CHAPTER 1: INTRODUCTION

1.1 Overview
RHD is the road authority in Bangladesh which is responsible for the management of major road
network that includes National Highways, Regional Highways and Zilla Roads. Total RHD paved
road network is around 19,387 km (91 % of total length) of which 3,759 km is National Highway,
4,043 km is Regional Highway and the rest 11,584 km is Zilla Roads. Proper Maintenance and
management of these assets is a fundamental requirement which is vital to the national economy. For
optimization of the fund disbursement to maintain this road network RHD has been using the
Highway Development and Management (HDM-4) Model (HDM-4 software) as an economic tool
since 1999-2000. Since then, a Road Maintenance and Rehabilitation Needs Report (MRNR) is
published every year to asses 5-year investment plan to meet acceptable levels of service provision for
the RHD road network. The current Maintenance and Rehabilitation Needs Report of 2015 is a
continuation of the process.
This year’s analysis has been carried out on about 14,342.17 km of paved road of National, Regional
and Zilla roads. All roads have been analysed to assess the overall long-term maintenance need of the
RHD road network. Ongoing projects, have been excluded from the HDM analysis to project the
immediate maintenance requirement. However few segments either completed or ongoing may appear
in the HDM outputs because they were not reported by t2he field offices before the HDM analysis.
The outputs from HDM-4 are based on the Road Maintenance and Management System (RMMS)
database of RHD. This report provides recommendations for Managers and Engineers in RHD to
improve the road network in a cost effective manner.

1.2 Objectives of the analysis:

The main objectives of this analysis are:
 To project the total maintenance need of RHD Road network.
 To select and prioritize the maintenance works based on NPV over financial cost ratio.
 To develop a 5-year investment plan to meet acceptable levels of service provision for the
RHD network.
 To provide a database for preparing RAMS map that combines all relevant information and
shows decision makers where they can most effectively allocate funds for maintenance and
rehabilitation.
 To provide recommendations for Managers and Engineers in RHD to improve the road
network in a cost effective manner.

1
1.3 Methodology:
Data required for the analysis are mainly primary in nature and obtained from field survey method.

1.3.1 The data of RMMS Database:

The data of RMMS database is the fundamental input to HDM 4 analysis.
In 2004 RHD undertook a major survey of its network covering around 15,000 km of roads. The
survey was comprehensive and included a full inventory, current condition (including deflection
measurements), pavement structure and traffic flows. In 2006 further surveys were undertaken,
originally intended to complete the remaining 5,000 kilometres that were not surveyed in 2004. Only
around 2,000 km of Zilla Roads omitted in 2004 were surveyed and around 1,500 km of National
Roads were re-surveyed. In late 2007 further road condition surveys commenced and were completed
in May 2008. In 2010-11 a comprehensive Road Condition Survey was conducted by the HDM
Circle. These surveys undertook road condition assessment, traffic flows and deflection measurements
(for national and Regional Roads only) but, most critically, did not update information on pavement
structure. In 2013 HDM Circle again conducted comprehensive survey which included Pavement
Inventory, Road Condition Assessment and Test Pit Survey. Most recently, in 2014 HDM circle
conducted only roughness survey of most of the paved roads. This year’s HDM run was conducted
with the updated database of this survey result.
As like previous year this year the Roughness Survey was conducted by HDM Circle with its own
officers. This roughness data is one of the critical input of HDM-4 analysis. Roughometer III was
used to obtain roughness data.

1.3.2 Road User Cost Data:

The Road User Cost (RUC) data were provided by the Economic Circle of RHD. This year only the
Vehicle Operating Cost (VOC) data has been updated.

1.3.3 Unit cost of work and maintenance standard:

The same maintenance standard set previously was used in the analysis. The unit cost of work was
obtained from RHD Schedule of Rates, 2014.

1.3.4 HDM 4 Export Tool:

The HDM 4 export tool, mainly a software used to make the data of RMMS database useable by the
Highway Development and Management Software (HDM 4).

1.3.5 Analysis and presentation:

After analysis of data by HDM 4 software, the result obtained is presented in tabular and graphical
form.

1.4 Scope and Limitation:

All the unpaved roads were excluded from the analysis. Besides, the present version of the HDM 4
software that RHD has been using for a long time (Version- 1.3) is not capable of doing the socio-
economic analysis and hence the socio-economic variables are excluded from the analysis.

2
1.5 Road and Bridge Asset Management System:
Since 2005-06 maintenance programme RHD introduced a new procedure, which streamlined the
planning of its maintenance and rehabilitation works, as a critical tool to support their responsibility to
actively manage the nation’s network of roads and bridges. Each year this system is being further
improved and developed in order to improve the selection and prioritisation of maintenance works.
Called “RAMS”, short for Road and Bridge Asset Management System, the system brings together all
RHD’s current databases and analytical procedures. The final output of RAMS is the RAMS Map: a
single GIS-based map for each Division which combines all relevant information and shows decision
makers where they can most effectively allocate funds for maintenance and rehabilitation.
The strength of the RAMS Map is its simplicity. It presents information in a highly visual, graphical
format and uses a minimal set of symbols and colours.
RAMS relies on output from the Bridge Maintenance Management System (BMMS), HDM, and
therefore the data in RMMS. The quality of the RAMS Output is therefore heavily dependent on the
quality of the data included in these databases. It should be noted that this Maintenance Needs Report
deals only with the needs of roads and road pavements and does not address needs for bridges and
structures.

1.6 Needs Report Output:

This report presents the results of HDM-4 analysis for National, Regional and Zilla road networks.
None of this work is improvement or development work – it is simply the work required to restore the
existing road network to its original condition. It should therefore be classified as maintenance work
and funded 100% through the Revenue Budget.
Rehabilitation is referred to as “backlog maintenance” as it is the result of under-investment in
maintenance in the past. Separate budget sub-codes should be assigned for routine maintenance,
periodic maintenance and rehabilitation in order that monitoring of expenditure can be effectively
carried out. The road network maintenance and rehabilitation needs for National, Regional and Zilla
Road Networks are presented in Appendix A and B. Recurrent costs of the whole road network has
been shown in Appendix-C.
It must be stressed, however, that HDM-4 is not a design tool. The Road Asset Management System
(RAMS) approach emphasizes that the nominal treatment recommended in the output must be
confirmed and detailed through a more comprehensive survey, investigation and design process.

3
 CHAPTER 2: CURRENT NETWORK CONDITION.

2.1 The RHD Road Network:

Table 2.1 shows the extent of the roads covered by the roughness surveys carried during 2014-2015.
In total about, 12,005 km paved roads were surveyed.
Table 2.1: Road Networks Lengths Surveyed for Roughness (Survey Year 2014) Survey
Conducted from December 2014-September 2015

Road Zone National Highways Regional Highways Zilla Roads Total

Barisal 126.12 257.00 461.28 844.40
Chittagong 435.05 401.97 354.90 1191.91
Comilla 287.05 235.65 933.28 1455.98
Dhaka 391.23 445.92 269.04 1105.07
Mymensingh 249.15 334.76 451.38 1035.28
Gopalganj 251.95 158.91 373.85 784.71
Khulna 417.04 551.73 983.09 1951.87
Rajshahi 381.46 377.66 757.66 1516.78
Rangpur 581.52 352.03 400.02 1333.57
Sylhet 346.38 385.79 52.79 784.97
3466.94 3501.42 5037.29 12005.65
The road condition can be grossly categorized into descriptive bands based on roughness. These
categories are shown in table 2.2. Different ranges are adopted for each road class to reflect their
relative importance and the level of service that should be expected from each road class.
Table 2.2: Qualitative descriptors of IRI values

National Highway Regional Highway Zila Road

IRI Values

Good 0 – 3.9 0 – 4.9 0 – 5.9

Fair 4.0 – 5.9 5.0 – 6.9 6.0 – 7.9

Poor 6.0 – 7.9 7.0 – 8.9 8.0 – 9.9

Bad 8.0 – 9.9 9.0 – 10.9 10.0 – 11.9

Very Bad ≥10.0 ≥11.0 ≥12.0

Based on the above categories, following tables and figures show the network condition by Zone and
road classes.

4
 Table 2.3: Overall RHD Road Network Condition (Survey Year 2014) Survey Conducted from
December 2014-September 2015

Good Fair Poor Bad Very Bad

Total
Road Length Length Length Length Length
% % % % % Surveyed
(Km) (Km) (Km) (Km) (Km)
National 854.40 24.64 1618.11 46.67 794.19 22.91 123.55 3.56 76.71 2.21 3466.94
Regional 719.72 20.56 1513.12 43.21 915.26 26.14 287.54 8.21 65.78 1.88 3501.42
Zilla Road 761.75 15.12 1367.46 27.15 2068.86 41.07 747.29 14.84 91.94 1.83 5037.29
Total 2335.87 19.46 4498.68 37.47 3778.30 31.47 1158.37 9.65 234.43 1.95 12005.65

Figure 2.2: Network Condition of All Roads

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Table 2.4: Road Condition of National Highways based on IRI (Survey Year 2014) Survey
Conducted from December 2014-September 2015(data in km)

Road Zone Good Fair Poor Bad Very Bad Total

Barisal 0.000 56.627 53.410 0.000 16.080 126.117
Chittagong 168.286 223.352 43.410 0.000 0.000 435.048
Comilla 161.326 0.000 19.200 68.639 37.880 287.045
Dhaka 91.416 212.781 79.028 8.000 0.000 391.225
Mymensingh 0.000 66.718 159.010 10.121 13.300 249.149
Gopalganj 149.755 96.899 5.300 0.000 0.000 251.954
Khulna 123.923 176.743 100.533 15.845 0.000 417.044
Rajshahi 111.969 148.854 111.188 0.000 9.450 381.461
Rangpur 47.722 388.141 124.721 20.940 0.000 581.524
Sylhet 0.000 247.992 98.385 0.000 0.000 346.377

Figure 2.3: Road condition of National Highways based on IRI (Survey Year 2014) Survey
Conducted from December 2014-September 2015

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Table 2.5: Road Condition of Regional Highways based on IRI (Survey Year 2014) Survey
Conducted from December 2014-September 2015

Road Zone Good Fair Poor Bad Very Bad Total

Barisal 117.334 100.553 15.845 23.269 0.000 257.001
Chittagong 60.252 125.483 107.987 86.486 21.760 401.968
Comilla 0.000 98.790 107.356 29.508 0.000 235.654
Dhaka 124.445 135.413 162.440 23.173 0.000 445.471
Mymensingh 92.765 144.790 44.572 52.629 0.000 334.756
Gopalganj 91.042 22.276 0.000 5.200 40.390 158.908
Khulna 113.191 377.196 45.365 15.980 0.000 551.732
Rajshahi 0.000 84.778 255.204 37.674 0.000 377.656
Rangpur 44.231 194.512 109.656 0.000 3.630 352.029
Sylhet 76.014 229.324 66.836 13.620 0.000 385.794

Figure 2.4: Road Condition of Regional Highways based on IRI (Survey Year 2014) Survey
Conducted from December 2014-September 2015

7
Table 2.6: Road condition of Zilla Roads based on IRI (Survey Year 2014) Survey Conducted from
December 2014-September 2015(data in km)

Road Zone Good Fair Poor Bad Very Bad

Barisal 18.870 49.770 30.080 1.280 0.000
Chittagong 38.210 38.990 18.910 3.870 0.000
Comilla 3.460 4.670 47.450 35.820 8.500
Dhaka 38.610 73.694 108.520 39.74 5.150
Mymensingh 48.420 1.910 14.020 35.630 0.000
Gopalganj 5.750 68.770 22.070 3.370 0.000
Khulna 10.100 37.400 41.790 10.690 0.000
Rajshahi 2.120 19.380 70.580 7.900 0.000
Rangpur 27.250 11.860 58.110 2.260 0.000
Sylhet 44.130 41.090 0.000 14.770 0.000

Figure 2.5: Road condition of Zilla Roads based on IRI (Survey Year 2014) Survey Conducted from
December 2014-September 2015

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 CHAPTER 3: HDM-4 PROGRAMME ANALYSIS

3.1 Principles of Life Cycle Analysis.

The life cycle analysis in HDM-4 predicts the pavement conditions (performance), the required
treatments and costs and benefits over a specified period (in this case 20 years) under a user-defined
maintenance strategy. The costs used in this analysis include cost of capital investment, maintenance
costs and vehicle operating costs.
The costs of two scenarios are compared:
- The “do minimum maintenance” scenario (either routine maintenance or a “holding strategy”).
- The “with maintenance” scenario.
Details of treatments considered in Bangladesh can be seen in Table 3.1. Maintenance strategies were
set for these treatments based on road condition, traffic and roughness data for different classes of
roads (see Table 3.2). Holding strategy has been included (see Table 3.2), which means that DBST /
carpeting has to be provided instead of going for higher treatment if there is shortage of funds to keep
the roads at maintainable condition. DBST was considered for National and Regional roads and
carpeting for Zilla roads.
The benefits and costs of the above scenarios are compared for a HDM-4 life cycle analysis of 20
years. The Net Present Value (NPV)/costs were utilized to prioritize treatment options at a 12%
discount rate. NPV/cost was chosen to obtain maximum benefits as it produces highest benefits when
there is crisis in funding.

3.2 Description of Treatments:

The HDM analysis considers a number of treatments representing the most commonly used types of
maintenance work items in Bangladesh. Table 3.1 provides details of these treatments and the
assumptions made for HDM.

Table 3.1: Maintenance and rehabilitation treatments and assumptions used in HDM
Routine Off-pavement works: Includes all regular works along a road such as maintaining
Maintenance: shoulders, roadside vegetation control, cleaning side drains
and pipe culverts, maintenance of signs and signals.
Patching Repair of potholes based on a standard pothole unit of
0.01m3 per pothole. The quantity of pothole repairing shall
not be more than 1% of the total surface.
Crack Sealing Sealing to cracks using Seal Coat/Fog Seal. It assumes a
maximum in any one kilometre of 5% area affected.

9
Periodic Preparatory Patching Patching potholes and regulating surface irregularities prior
Maintenance: to undertaking the treatments like DBST or DBS Overlay.
Should not be more than 2% of the total quantity of overlay
for National roads and maximum of 5% for Regional roads.

Preparatory Edge Repair Allows for restoring pavement edges that have been damaged
by vehicles leaving the road to drive onto the shoulder prior
to undertaking the treatments like DBST or DBS Overlay.
DBST Applying two layers of surface treatments on the prepared
road surface. The total thickness has been specified as 25mm.
This is applied in medium to highly trafficked road. Life
expectancy assumed to be 3 years.
Bituminous Carpeting This is a 40 mm thick manual overlay used in low trafficked
roads in place of dense bituminous overlay. Life expectancy
has been taken as 2 to 4 years.
Overlay Machine laid premixed dense bituminous surfacing overlay
40 – 80 mm thick used in medium to highly trafficked roads.
Carefully controlled overlay may be applied in response to
badly damaged road surface or high roughness so as to obtain
a predefined roughness level (2.5 to 3 IRI). Life expectancy
assumed to be 5 years.
Rehabilitation Partial Reconstruction Reconstruction of the upper pavement layers following
scarification of the existing damaged surface and re-
compaction. Normally a 150-200 mm crushed aggregate
base with a dense bituminous surfacing of between 75 and
195mm, depending on traffic level. This is a treatment to
overcome higher roughness or higher levels of surface
cracking resulting from delayed maintenance. Life
expectancy should be 10 years prior to major periodic
maintenance. Full design of the pavement must be
undertaken prior to treatment. Shoulder rehabilitation would
also be provided where necessary.
Complete A major reconstruction on the existing alignment and within
Reconstruction the same overall dimension limits. The road is not widened.
The pavement must be fully designed prior to construction
and shoulder rehabilitation provided where necessary. Life
expectancy should be 10 years before major periodic
maintenance. Applied where there are extremely high levels
of roughness and extensive cracking.
Holding DBST triggered when rehabilitation is required but budget
Treatment constraints do not permit the preferred treatment. Expected
to last for 3 years

10
3.3 Maintenance Strategies:
Table 3.2 shows the compound maintenance standards adopted for HDM analysis for the different
classes of roads. These standards are based on experience and analysis of road conditions in
Bangladesh, and are considered to be a reliable basis for HDM-4 to estimate economic performance of
the network. Final treatment designs must be separately established.
Compound maintenance standards have been modified slightly, but are similar to the previous years’
standards. The slight modification relates to the introduction of a DBST in the holding strategy of
National and Regional roads when the roughness will exceed 12 IRI. Similarly carpeting was
introduced in the holding strategy of Zilla roads for roughness greater than 12 IRI.
Corridor roads (N1, N2, N3, N4, N5, N6, N7 and N8) were given high priority and hence they were
analyzed separately as they cover the major traffic and will be the part of the Asian Highway Network
in the near future. Hence, periodic maintenance was considered at 4 IRI. The other National
highways, Regional highways and Zilla roads were considered for periodic maintenance at 5, 5.5 and
6 IRI respectively. “Holding maintenance strategy” was considered to maintain roads using DBST
when funding is limited and higher treatments cannot be provided. Application of DBST can then
delay further road deterioration.
Table 3.2 : Compound maintenance standards for HDM-4 programme analysis in 2015-16

Holding Standard without Reconstruction for National and Regional Roads

Roughness All Damage Traffic Range (MT-AADT)

Range (IRI) (%) 100 - 1999 2000 - 3999 4000 - 5999 6000 - 9999 > 10000

<5% Routine

5 - 10% Routine

<12 10 - 20% Routine Routine

DBST 25mm
20 - 30% Routine DBST 25mm
DBST 25mm
> 30% DBST 25mm

> 12.00 All DBST 25mm

Holding Standard with Reconstruction for National and Regional Roads

Roughness All Damage Traffic Range (MT-AADT)

Range (IRI) (%) 100 - 1999 2000 - 3999 4000 - 5999 6000 - 9999 > 10000

<5% Routine

5 - 10% Routine

<12 10 - 20% Routine

DBST 25mm
20 - 30% Routine DBST 25mm
DBST 25mm
> 30% DBST 25mm

Full Recon Full Recon Full Recon Full Recon

> 12.00 All Full Recon 150mm
110mm 135mm 180mm 195mm

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 Holding Standard with Reconstruction for Zilla Roads

Roughness All Damage Traffic Range (MT-AADT)

Range (IRI) (%) 100 - 999 1000-1999 2000-2999 3000-3999 >4000

0 -10% Routine Routine Routine Routine Routine

10-20% Routine Routine

<12
20-30% Routine Overlay 40mm
Overlay 40mm
>30% Overlay 40mm

> 12.00 All Full Rec 75mm

Compound Maintenance Standards for National Corridor Roads

Roughness Cracking Traffic Range (MT-AADT)

Range (IRI) Range (%) 100 - 1999 2000 - 3999 4000 - 5999 6000 - 9999 > 10000

< 25% Routine

< 4.0
>= 25% DBST 25mm Overlay 50mm

4.00 - < 7.00 All Overlay 50mm Overlay 80mm

Overlay 50mm
7.00 - < 9.00 All Overlay 60mm Overlay 80mm

Rehab
9.00 - < 12.00 All Rehab 120mm Rehab 140mm Rehab 180 Rehab 195mm
150mm

Full Rec Full Recon Full Recon Full Recon

> 12.00 All Full Rec 140mm
120mm 150mm 180mm 195mm

Compound Maintenance Standards for Other National Roads

Roughness Range Cracking Traffic Range (MT-AADT)

(IRI) Range (%) 100 - 1999 2000 - 3999 4000 - 5999 6000 - 9999 > 10000

< 25% Routine

< 5.0
>= 25% DBST 25mm Overlay 50mm

5.00 - < 7.00 All Overlay 50mm

Overlay 50mm Overlay 80mm
7.00 - < 9.00 All Overlay 60mm

Rehab
9.00 - < 12.00 All Rehab 110mm Rehab 135mm Rehab 180 mm Rehab 195mm
150mm

Full Recon Full Recon Full Recon Full Recon Full Recon
> 12.00 All
110mm 135mm 150mm 180mm 195mm

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 Compound Maintenance Standards for Regional Roads

Roughness Range Cracking Traffic Range (MT-AADT)

(IRI) Range (%) 100 - 1999 2000 - 2999 3000 - 3999 4000 - 4999 > 5000

< 25% Routine

< 5.5.0
>= 25% DBST 25mm

5.50 - < 7.00 All Overlay 50mm

Overlay 60mm
7.00 - < 9.00 All Overlay 50mm Overlay 60mm

9.00 - < 12.00 All Rehab 110mm Rehab 135mm Rehab 150mm

Full Recon
> 12.00 All Full Recon 135mm Full Recon 150mm
110mm

Compound Maintenance Standards for Zilla Roads

Roughness Range Cracking Traffic Range (MT-AADT)

(IRI) Range (%) 100-999 1000-1999 2000-2999 3000-3999 >4000

< 25% Routine

< 6.0 Overlay
>= 25% Seal 15mm Overlay 40mm
50mm

6.0 - < 7.00 All Overlay

Overlay 40mm
7.00 - < 9.00 All 50mm

9.00 - < 12.00 All Rehab- 75mm

> 12.00 All Full Rec 75mm

3.4 Unit Costs.

Table 3.3 shows the unit cost of different work prepared in accordance with the RHD Schedule of
Rates 2014.
Table 4.3` Unit costs of Treatment.

Work Description Financia Costs (Tk)

Work Type Work Class
Routine 80,000
Patching 1,573
Routine Routine Maintenance
Edge Repair 1,573
Crack Sealing 252
Seal Coat 252
Resurfacing
DBST 25 mm 494
Overlay 40mm 849
Periodic
Overlay 50mm 1,050
Ashphalt Mix Resurfacing
Overlay 60mm 1,251
Overlay 80mm 1,653

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 Overlay 100mm 2,056
Overlay 120mm 2,458
Partial Recon 75mm 2,993
Partial Recon 100mm 3,496
Partial Recon 110mm 3,697
Partial Recon 120mm 3,898
Rehabilitation Partial Reconstruction Partial Recon 135mm 4,528
Partial Recon 140mm 4,629
Partial Recon 150mm 4,830
Partial Recon 180mm 5,762
Partial Recon 195mm 6,064
Full Recon 75mm 4,347
Full Recon 100mm 4,733
Full Recon 110mm 4,934
Full Recon 120mm 5,136
Reconstruction Full Reconstruction Full Recon 135mm 5,464
Full Recon 140mm 5,866
Full Recon 150mm 6,068
Full Recon 180mm 6,999
Full Recon 195mm 7,301

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 CHAPTER 4: RESULTS OF HDM-4 ANALYSIS.

4.1 Analysis Procedure:

The analysis was carried out in the following sequences.
 Run all roads to obtain the overall funding needs. This will also allow a comparison between
last years results to get a picture of overall changes in network condition.
 Remove all segments currently ongoing and run HDM-4 to get the immediate funding needs
for the year 2015.

4.2 Network Result:

Like the previous years, HDM-4 analysis was carried out for all road networks to get the
overall picture of needs. This has produced a detailed work programme for the full 20-years analysis
period. However, only the first five years should be considered when estimating the future funding
needs due to the uncertainty about future conditions and availability of funds.
The unconstrained capital cost of initial 5 years for all analyzed road lengths are given in
figure 4.1 below. Here, the total five years cost for capital works; i.e. periodic maintenance, partial
and full reconstruction, is 252,881 million taka wherein the average demand per year is around 50,557
million taka. The figure depicts that if major portion (192,052 out of 252,881 million taka) of the
Total Capital Works demand is fulfilled in the 1st year then this demand will be substantially below
the average demand per year in the subsequent years.

Figure 1:1-Total unconstrained and average demand of capital works (2015-2020)

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Table 4.1: Total Capital Woks Demand for the next five years (in Million Taka)

Road Class 2015-16 2016-17 2017-18 2018-19 2019-20 Total

National 74256.24 4674.65 1206.99 847.52 1070.07 82055.46
Regional 32369.89 4161.88 2911.75 2486.64 3096.13 45026.29
Zilla 85426.46 12820.85 13949.46 8367.41 5235.68 125799.86
Total 192052.59 21657.38 18068.20 11701.57 9401.88 252881.62

Table 4.2: Periodic Maintenance Demand (in Million Taka) for the next five years

Road Class 2015-16 2016-17 2017-18 2018-19 2019-20 Total

National 16411.21 4186.36 1181.85 837.88 1070.07 23687.36
Regional 13320.24 3383.51 2690.62 1520.44 2913.24 23828.05
Zilla 16206.91 5310.67 9275.69 5755.71 3931.85 40480.83
Total 45938.40 12880.54 13148.2 8114.03 7915.16 87996.20

Table 4.3: Partial Reconstruction Demand (in Million Taka) for the next five years

Road Class 2015-16 2016-17 2017-18 2018-19 2019-20 Total

National 34243.03 134.86 25.10 9.63 0.00 34412.63
Regional 4343.48 770.45 221.13 966.2 182.89 6484.16
Zilla 23491.88 5948.46 4221.95 2485.64 1303.83 37451.77
Total 62078.39 6853.77 4468.18 3461.47 1486.72 78348.56

Table 4.4: Full Reconstruction Demand (in Million Taka) for the next five years

Road Class 2015-16 2016-17 2017-18 2018-19 2019-20 Total

National 23602.00 353.42 0.05 0.00 0.00 23955.47
Regional 14706.16 7.92 0.00 0.00 0.00 14714.09
Zilla 45727.66 1561.73 451.82 126.06 0.00 47867.27
Total 84035.82 1923.07 451.87 126.06 0.00 86536.83
Table 4.5: Routine Maintenance Demand (in Million Taka) for the next five years

Road Class 2015-16 2016-17 2017-18 2018-19 2019-20 Total

National 541.29 739.64 725.75 782.06 846.48 3635.22
Regional 822.17 1481.84 1430.67 1515.70 1610.59 6860.96
Zilla 3101.43 5716.72 6075.53 6162.99 6709.28 27766.51
Total 4465.43 7938.21 8231.95 8460.75 9166.35 38262.69

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 Tables 4.2 to 4.6 shows the class wise (Capital works and Routine Maintenance cost) demand
required for the first five years of analysis. Figure 4.2 gives a comparison of this year’s analysis with
the previous year win respect to demand per km of analyzed length. Analyzed length for 2015
analysis is 14,342.17 km against 14,637.83 km in 2013-14, 17,494.33 km in 2012-13, 18,177 km in
2011-12, 17,482 km in 2010-11 and 16,821 km in 2009-10 analysis. All sets of figures are from
analyses including ongoing projects.

Table 4.6: Length of different work category in all classes of roads (Km)
Road
Class Treatment Type 2015-16 2016-17 2017-18 2018-19 2019-20
Periodic Maintenance 2007.49 452.88 159.01 141.36 154.84
National Partial Reconstruction 675.36 3.21 6.6 0.21 0
Highways Full Reconstruction 505.37 14.51 7.33 7.33 7.33
Total 3188.22 470.6 166.94 148.9 162.17
Periodic Maintenance 2202.34 576.6 486.1 267.2 328.06
Regional Partial Reconstruction 177.17 35.18 10.44 40.51 7.77
Highways Full Reconstruction 474.96 0.4 0 0 0
Total 2854.47 612.18 496.54 307.71 335.83
Periodic Maintenance 4231.89 1360.54 2298.04 1594.53 1091.43
Zilla Partial Reconstruction 1742.96 475.43 335.39 206.14 103.83
Roads Full Reconstruction 2324.63 89.12 23.7 8 0
Total 8299.48 1926.09 2657.13 1808.67 1195.26
Grand Total 14342.17 3007.87 3320.61 2265.28 1693.26

4.3 Demand excluding ongoing projects

List of ongoing projects were collected from various projects and fields and also the list of
ongoing works of the previous year was collected. Ongoing segments were then excluded from HDM
run and remaining sections were analysed separately. This was done to avoid duplication of the
current year’s maintenance programme and to ascertain the actual immediate need of capital budget.

17
Table 4.7: Capital Demand of National and Regional Roads 2015(Excluding on-going projects)
(million taka)

Partial
Reconstruction/

Zone Periodic Rehabilitation Full Construction Total

Barisal 1233.65 614.92 448.59 2297.16
Chittagong 3170.84 825.14 595.89 4591.87
Comilla 1910.72 525.28 2468.15 4904.15
Dhaka 5231.11 6398.75 4908.94 16538.8
Gopalganj 1369.9 517.34 1028.76 2916
Khulna 2756.04 809.36 8673.15 12238.55
Mymensingh 1825.27 374.16 236.78 2436.21
Rajshahi 2797.68 3723.15 5514.71 12035.54
Rangpur 2536.93 1702.19 6793.48 11032.6
Sylhet 2360.12 62.28 49.96 2472.36
Total 25192.3 15552.6 30718.4 71463.2

Table 4.8: Funding Needs of Zilla Roads Networks for 2015( Excluding Ongoing Projects)
(million taka)
Partial
Reconstruction/ Full
Zone Periodic Rehabilitation Construction Total
Barisal 831.05 596.03 119.62 1546.70
Chittagong 1318.12 1812.86 1101.41 4232.39
Comilla 1796.28 2596.44 2762.57 7155.29
Dhaka 361.97 1254.78 502.79 2119.54
Gopalganj 303.74 428.32 76.13 808.19
Khulna 1283.24 1306.63 2732.18 5322.05
Mymensingh 1239.16 3455.26 794.69 5489.11
Rajshahi 1179.00 915.46 1986.1 4335.12
Rangpur 2019.14 1310.76 12372.11 15702.01
Sylhet 227.530 2083.24 139.14 2449.91
Total 10559.23 15759.78 22586.74 48905.75

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 Figure 1:3-Zonewise Capital Needs (Million Taka) of National and Regional Highways in the Year 2015

Table 4.9: Required Length of different road classes for Capital works in next five years (Excluding
Ongoing Projects)
(in Km)
Road Class Treatment Type 2015-16 2016-17 2017-18 2018-19 2019-20
Periodic Total 1795.96 389.02 140.35 122.51 138.82
Rehabilitation Total 605.53 3.01 0.60 0.21 0.00
National Highways
Reconstruction Total 436.99 14.51 7.33 7.33 7.33
Total 2838.48 406.54 148.28 130.05 146.15
Periodic Total 1724.76 441.83 365.18 182.29 312.01
Rehabilitation Total 127.86 27.30 7.76 34.25 5.29
Regional Highways
Reconstruction Total 323.93 0.40 0.00 0.00 0.00
Total 2176.55 469.53 372.94 216.54 317.30
Periodic Total 2438.54 937.01 1533.80 1185.43 734.55
Rehabilitation Total 1094.46 220.16 173.42 80.39 39.47
Zilla Roads
Reconstruction Total 1110.03 6.40 2.10 2.80 0.00
Total 4645.18 1165.57 1709.32 1268.62 774.02
Total 9658.06 2041.64 2230.54 1615.21 1237.47

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 Figure 1:4-Trend of length of roads requiring treatment (in Km)

4.4 Overall Needs

The initial run of HDM, including ongoing projects, is indicative of the longer-term needs of
the network. Roads excluded from the run on the ground works on them are currently in progress or
recently completed, will require periodic maintenance before the end of the five year period and thus
the five-year plan should be based on the “All Roads” HDM Output.

Table 4.10: Overall Maintenance Needs by Work Category (Million Taka )

Work Type 2015-16 2016-17 2017-18 2018-19 2019-20 Total

Routine Maintenance 4465.43 7938.19 8231.94 8460.73 9166.34 38262.63
Periodic Maintenance 45938.36 12880.54 13148.16 8114.03 7915.16 87996.25
Partial Reconstruction 62078.39 6853.77 4468.18 3461.47 1486.72 78348.56
Full Reconstruction 84035.82 1923.07 451.87 126.06 0.00 86536.83
Total 196518 29595.57 26300.15 20162.29 18568.22 291144.30

The Road Master Plan makes a strong case for separating the assessment of Zilla roads from
that of National and Regional Roads. It can be seen from Tables 4.11 and 4.12 that the needs of Zilla
Roads are predominantly rehabilitation and reconstruction, hence the proposal in RMP for a “Zilla
Road Recovery Programme”. In the past two years, no Zilla roads have featured in the PMP because
the prioritization using NPV/C favours more heavily trafficked roads. It is therefore important that a
separate prioritization process is adopted for Zilla Roads.
The results of the HDM analysis show that, in the first five years, the budget demand for Zilla
Roads is higher than that for National and Regional Roads. The overall figures translate into a need to
invest more in Zilla Roads over the next five years. It is therefore strongly recommended that separate
budget provision is made for Zilla Roads for the next five years.

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Table 4.11: Overall Maintenance Needs by Work Category for National and Regional Roads
(Million Taka)

Work Type 2015-16 2016-17 2017-18 2018-19 2019-20 Total

Routine Maintenance 1363.45 2221.47 2156.41 2297.74 2457.06 10496.13
Periodic Maintenance 29731.45 7569.87 3872.47 2358.32 3983.31 47515.42
Partial Reconstruction 38586.51 905.31 246.23 975.83 182.89 40896.79
Full Reconstruction 38308.16 361.34 0.05 0.00 0.00 38669.56
Total 107989.60 11057.99 6275.16 5631.89 6623.26 137577.90

Table 4.12: Overall Maintenance Needs by Work Category for Zilla Roads (Million Taka)

Work Type 2015-16 2016-17 2017-18 2018-19 2019-20 Total

Routine Maintenance 3101.98 5716.72 6075.53 6162.99 6709.28 27766.50
Periodic Maintenance 16206.91 5310.67 9275.69 5755.71 3931.85 40480.83
Partial Reconstruction 23491.88 5948.46 4221.95 2485.64 1303.83 37451.77
Full Reconstruction 45727.66 1561.73 451.82 126.06 0.00 47867.27
Total 88528.43 18537.58 20024.99 14530.40 11944.96 153566.40

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 CHAPTER 5: FINDING AND RECOMMENDATIONS

5.1 Major Findings:

The overall or total maintenance needs for the coming five years are:
Table 5.1: Overall Maintenance Needs 2015-16 (Mill Taka)

Year Total
2015-16 2016-17 2017-18 2018-19 2019-20
Total 196518.00 29595.57 26300.15 20162.29 18568.22 291144.30

The immediate maintenance need for the year 2015-16 is:

Table 5.2: Immediate Maintenance Needs 2015-16 (Mill Taka)

Maintenance Backlog
Routine Periodic
Maintenance Maintenance Partial Reconstruction Full Reconstruction Total Need
3014.73 35751.49 31312.35 53305.15 123383.72

5.2 Recommendations:
 Since HDM-4 is basically an economic tool for selection and prioritisation of road
maintenance options, Field visits and design verification must be undertaken before finalising
treatment option.
 Routine maintenance has to be done properly and should be the first budget priority.
 Since the prioritisation of projects using NPV/Cost favours the more highly trafficked roads,
adoption of a separate prioritisation process for zilla road is recommended.
 Small contracts (up to 30 million taka) should be avoided in the maintenance programme to
improve quality of works.
 Separate budget provision is necessary to address backlog clear up.

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