………………………………………………… x

CHAPTER01: INTRODUCTION .................................................................................................. 1

1.1. BACKGROUND OF THE PROJECT ....................................................................................... 2

CHAPTER 02: PLANNING AND ALIGNMENT ...................................................................... 10

2.1. PLANNING OF RURAL ROAD ........................................................................................... 11

CHAPTER 03: GEOMETRIC DESIGN STANDERDS.............................................................. 19

3.1 INTRODUCTION ............................................................................................................ 20

Department of Civil Engineering, BUET – BRTC [iii]

3.8 TRANSITION (SPIRAL) CURVE ............................................................................................ 31

CHAPTER 04: PAVEMENT DESIGN STANDARDS ............................................................... 34

4.1 INTRODUCTION .................................................................................................................. 35

CHAPTER 05: ROAD DRAINAGE AND SIDE SLOPE PROTECTION ................................. 67

5.1 ROAD DRAINAGE ............................................................................................................... 68

Department of Civil Engineering, BUET – BRTC [iv]

5.1.2.2 Specification for Fabric Separators (Jute Geo-textiles) ........................................ 71

6.1 EMBANKMENT .............................................................................................................. 76

Department of Civil Engineering, BUET – BRTC [v]

6.11.2. Super pave Bitumen Specification ........................................................................ 89

Department of Civil Engineering, BUET – BRTC [vi]

CHAPTER 08: RECYCLE OPTIONS ....................................................................................... 105

8.1. INTRODUCTION ............................................................................................................ 106

CHAPTER 09: CONCLUSIONS ............................................................................................... 119

9.1 CONCLUSION ...................................................................................................................... 120

APPENDIX – A RIGID PAVEMENT TEMPLATES

APPENDIX – B SIDE SLOPE PROTECTION TEMPLATES

Department of Civil Engineering, BUET – BRTC [vii]

Figure 2.1 Alignment near Hillside Pass ................................................................................ 15

Figure 2.2 Location of Bridge ................................................................................................ 15

Figure 2.3 Alignment near Pond or Lake ............................................................................... 16

Figure 2.4 Cross-road re-alignment to provide satisfactory crossing angles ......................... 17

Figure 4.1 Flowchart for Cumulative ESA calculation .......................................................... 41

Department of Civil Engineering, BUET – BRTC [viii]

Figure 5.1 Surface Water Drainage ........................................................................................ 69

Figure 5.2 Sub-Grade Drainage.............................................................................................. 70

Department of Civil Engineering, BUET – BRTC [ix]

Table 1.1 Road Classification, Definition and Ownership (2003) .............................................. 3

Table 1.2 Length of different types of LGED roads ................................................................... 4

Table 3.1 Terrain Classifications .............................................................................................. 21

Table 3.2 Design Speed for different carriageway width ......................................................... 22

Table 3.5 Extra width to pavement at Horizontal Curves ......................................................... 33

Table 4.1 Equivalence factors for different axel loads ............................................................. 37

Table 5.1 Grading Requirements of the Drain Backfill Materials ............................................ 71

Table 6.1 Grading Requirements of Improve Subgrade materials............................................ 77

Table 6.4 Grading Requirements for Base materials ................................................................ 80

Table 6.5 Requirements for Penetration Grade Bitumen .......................................................... 82

Table 6.6 Requirements for Coarse Aggregate ......................................................................... 83

Table 6.7 Grading Requirements for the Mixture ..................................................................... 85

Department of Civil Engineering, BUET – BRTC [x]

Table 6.8 Grading Requirements for Bituminous Seal Coat .................................................... 87

Table 6.9 PG 64-10 is recommended to be used in these areas ................................................ 89

Table 7.2 Grading Requirements for Base materials ................................................................ 97

Table 7.3 Grading Requirements for Composition of the Mixture ........................................... 99

Table 7.4 Grading Requirements for Mixture ......................................................................... 102