Dhaka-Ashulia Elevated Expressway Project Bangladesh

Design Based Report

（DBR）

Prepared for:
Bangladesh Bridge Authority
&
China National Machinery Import & Export Corporation

Prepared By:
North China Municipal Engineering Design & Research Institute Co. Ltd.

Revision 06
Dec. 21th, 2021
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Design Submission
by

North China Municipal Engineering Design & Research Institute

Design Basis Report for Dhaka-Ashulia Elevated Expressway Project

Revision 06

Date Dec. 21th, 2021

NCME Name Designation Signature Date

Peng mengyao
Project
Design Wang haibo 21/12/2021
Engineer
Wang zhaojing

Review Li Qiang Reviewer 21/12/2021

Project
Approve Xie baolai 21/12/2021
Manager

Approved By Designation Signature Date

Project
JSTI
Representative

Chief
CMC
Engineer

Project
TYPSA
Manager

Project
BBA
Director

1
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Content
Chapter 1 Project Description ................................................................................................... 1
1.1 Project Introduction ......................................................................................................... 1
1.2 Aim of DBR .................................................................................................................... 1
1.3 Basis of DBR ................................................................................................................... 1
1.4 Scope of Work ................................................................................................................. 1
1.5 Physical Environment...................................................................................................... 3
1.5.1 Geographic Location ................................................................................................ 3
1.5.2 Geography and Geomorphology .............................................................................. 3
1.5.3 Meteorological Characteristics ................................................................................. 3
1.5.4 Geologic Structure .................................................................................................... 3
1.5.5 Hydrology ................................................................................................................. 3
1.6 Main Utility Detail .......................................................................................................... 4
1.7 Surveys and Investigations .............................................................................................. 4
1.8 Land Acquisition ............................................................................................................. 5
1.9 Environmental Impact Assessment ................................................................................. 5
1.10 Cultural Relics Protection Assessment .......................................................................... 5
Chapter 2 Standards and Specifications .................................................................................... 7
2.1 Design Specification........................................................................................................ 7
2.2 Design Requirements....................................................................................................... 8
2.2.1 Document and Drawing Standards ........................................................................... 8
2.2.2 Hard and Soft Copies of Submissions ...................................................................... 9
2.2.3 Software Management and Control .......................................................................... 9
2.2.4 Construction method ................................................................................................ 9
2.2.5 Interfaces .................................................................................................................. 9
Chapter 3 General Design ....................................................................................................... 10
3.1 Principles ....................................................................................................................... 10
3.2 Units .............................................................................................................................. 10
3.3 Toll Plaza ....................................................................................................................... 10
3.3.1 Tolling System........................................................................................................ 11
3.3.2 Number of Toll Booths ........................................................................................... 11
3.4 Traffic Sign for Expressway .......................................................................................... 12
3.5 Intersection .................................................................................................................... 12
3.6 Highway Alignments ..................................................................................................... 12
Chapter 4 Materials ................................................................................................................. 18
4.1 Concrete......................................................................................................................... 18
4.2 Reinforcing Steel ........................................................................................................... 18
4.2.1 General ................................................................................................................... 18
4.2.2 Modulus of Elasticity ............................................................................................. 19
4.2.3 Reinforcing Steel Specifications ............................................................................ 19
4.3 Prestressing Steel ........................................................................................................... 19
4.3.1 General ................................................................................................................... 19
4.3.2 Modulus of Elasticity ............................................................................................. 19

2
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Chapter 5 Load and Load Combination .................................................................................. 20

5.1 Dead Load ..................................................................................................................... 20
5.2 Live Load ...................................................................................................................... 20
5.3 Load Factors and Load Combinations ........................................................................... 31
Chapter 6 Superstructures (Including Flyover) ....................................................................... 36
6.1 T Girder ......................................................................................................................... 36
6.1.1 30m-T Girder .......................................................................................................... 37
6.1.2 35m-T Girder .......................................................................................................... 38
6.1.3 40m-T Girder .......................................................................................................... 39
6.1.4 45m-T Girder .......................................................................................................... 40
6.1.5 Cover for Reinforcing Steel.................................................................................... 41
6.1.6 Bearing ................................................................................................................... 41
6.2 Cast-in-Place Box Girder .............................................................................................. 41
6.2.1 21m Box Girder ...................................................................................................... 42
6.2.2 30m-Box Girder...................................................................................................... 42
6.2.3 40m-Box Girder...................................................................................................... 42
6.2.4 Cover for Reinforcing Steel.................................................................................... 42
6.2.5 Minimum Reinforcement Ratio .............................................................................. 42
6.2.6 Bearing ................................................................................................................... 43
6.3 Cast-In-Situ Concrete Continuous Box Girder.............................................................. 43
6.3.1 Dimension .............................................................................................................. 43
6.3.2 Material .................................................................................................................. 43
6.3.3 Construction Method .............................................................................................. 43
6.3.4 Bearing ................................................................................................................... 43
6.3.5 Continuous Box Girder........................................................................................... 43
6.4 Footbridge ..................................................................................................................... 43
6.4.1 Structure Style ........................................................................................................ 43
6.4.2 Materials ................................................................................................................. 44
6.4.3 Load ........................................................................................................................ 44
6.4.4 Deflection Control .................................................................................................. 44
6.5 Steel Box Girder ............................................................................................................ 44
6.5.1 Materials ................................................................................................................. 45
6.5.2 Cross Section Dimension ....................................................................................... 45
Chapter 7 Substructures (Including Underpass) ...................................................................... 46
7.1 Pile Foundation.............................................................................................................. 46
7.2 Pile Cap ......................................................................................................................... 47
7.3 Open Foundation ........................................................................................................... 48
7.4 Piers ............................................................................................................................... 48
7.5 Pier Cap ......................................................................................................................... 49
7.6 Underpass ...................................................................................................................... 49
7.7 Culvert ........................................................................................................................... 49
Chapter 8 Accessory Components........................................................................................... 50
8.1 Crash Barrier ................................................................................................................. 50

3
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

8.2 Handrail ......................................................................................................................... 50

8.3 Pedestrian Way .............................................................................................................. 50
8.4 Drainage System............................................................................................................ 50
8.5 Expansion Joint ............................................................................................................. 50
8.6 Approach Slab ............................................................................................................... 50
8.7 Noise Barrier ................................................................................................................. 51
Chapter 9 Lighting, Electric Communication.......................................................................... 53
9.1 Roadway Lighting ......................................................................................................... 53
9.1.1 Purpose ................................................................................................................... 53
9.1.2 Design Criteria........................................................................................................ 53
9.1.3 Determination of Lighting levels............................................................................ 53
9.1.4 Design Requirements.............................................................................................. 54
9.2 Electrical Power Distribution ........................................................................................ 55
9.2.1 Electrical Service .................................................................................................... 55
9.2.2 Panelboards............................................................................................................. 56
9.2.3 Cable ....................................................................................................................... 56
9.2.4 Voltage Drop .......................................................................................................... 56
9.2.5 Grounding ............................................................................................................... 56
9.3 Communication Systems ............................................................................................... 57
9.3.1 General ................................................................................................................... 57
9.3.2 Telephone System .................................................................................................. 57
9.3.3 Emergency Telephones .......................................................................................... 57
9.3.4 Closed Circuit Television ....................................................................................... 57
9.3.5 Radio Communication Systems.............................................................................. 58
Chapter 10 Highway ................................................................................................................ 59
10.1 Pavement Materials ..................................................................................................... 59
10.1.1 Bituminous Material ............................................................................................. 59
10.1.2 Asphalt Concrete .................................................................................................. 59
10.1.3 Medium Coarse Sand ........................................................................................... 60
10.1.4 Cement.................................................................................................................. 60
10.1.5 Concrete................................................................................................................ 60
10.1.6 Reinforcing Steel .................................................................................................. 60
10.2 Pavement ..................................................................................................................... 60
10.3 Subgrade and Retaining Wall ...................................................................................... 62
10.4 Traffic Engineering ..................................................................................................... 64
10.4.1 Road Marking ....................................................................................................... 64
10.4.2 Traffic Signs ......................................................................................................... 64
10.4.3 Proposed Road Marking and Traffic Signs in DAEEP ........................................ 65
Chapter 11 Drainage System ................................................................................................... 67
11.1 Rational Method .......................................................................................................... 67
11.1.1 Calculation Formula ............................................................................................. 67
11.1.2 Time of Concentration .......................................................................................... 67
11.1.3 Proposed Material................................................................................................. 68

4
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Chapter 12 Geotechnical Investigation ................................................................................... 69

12.1 Introduction ................................................................................................................. 69
12.2 Engineering Surveying ................................................................................................ 69
12.2.1 Surveying Method ................................................................................................ 69
12.2.2 Surveying Principle .............................................................................................. 69
12.2.3 Implementation Process........................................................................................ 69
12.2.4 Quality Control ..................................................................................................... 70
12.3 Geotechnical Investigation Work ................................................................................ 71
12.3.1 Investigations Methods ......................................................................................... 71
12.3.2 Rule of Layout ...................................................................................................... 71
12.3.3 Principles of the Depth ......................................................................................... 72
12.4 Work Methodology ..................................................................................................... 74
12.4.1 Work Flow-Chart.................................................................................................. 74
12.4.2 Confirmation of Drilling Points............................................................................ 75
12.4.3 Drilling Work ....................................................................................................... 75
12.4.4 Standard Penetration Tests ................................................................................... 76
12.4.5 Cone Penetration Tests ......................................................................................... 77
12.4.6 Sample .................................................................................................................. 77
12.4.7 Ground water levels.............................................................................................. 78
12.4.8 Logs of borings ..................................................................................................... 78
12.5 Laboratory Tests .......................................................................................................... 78
12.6 Pavement Inspection Plan............................................................................................ 79
12.7 Requirements of Submission Report ........................................................................... 79
12.7.1 Report ................................................................................................................... 79
12.7.2 Requirements of Drawings ................................................................................... 80
12.8 Control Measures ........................................................................................................ 80
12.8.1 Quality Control ..................................................................................................... 80
12.8.2 Occupational and Safety Control Plan.................................................................. 80
12.8.3 Environmental Control ......................................................................................... 80
12.8.4 Investigation Acceptance Form and Field Bore Log ............................................ 81
Investigation Acceptance Form ............................................................................................... 82
Field Bore Log......................................................................................................................... 83

5
 Foreword

This document serves the purpose as Design Basis Report (DBR) (except for
ancillary building part) for DAEEP. The DBR for ancillary building will be submitted
separately in a later stage.
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Chapter 1 Project Description

1.1 Project Introduction
The Dhaka-Ashulia Elevated Expressway Project would be an extension of
ongoing Dhaka Elevated Expressway Project (DEEP); which has started from just south
of the Shahjalal International Airport (E236594.668 N2639433.379) and following the
railway alignment and it eventually ended at approximately 2km north of Baipay near
the gate of export processing zone(EPZ) . The route alignment of this project is Hazrat
Shahjalal International Airport-Abdullahpur-Ashlia-Baipayl-EPZ. It includes the
construction of an approximately 24 km (excluding ramps) of four-lanes Elevated
Expressway as well as up-grading from two-lanes to four-lanes of 14.28km of the
existing at-grade road between Highway N3 at Abdullaphpur and Baipay. Other integral
parts are the construction of entry and exit ramp, toll plaza, central control building,
police station building, an overpass at Nabinagar intersection, pedestrian overpass,
pedestrian underpass, traffic engineering facilities and other facilities along the route.

1.2 Aim of DBR

In order to minimize the traffic congestion in and around the Dhaka-Ashulia area
as well as to improve road connectivity of the northern part of Dhaka city, Bangladesh
Bridge Authority (BBA) has undertaken to construct the Dhaka-Ashulia Elevated
Expressway. In order to define various design parameters and provide basis and
reference for the future detailed design, we draft the design basis report (DBR)

1.3 Basis of DBR

This report is prepared based on the AASHTO standards and Bangladesh standards.
Whether these documents are silent then refer to Indian Road Congress/MORTH, and
British Standards/European Standards. In addition the Feasibility Study Main Report
and Contract Agreement are also helpful to prepare this document.

1.4 Scope of Work

1. The scope of work covered under this project is the construction of Dhaka-
Ashulia Elevated Expressway project as per contract agreement.
2. It includes Investigation, Design and Construction of Road and other structure
in the Dhaka city.
3. Scope is limited to Survey and Investigation, Alignment Design, Pavement
Design, Design of Project Facilities to improve the safety and Operational Efficiency

1
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

of the expressway in Dhaka city.

2
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Figure1.1 Layout of Expressway

1.5 Physical Environment

1.5.1 Geographic Location
In order to minimize the traffic congestion in and around Dhaka-Ashulia area as
well as to improve road connectivity of the northern part of Dhaka, linking important
commercial, industrial and business centers of the Dhaka city, Bangladesh Bridge
Authority (BBA) plans to construct approximately 24 km (excluding ramps) of
Elevated Expressway in northern part of Dhaka City. The starting point of the project
is Dhaka，Bangladesh's capital, and the ending point is nearby EPZ.

1.5.2 Geography and Geomorphology

For the project, topographically the area is almost flat, bounded by the flood plains
of Turag River- Tongi Khal system. There are many vacant low lands on the bank of
the River, where many brick manufacturing industries exist. The depressions and canals
are dominated by organic clay and peats. The area falls into Physiographic unit
Madhupur Tract. It comprises central part of Dhaka the course of Brahmaputra-Jamuna
Flood Plain.

1.5.3 Meteorological Characteristics

The climate of the project area is monsoon tropical with hot summer and cool dry
winter. The average temperature generally varies from 35℃ to 38℃ in summer and
from 10℃ to 15℃ in winter. The highest rainfall concentrated during monsoon from
May to October and dry period consists four months usually from November to
February. Annual average rainfall is about 2,159 mm.

1.5.4 Geologic Structure

The capital Dhaka is located on an active fault zone between India and Eurasia
plate. The major geomorphic units of the city are: the high land or the Dhaka terrace,
the low lands or floodplains, depressions and abandoned channels. Low-lying swamps
and marshes located in and around the city are other major topographic features.
Madhupur Clay of the Pleistocene age, characterized by reddish plastic clay with silt
and very fine sand particles. The soil is non-calcareous dark grey in color in and around
the project area.

1.5.5 Hydrology
The groundwater table in most of Bangladesh exists at a shallow to moderate depth

3
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

(generally less than 3 m below surface). There are semi-confined and unconfined
aquifers, which are being recharged by major river systems and by infiltration of
rainwater. The ground water table fluctuates with seasons approaching near ground
surface (less than 1 m below surface) over most of the country during wet season (July-
September). The level of groundwater in the project area in the dry season is lowered
to about 6 m below surface before the end of monsoon. The navigational requirement
of Truag channel is 30.48m wide, 7.6m high, which could satisfy the Class 3
Navigational Requirement.

1.6 Main Utility Detail

There are many electric wires on both sides of the mainline, whose elevation is
about 8-12m. In some areas, there are 1.2m wide cover culverts on both sides of the
road for the rain drainage. Power and gas pipelines exist below the road surface in most
areas. Currently, there is no detailed pipeline data, which can only be obtained after
geophysical exploration. There are two groups of 33 KV high voltage lines near the
mainline CH11+201, whose lowest elevation is 17.9 m.

1.7 Surveys and Investigations

The engineering surveys and investigations to collect the necessary data, for
project preparation. The investigations were carried out to generate adequate supportive
data for preparing the most appropriate proposal to meet the functional, structural
efficiency and safety requirements.
The following engineering survey and investigations will be conducted:
a)Topographical Survey
A digital survey was carried out using Total Station and RTK GPS for mapping
and collecting various data for the project. At first, some survey control points were
setup along the route with RTK GPS & Total station for horizontal and vertical datum
reference. These control points also connected with national datum references. All
survey activities were carried out with respect to these control points.
The topographical survey picked up existing features such as houses/buildings,
institutions, markets, graveyard, religious places, community center, playground, park,
heritage buildings and center, shopping/market center, industry, roads, intersection, lane
and by-lane connection, drains/drainage/culverts/bridges, other services etc.
All visible objects are recorded as point no, easting, northing, elevation and
description. The point object’s distances, heights are measured by placing prism
reflector at object. The details about survey method begin on chapter 12.2.
b)Sub-Soil Exploration/Geotechnical Investigation
The Contractor shall submit a Geotechnical Plan showing the extent of boreholes,

4
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

sampling and testing of existing soil conditions and ground water. The Contractor shall
undertake geotechnical investigations to suit its design requirements and construction
methods. On completion of the geotechnical testing the Contractor shall submit a report
of the results and the design criteria.

1.8 Land Acquisition

Including the existing highway, a total of 89.1 acres (36.07 ha) of fresh land
acquisition is required for construction of the Dhaka-Ashulia Elevated Expressway. The
total impact on land acquisition compared to the development of this area is minimal
and only 374 landowners will lose their land due to the project intervention. According
to the census and inventory of losses survey, four main categories of land will be
affected, these accounting for over 95% of the affected land homestead, vita/high land,
crop land and commercial use. Details reference to the Main Report.

1.9 Environmental Impact Assessment

The Contractor shall carry out a detailed environmental risk assessment which
shall address the environmental aspects of the Works. The environmental risk
assessment shall be submitted to the Employer together with the EMP and the findings
of the assessment shall have been incorporated into the SEMP, relevant method
statements, and other documents as required. The nature of the Works environment
dictates that assessment of risks to the environment requires regular review and update
by the Contractor. Environmental risk assessments shall be included as part of all
method statements. The Employer reserves the right to request the Contractor to
conduct an environmental risk assessment and document a method statement for
hazardous Works as and when deemed necessary. Non-compliance with such a request
from the Employer may result in suspension of the activities concerned.

1.10 Cultural Relics Protection Assessment

Further to the Conditions of Contract Clause 4.18 [Protection of the Environment],
the environmental welfare of all personnel engaged in the Works, the general public,
the avoidance of damage to property, and the prevention of adverse impacts on the
environment, cultural heritage and social values is of paramount importance to the
Employer.
The Contractor shall ensure that all operations are conducted in such a manner as
to minimize to acceptable levels or eliminate the negative risks to the environment and
where opportunities exist, maximize the beneficial factors to the environment.
The Contractor shall implement an Environmental Management System that
complies with all applicable Bangladesh environmental laws and regulations. The
5
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Environmental Protection requirements are detailed in Appendix B.

6
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Chapter 2 Standards and Specifications

2.1 Design Specification
The design criteria of the project are based on the current US Highway Bridge
Design Code and the Bangladesh National Building Codes. If there is no relevant clause
in AASHTO Codes or Bangladesh local standards, in order to carry out the design
works, other equivalent codes and standards could be taken as reference.
Table 2-1 Adopted Design Codes
Document Number Title
AASHTO LRFDUS Bridge Design Specifications-8th Edition
AASHTO BSG-1 Bridge Security Guidelines
AASHTO MBE Manual for Bridge Evaluation
AASHTO RSDG-4 Roadside Design Guide-4th Edition
AASHTO LRFDSEIS Guide specifications for LRFD Seismic Bridge Design
AASHTO GDHS A Policy on Geometric Design of Highways and Streets-Sixth Edition
AASHTO GDPS Guide for Design of Pavement Structures
AASHTO LRFDCONS 2017 LRFD Bridge Construction Specification 4th Edition
AASHTO MM Maintenance Manual for Roadways and Bridges-Revision 4
AASHTO HM-2017 Standard Specifications for Transportation Materials and Methods of
PT1 Sampling and Testing Part 1
AASHTO HDG Highway Drainage Guidelines – Revision 4
ASCE/EWRI 45-05 Standard Guidelines for the Design of Urban Stormwater Systems
BNBC-2012 Bangladesh National Building Code
NYSDOT BM New York State Department of Transportation Bridge Manual
Standard Guide to Site Characterization for Engineering Design and
ASTM D420
Construction Purposes
Standard Test Method for Standard Penetration Test (SPT) and Split-Barrel
ASTM D1586
Sampling of Soils
Standard Test Method for Electronic Friction Cone and Piezocone
ASTM D5778
Penetration Testing of Soils
ASTM D3441 Standard Test Method for Mechanical Cone Penetration Testing of Soils
Standard Practice for Thin-Walled Tube Sampling of Soils for Geotechnical
ASTM D1587
Purposes
Standard Practice for Thick Wall, Ring-Lined, Split Barrel, Drive Sampling
ASTM D3550
of Soils
ASTM D4420 Standard Practices for Preserving and Transporting Soil Samples
Standard Test Method for Laboratory Determination of Water (Moisture)
ASTM D2216
Content of Soil and Rock by Mass
Standard Test Method for Density of Soil in Place by the Drive-Cylinder
ASTM D2937
Method
ASTM D854 Standard Test Methods for Specific Gravity of Soil Solids by Water

7
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Document Number Title

Pycnometer
Standard Test Method for Relative Density (Specific Gravity) and
ASTM C127
Absorption of Coarse Aggregate
ASTM D422 Standard Test Method for Particle-Size Analysis of Soils
Standard Test Methods for Liquid Limit, Plastic Limit, and Plasticity Index
ASTM D4318
of Soils
Standard Test Method for One-Dimensional Consolidation Properties of
ASTM D2435
Soils
Standard Classification of Soils for Engineering Purposes (Unified Soil
ASTM D2487
Classification System)
Standard Test Method for Direct Shear Test of Soils Under Consolidated
ASTM D3080
Drained Conditions
Standard Test Method for Unconfined Compressive Strength of Cohesive
ASTM D2166
Soil
Standard Test Methods for Deep Foundation Elements Under Static Axial
ASTM D1143
Compressive Load
ASTM D3966 Standard Test Methods for Deep Foundations Under Lateral Load
Standard Test Method for High-Strain Dynamic Testing of Deep
ASTM D4945
Foundations
ASTM D5311 Standard test method for load controlled cyclic triaxial strength of soil.
Standard Test Method for Integrity Testing of Concrete Deep Foundations
ASTM D6760
by Ultrasonic Crosshole Testing
BNBC Code Bangladesh National Building Code-2020

Table 2-2 Reference Codes

S/N Title
1 Bridge Design Standards for Roads & Highways Department
Government of the People’s Republic of Bangladesh Ministry of Communications Roads and
2
Highways Division
3 Road Sign Manual Volume-1 Bangladesh Railway and Transportation Authority
4 Road Sign Manual Volume-2 Bangladesh Railway and Transportation Authority
Government of the People’s Republic of Bangladesh Planning Commission Road Design
5
Standards
6 NFPA – Fire Code 2015 – National Fire Protection Association

2.2 Design Requirements

2.2.1 Document and Drawing Standards
For the document and drawing standards, the contractor shall provide the employer
with its standard requirements for drafting drawings including procedures for use of
drawing software. The contractor shall follow the requirements of the employer with
regards to the title block on drawings.
8
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

2.2.2 Hard and Soft Copies of Submissions

The contractor shall provide hard copies of each submission to the employer
accompanied by a computer disc containing soft copies of the files in the format of the
software they were created in. The employer shall notify the contractor of the number
of hard copies required which shall not exceed ten.

2.2.3 Software Management and Control

The contractor shall further ensure shat software for the works has been developed
in accordance with the requirements of ISO9000-3-3:1997”Guidelines for the
Application of 9001 to development, supply and maintenance of software” or
equivalent Chinese standards.

2.2.4 Construction method

Prior to the commencement of work on site, the Contractor shall have submitted
for the review of the Employer its method statement for such work. The method
statement shall include the Plant and Materials, Contractors Equipment, Temporary
Works, labor and supervision that the Contractor plans to utilize. Potential hazards and
safety precautions shall be included in the method statement.
The Contractor shall ensure that the labor and supervision employed for such work
have been trained and are aware of the requirements of the method statements and the
Contractor shall ensure that the procedures in the method statements are closely
followed on site.
Details shall reference to the Employer Requirements.

2.2.5 Interfaces
The Contractor shall fully integrate and coordinate the design and construction of
the Works with the Relevant Authorities, utility companies any other contractors
appointed by the Employer to work on the Project (known jointly as "Interfacing
Parties") and shall actively seek out solutions to integration issues, and to anticipate,
plan for, and comply with the needs of these Interfacing Parties, which are properly
required and consistent with the obligations under the Contract.
The Contractor shall co-ordinate its design with the designs of Interfacing Parties
to ensure that the Works function in accordance with the Employer's Requirements
where they interact with the work provided by Interfacing Parties. These design
interfaces shall be tested under the Inspection and Test Plans. The Employer shall assist
the Contractor in the interfacing process.

9
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Chapter 3 General Design

3.1 Principles
Basic principle to carry out the design is to adopt advanced technology, select
reasonable alignment, minimize land acquisition, create better durability and economy,
and ensure safety.
(1) The design of the elevated expressway shall adopt advanced technology which
will be convenient for construction and create better economy.
(2) The details such as expansion joints and drainage system shall be designed
properly so that the project could meet riding comfort, operation speed and
safety and other operational requirements.
(3) Structure design and span arrangement for intersections between viaduct and
roads shall be able to minimize the interruption to traffic.
(4) Most of the project profile is located in the developed area. The structure of
the viaduct shall be simple, light and beautiful so that it could fulfill urban
landscaping requirements. The appearance of the viaduct shall be in harmony
with surrounding landscaping.
(5) Continuous deck will be adopted in viaduct design, which will be beneficial to
create smooth surface and ensure riding comfort.
(6) Noise barrier shall be installed at environmental-sensitive areas. Safety
facilities shall be installed at crossing sections.
(7) The project is affected by the existing road and railway. Therefore, larger span
shall be adopted to minimize the number of piers.
(8) Light structure shall be adopted as much as possible to minimize the weight of
the superstructure.

3.2 Units
SI units are adopted in this document.

3.3 Toll Plaza

The selection of the tolling system is fundamental to much of the design of the
elevated expressway as it affects the space required at each toll collection point and
where entry and exits can be made from the system as DAEEP is proposed to be a toll
road and given that it will connect directly to the DEEP, it will be crucial for the two
elevated expressways to use complementary tolling systems. The system for the DEEP
has already been determined and is included in the financial agreement for that project
it is to be an open system with tolls levied according to the point at which a vehicle

10
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

enters the expressway system. No account is taken of how far a vehicle travels on the
system; that is, there is no distance charge. Tolls will vary according to vehicle type.
The tolling system will allow for both cash and electronic tolling. An open tolling
system is proposed for DAEEP.

3.3.1 Tolling System

Consideration was given to both open and closed (distanced-based) tolling systems.
An open tolling system was selected for reasons of compatibility with the DEEP and
for simplicity.
Using an open system means each driver only has one transaction. It would be
possible to go to free- flow tolling in future but the supporting registration and licensing
infrastructure is not considered adequate in the short to medium term to prosecute
offenders. An effective system requires good vehicle registration, driver licensing,
personal addresses and infringement notices delivery systems in order to deter persons
who try to avoid paying tolls.
Collection of tolls can be electronic or cash with electronic being preferred for
reasons of transaction speed and security of the funds received. Electronic tolling can
take several forms including contact cards and RFID systems. Given the need to ensure
tolls are collected, a system of toll booths with associated barriers will be required.
At least one cash booth will be required at each toll plaza, with it being quite
feasible to convert such booths to electronic in the future.

3.3.2 Number of Toll Booths

Having sufficient toll booths is essential for safe and efficient operation of the
expressway. If the number of booths is too low there are real risks of vehicle queues
extending into high speed zones resulting in high speed rear-end accidents. The usual
remedy adopted when dangerous tailbacks occur is to allow a period of no-charging of
tools until the tailback clears. Obviously this has adverse financial implications if
repeated frequently.
In Bangladesh, the use of card payments and coin bins is impractical with many
people not having credit / charge / debit cards and there being few coins in general
circulation. Taking into account that there will be some heavy goods vehicles using the
elevated expressway during the peak hours, the following throughputs were adopted to
reflect the likely mix of traffic and somewhat conservative estimate of the transaction
speeds. As noted earlier, undersizing of the toll plaza gives rise to serious safety and
operational concerns. A plaza that is somewhat too big is far less of a concern than one
that is too small.
1.8m wide toll booth is proposed. Toll lane for car is 3.0m wide, and the outermost

11
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

lane will be 4.8m wide.

Table 3-1 Toll Plaza Detail
Toll Plaza
S/N Chainage Entry & Exit Proposed Booths
Location
Start Point
1 (Kawlar Rail 0+267.5 Exit 5
Crossing)
Near Bissah Entry 3
2 6+351
Ijtema Field Exit 3
Turag River Toll Entry 10
3 11+381.6
Plaza Exit 10
Entry 3
4 Near Zirabo 15+912
Exit 3
Note: Exact chainage number for toll plaza will be determined according to site
condition.

3.4 Traffic Sign for Expressway

Regulatory signs, warning signs, information signs and other signs shall be
installed at necessary locations. Mounting post structures shall be determined based on
size and material of traffic signs.

3.5 Intersection
Grade separation is adopted for viaduct intersection at railway crossing, BRT, and
Turag River sections.
At-grade crossing is adopted for at-grade road intersection with existing road.

3.6 Highway Alignments

(1) This project comprises an approximately 24km long elevated expressway from
just south of the Shahajala International Airport roundabout, in connection to the DEEP,
to approximately 2km north of Baipayl. The main expressway is 4-lane dual highway,
and the overall width is 20.56m..
(2) The at-grade road crossing the Turag River shall be elevated to the same
vertical alignment as the expressway. The overall length of Turag River crossing at-
grade road (1-way 2-lane) is approximately 7km, and the width is 10.9m.
(3) U-turn bridges, with approximately. 11km length and 10.9m width, shall be
provided at either end of the Turag River Toll Plaza. The U-turn bridges is 1-way 2-
lane.

12
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

(4) Nabinagar Flyover consist of 935m and 980m long 2-lane flyovers based on
the Contract for the DAEEP between BBA and CMC Volume 2 ‘Employer’s
Requirements’. The exact length of flyovers would be confirmed during the detail
design phase. Subgrade width, carriageway width and shoulder width are 8.9m, 3.65m
and 0.3m respectively. Footpath would be constructed to release the traffic load.
(5) 7 pair of entry and exit ramps are provided, the approximately length of which
is about 7.4km. Subgrade width of DHOUR BOUND entry and exit ramp is 9.1m,
including 2m pedestrian width. The other ramps’ subgrade width is 7.1m, and the 2-
lane carriageway and shoulder widths are 5.5m and 0.3m respectively.
(6) 4-lane dual at-grade road’s length is approximately 14.28km. Carriageway
width is 3.5m, shoulder width is 0.97m, and shoulder width is 0.3m. Footpath width is
2.45m (if the surrounding land is restricted, the footpath width could be 2m). Vertical
clearance is 5.7m.
Total width of at-grade road in normal section is 22.4m. The specific width in
different sections could be adjusted based on footpath width, pier type and width and
other factors.

Figure 3-1 Typical Cross Section

(7) A 16.96m (0.5+0.3+3.5*2+0.3+0.76+0.3+3.5*2+0.3+0.5) wide bridge (1 span,

span length is 20m), which has a span of 20m, would be constructed at the location near
CH23+550. The vertical clearance between the bridge and the highway is 5.7m. U-turn
ramps would be provided under the bridge for traffic join and leave the EPZ GATE.
240m long retaining wall would be provided at both side of the bridge. The maximum

13
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

vertical grade of retaining wall is 4%.

(8) Design parameters for main viaduct, entry and exit ramps and flyover are
shown in Table 3-1 and Table 3-2
Table 3-2 Design Parameters for Main Viaduct

Main Viaduct
Road Type Urban Expressway Remarks

75 Years Structures
Design Life
25 Years Attachments
Road Class TYPE2

Design speed 80 km/h

80 km/h Stopping Sight
130m
Distance
80 km/h Relative Gradient 1:200
80km/h Length of Spiral Curve
44m
Transition
Curve Radius (minimum) 250 m（emax=6%）
Desirable Length of Spiral
44m
Curve Transition
Maximum Radius for Use of A
379m
Spiral Curve Transitions
Single Lane Carriageway
3.65 m Refer to local standards
Width
Two-Lane Carriageway Width 7.30 m Refer to local standards

Four-Lane Carriageway Width 14.60 m Refer to local standards

Median Width 0.76 m Refer to local standards

Inner Shoulder Width at Each
0.30 m Refer to local standards
Side of Median
Outer Shoulder Width at Each
0.30 m Refer to local standards
Side of Median
Service Road Width (same as DEE) 1.80 m Refer to local standards
Side Safety Barrier Width
0.50 m Refer to local standards
(each side)
20.56 m (being 7.3×2 +0.76 +
4-Lane, Total Width Refer to local standards
0.3×2 +1.8×2 + 0.5×2
Crossfall 2%

Side Friction 0.15

Superelevation 6% (max)

14
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Main Viaduct
Road Type Urban Expressway Remarks

Desirable K Value

Crest Vertical Curve 26

Sag Vertical Curve 30

Vertical Grade

Ascending 3.5%~4%(max)

Descending 4.5%~5%(max)

Vertical Clearance

over Roads 5.7 m (min) Refer to local standards

The overhead clearance of the
railway section is designed as It would be confirmed with
over Rail
11m, and it should be confirmed railway agency
by BR

Table 3-3 Design Parameters for Entry and Interchange Ramps

Entry and Interchange Ramps

Road Type Urban Expressway Remarks

75 Years Structures
Design Life
25 Years Attachments
Design Speed 50km/h

Curve Radius (minimum) 90 m (min)

Number of Lanes 1.5
Lane Width 3.65 m Refer to local standards
Carriageway Width 5.50 m Refer to local standards
Shoulder Width (Inner and
0.30 m Refer to local standards
Outer)
Side Safety Barrier Width 0.50 m Refer to local standards
Overall Width 7.1 m Refer to local standards
Minimum Acceleration
165m
Length
Minimum Deceleration
165m
Length
Minimum Length for
Transition Curve between
90m
Acceleration and
Deceleration Lane

15
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

2-Lane Auxiliary Bridge

Road Type Urban Expressway Remarks

Years Structures
Design Life
25 Years Attachments
Design Speed 50km/h
Curve Radius (minimum) 90 m (min)
Number of Lanes 2
Lane Width 3.65 m Refer to local standards

Carriageway Width 7.30 m Refer to local standards

Shoulder Width (inner and
0.30 m Refer to local standards
outer)
Side Safety barrier Width 0.50 m Refer to local standards

Pedestrian Width 2.0m

Overall Width 10.9m Refer to local standards

Nabinagar Flyover
Road Type Urban Expressway Remarks

75 Years Structures
Design Life
25 Years Attachments
Design Speed 50 km/h
Curve Radius (minimum) 90m (min) Refer to local standards

Lane Width 3.65 m Refer to local standards

Number of Lanes 2 Single Ramp

Shoulder Width 0.30 m Refer to local standards

Side Safety Barrier Width 0.50m Refer to local standards

Overall Width 8.90m Refer to local standards

Crossfall 2%
Superelevation 6% (max)
Vertical Grade
Ascending 3.5%~4%(max)

Descending 4.5%~5%(max)

Vertical Clearance
over Roads 5.7 m (min) Refer to local standards

16
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Table 3-4 Design Parameters for At-grade Road

At-Grade Road
Road Type Urban Expressway Remarks

Design Speed 80 km/h

Curve Radius (minimum) 250m (min) Refer to relevant standards

Lane Width 3.5 m

Number of Lanes 4
Median Width 0.76m Refer to local standards

Shoulder Width 0.97m Refer to local standards

Side Barrier (Viaduct Small Refer to local standards, and it could
2m
Portal Frame Pier Location) be adjusted based on pier width.
Side Barrier (Viaduct Portal Refer to local standards, and it could
4.1m
Frame Pier Location) be adjusted based on pier width.
Refer to local standards. Minimum
Footpath Width 2.45m footpath width shall be kept as 2m,
when there is limited land.
Refer to local standards. It is normal
Overall width 26.2m
width for at-grade road.
Crossfall 2%
Superelevation 4% (max)
Side Friction 0.15

Vertical Grade
Ascending 4.0%(max)
Descending 4.0%(max)
Vertical Clearance
over Roads 5.7 m (min)

Notes: Speed limit might be set due to land acquisition in some sections, and the design parameter
might be adjusted accordingly.

17
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Chapter 4 Materials
4.1 Concrete
Concrete properties are as follows:

Table 4-1 Concrete properties

Compressive Tensile Coefficient of Modulus of
Poisson’s
Element Class Strength Strength Thermal Elasticity
Ratio
(MPa) (MPa) Expansion(/oC) (MPa)
Superstructure
(Prestressed T Girder& Box P 40 3.82 10.8×10-6 31419 0.2
Girder)

Prestressed Pier Cap、Bearing P 40 3.82 10.8×10-6 31419 0.2

Waterproof Concrete A 40 3.82 10.8×10-6 31419 0.2

Cast-in-situ Girder、Pier、Pier
A 35 3.57 10.8×10-6 29735 0.2
Cap、Culvert、Back up Wall

Pile、Pile Cap、Approach
A 30 3.32 10.8×10-6 28051 0.2
Slab、Barrier

Cable Tray、 Retaining

A 25 2.74 10.8×10-6 26087 0.2
Wall、Curb、Ancillary

Plain Concrete A 15 2.34 10.8×10-6 22482 0.2

Traffic Sign Base A 20 2.70 10.8×10-6 24721 0.2

Density of Plain cement concrete as 24 KN/m3 and 25 KN/m3 for reinforced concrete.

4.2 Reinforcing Steel

4.2.1 General
Reinforcing bars, deformed wire, cold-drawn wire, welded plain wire
reinforcement, and welded deformed wire reinforcement shall conform to the material
standards as specified in the AASHTO LRFD Bridge Construction Specifications.
18
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

4.2.2 Modulus of Elasticity

The modulus of elasticity of steel reinforcement shall be assumed as 200000MPa
for specified minimum yield strengths up to 690MPa.

4.2.3 Reinforcing Steel Specifications

The reinforcement steel shall conform to the material standards as specified in the
AASHTO LRFD Bridge Construction Specifications and its minimum yield strength
should not less than 500MPa and design strength is 414MPa. Diameter of steel in this
project are as follows: 10, 12, 16, 20, 22, 25, 28, 32, 36, 40 and 50mm.

4.3 Prestressing Steel

4.3.1 General
Uncoated, low-relaxation, seven-wire strand conforming to AASHTO LRFD
Bridge Construction Specifications shall be applied in this project. Ultimate tensile
strength of the strand is 1860MPa. All type of anchorage and jacking devices shall get
approval from the Employer prior to utilization.

4.3.2 Modulus of Elasticity

The modulus of elasticity for prestressing steel, based on nominal cross-sectional
area, can be taken as: 19700MPa. Tension stress of prestressing steel is 1395MPa.

19
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Chapter 5 Load and Load Combination

5.1 Dead Load
Dead loads shall include the weight of all components of the structure,
appurtenances and utilities attached thereto, earth cover, wearing surface, future
overlays.

5.2 Live Load

1.Number of Design Lanes
Unless specified otherwise, the width of the design lanes should be taken as 3.65m.
Multiple presence factors shall be taken as 0.65 as per AASHTO provisions.
Table 5-1 Reduction Factors
No. of Lanes 1 2 3 >3
Reduction factors 1.2 1 0.85 0.65

2. Design Vehicular Live Load

Vehicular live loading on the roadways of bridges or incidental structures,
designated HL-93, shall consist of a combination of the:
 Design truck or design tandem
 Design lane load
（1）（35kN，145kN and145kN）
The weights and spacings of axles and wheels for the design truck shall be as
specified in the figure below.

Figure 5.1 Characteristics of the Design Truck

（2）The design tandem shall consist of a pair of 25.0-kip axles spaced 1.2m
apart. The transverse spacing of wheels shall be taken as 1.8m.
（3）Design lane load (9.34kN/m，lane width 3m)
3. Application of Design Vehicular Live Loads

（1）General

20
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Unless otherwise specified, the extreme force effect shall be taken as the larger of
the following:
 The effect of the design tandem combined with the effect of the design lane load,
or
 The effect of one design truck with the variable axle spacing combined with the
effect of the design lane load, and
 For negative moment between points of contra-flexure under a uniform load on
all spans, and reaction at interior piers only, 90% of the effect of two design trucks
spaced a minimum of 15m between the lead axle of one truck and the rear axle of the
other truck, combined with 90% of the effect of the design lane load. The distance
between the 145kN axles of each truck shall be taken as 4.3m. The two design trucks
shall be placed in adjacent spans to produce maximum force effects. Axles that do not
contribute to the extreme force effect under consideration shall be neglected.
（2）The deflection should be taken as the larger of:
 That resulting from the design truck alone, or
 That resulting from 25% of the design truck taken together with the design lane
load.
（3）Forces due to eccentricity in live loads
The following forces due to the eccentricity of the live loads are expected to act.
a) The centrifugal forces arising due to horizontal curvature in the super structures.
b) The forces arising due to eccentric piers in different loading conditions.
c) The forces arising due to eccentricity of the pier with respect to pile cap.
d) The forces arising due to eccentricity of train loading for different loading
conditions of the spans.
4. Fatigue Load

（1）Magnitude and Configuration

The fatigue load shall be one design truck or axles as per AASHTO provisions,
but with a constant spacing of 9m between the 145kN axles. The dynamic load
allowance shall be applied to the fatigue load.
（2）Frequency
The frequency of the fatigue load shall be taken as the single-lane average daily
truck traffic (ADTTSL). This frequency shall be applied to all components of the bridge,
even to those located under lanes that carry a lesser number of trucks.
In the absence of better information, the single-lane average daily truck traffic
shall be taken as:
ADTTSL = p×ADTT
ADTT—the number of trucks per day in one direction averaged over the design
21
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

life
ADTTSL—the number of trucks per day in a single-lane averaged over the
design life
p—fraction of traffic in a single lane, taken as specified in table below：
Table 5-2 Fraction of Truck Traffic in a Single Lane p

Number of Lanes Available to Trucks p

1 1.00
2 0.85
3 and above 0.80

5. Dynamic Load Allowance

The static effects of the design truck or tandem, other than centrifugal and braking
forces, shall be increased by the percentage specified in table below for dynamic load
allowance. The factor to be applied to the static load shall be taken as: (1 + IM/100).
Table 5-3 Dynamic Load Allowance
Component IM
Deck Joints—All limit states 75%
Fatigue and Fracture Limit States 15%
All Other Components
All Other Limit States 33%

6. Pedestrian Loads
A pedestrian load of 3.6kPa shall be applied to all sidewalks wider than 0.6m and
considered simultaneously with the vehicular design live load in the vehicle lane.
7.Centrifugal Forces
For the purpose of computing the radial force or the overturning effect on wheel
loads, the centrifugal effect on live load shall be taken as the product of the axle weights
of the design truck or tandem and the factor C, taken as:
v 2
C  f
gR

v—highway design speed (m/s, 1m/s=3.6km/h)

f—4/3 for load combinations other than fatigue and 1.0 for fatigue
g—gravitational acceleration:9.8 (m/s2)
R—radius of curvature of traffic lane (m)
8. Braking Force
The braking force shall be taken as the greater of:
 25 % of the axle weights of the design truck or design tandem, or
 5% of the design truck plus lane load or
22
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

 5% of the design tandem plus lane load.

This braking forces shall be assumed to act horizontally at a distance of 1.8m
above the roadway surface in either longitudinal direction to cause extreme force effects.
9. Vehicular Collision Force
Where the design choice is to provide structural resistance, the pier or abutment
shall be designed for an equivalent static force of 2700kN, which is assumed to act in
a direction of 0 to 15 degrees with the edge of the pavement in a horizontal plane, at a
distance of 1.5m above ground. In addition, vehicle collision with barriers shall also be
considered to check the barrier and edge of deck safety.
10. Wind Load
Wind pressure shall be assumed to be uniformly distributed on the area exposed
to the wind. The exposed area shall be the sum of areas of all components, including
floor system, railing, and sound barriers, as seen in elevation taken perpendicular to the
wind direction. The wind load shall be the product of the wind pressure and exposed
area. The wind shall be assumed horizontal, the wind speed and the wind pressure
depends on the environment. The wind pressure can be determined as equation below :
P2  2.56106V 2 K z GCD
In consideration of project area condition, we have taken that G=1.0, Kz=0.71,
V=55m/s and CD=1.3.
Unless a site-specific wind study is performed, wind speeds used for different load
combinations shall be taken from AASHTO LRFD relevant clauses. Other factors such
as the KZ, G and CD should also derive from above standard.
Wind load on live load shall be considered, which will act transverse to the live
load in height of 6.0ft above, then transmitted to the structure. The transverse and
longitudinal wind load components on the live load shall be applied simultaneously.
11. Uniform Temperature
The design thermal movement range, T, shall depend upon the extreme bridge
design temperatures and be determined as:
T L(TMaxDesignTMinDesign)

TMaxDesign and TMinDesign depends on the local temp.

Temperature rise and down can both be taken as 20℃.
12. Temperature Gradient
Negative temperature values shall be obtained by multiplying the values by -0.30
for plain concrete decks and -0.20 for decks with an asphalt overlay.

23
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Positive temperature values for zone 2 can be taken as table below:

Table 5-4 Positive Temperature Values
zone T1(K) T2(K)
1 30.0 20.0
2 25.6 14.5
3 22.8 11.1

13. Seismic Force

For periods less than or equal to T0, the elastic seismic coefficient for the mth move
of vibration, Csm, shall be taken as:
Csm=As+(SDS-As)(Tm/T0)
in which:
As=FpgaPGA
SDS=FaSs
Where:
PGA=peak ground acceleration coefficient on rock (Site Class B)
Ss=horizontal response spectral acceleration coefficient at 0.2-sec period on rock
(Site Class B)
Tm=period of vibration of m th mode (s)
T0=reference period used to define spectral shape=0.2Ts(s)
Ts=corner period at which spectrum changes from being independent of period to
being inversely proportional to period=SD1/SDS(s)
Table 5-5 Response Modification Factors – Substructures

Table 5-6 Response Modification Factors – Connections

Figure 5-2 presents a map of Bangladesh showing the boundaries of the four zones.

24
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Each zone has a seismic zone coefficient (Z) which represents the maximum considered
peak ground acceleration (PGA) on very stiff soil/rock (site class SA) in units of g
(acceleration due to gravity).

Figure 5-2 Seismic Zoning Map of Bangladesh

14. Shrinkage and Creep

Shrinkage refers to the phenomenon that the volume of concrete decrease when it
is hard in the air.
Creep refers to the phenomenon that the strain increases with time under the long-
term effect of a certain constant load of concrete.
It can be seen from the definition that the creep refers to the relative deformation
of the concrete due to the long-term load, and the shrinkage is the deformation causes
during the concrete condensation period. Theses 2 phenomena occur at different times.
Shrinkage and creep will be calculated as per AASHTO requirements.
15. Settlement
Differential settlement between two adjacent viaduct piers shall be as follows:
i) 12 mm for Long Term Settlement;

ii) 6 mm for Short Term Settlement

16. Buoyancy Force

Static pressure of water shall be assumed to act perpendicular to the surface that
is retaining the water. Pressure shall be calculated as the product of height of water

25
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

above the point of consideration and the specific weight of water. The pressure of
flowing water acting in the longitudinal and lateral direction of substructures should
also be considered as relevant AASHTO standards specified.
Structures below the water table should be designed in consideration of the
influence of buoyancy. The buoyancy should be considered as an upward force. It is
equal to the sum of the vertical components of the static pressure. The calculation will
be carried out according to AASHTO standards.
17. Prestressing Force
Superstructure steel strand adopts high strength and low relaxation stress strand,
and its mechanical properties are: fpk=1860MPa, Ep=1.95x105MPa. Multiple steel
strands are parallelized and processed on the factory automatic mechanization
equipment according to design length and number of strands. The strand will be
penetrated into the plastic corrugated pipe of the post-tensioned concrete structure with
a special tractor. The specification, model, structural type, technical requirements, test
methods, inspection rule etc. shall comply with AASHTO standards.
18. Construction Stage Load

The girders will be transported by the girder carrier during the construction stage,
and the moving load will have a huge influence on the existing structures, so
construction stage load should be considered in this project. The construction process
is as follows:
1) Precasting of T Girder
T girder would be fabricated in the girder fabrication yard. The fabrication process
is as following:

26
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Recondition of Girder Pedestal

Rebar Processing Girder Rebar Binding

Removal of Rubber Tube, Installation of Built-in Fitting and Anchor Plate

Preparation of Forms Installation of Forms Painting of Release Agent

Concrete Premixing and

Transportation Pouring of Concrete for Girder Preparation of Specimen

Girder Concrete Curing

Removal of Forms

Clean Prestressing Duct

Curing of Girder Concrete to Design Tensioning Requirement

Strand Cutting and Bundling Placing of Strand and Inspection of Anchorage

Installation of Anchorage

Tensioning Machine Inspection Tensioning of Prestressing Strands

Inspection of Grouting Machine Duct Grouting Preparation of Specimen

Removal of Girder

QA and Pre-Delivery Inspection

Figure 5-3 Flow Chart of T Girder Fabrication Process

2) Placing of T Girder
The bridge girder erection machine would be utilized for placing and
installation of T Girder. Girder erection machine would be assembled on the
subgrade of bridge head, which is connected to the approach bridge. Precast T
girder is going to be transported to the subgrade by girder carrier, and then be
erected by the girder erection machine.
Precast girder will be transported on top of positioned girder for elevated
expressway. A hoisting station, which is composed of track system and 2 crossing-
pier portal cranes, will be set within the boundary of the first 3 spans. For girders
within the first 3 spans, the precast T girders would be transported via girder carrier
to the hoisting station, and then the girders would be lifted and placed to the correct

27
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

position. The positioned girders would then be utilized as working platform for
the installation of girder erection machine, which would be used to place the rest
girders.
Figure 5-4 Hoisting Station Figure 5-5 Placing of T Girder

200t girder carrier, with main carrier and assistance carrier, would be adopted.
The total weight of the carriers is approximate 20t. 4 axles are set. The distance
between the front axles and back axles is 1.25m and the distance between the
central axles is 2.4m. The most unfavorable load of the girder carrier is taken as
160t, which is the heaviest for girder with length of 45m. Please refer to the Figure
5.5 for example of girder carrier transporting precast girder on top of positioned
girder.

Figure 5-6 Girder Carrier

28
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Survey for Alignment

Girder Erection Machine Assembling and Elevation

Safety Inspection for Girder Erection Machine Cushion Roughness Detection

Counterweight Preparation Positioning of Girder Erection Machine Girder QA

Safety Inspection for

Positioning of Girder Girder
Girder Erection Machine
Transportation

Moving Girder Along the Alignment

Moving Girder in Transverse Direction

Positioning of Girder

Processing of Diaphragm and

Girders Integral Connection
Wet Joint Reinforcement

Girder Erection Machine Moving to the Next Position

Installation of Girder in Next Position

Figure 5-7 Flow Chart of T Girder Installation

3) Construction of Bridge Deck

(1) Bridge Deck Concrete Pavement
Bridge deck elevation line should be fixed by channel steel and leveled after
measuring and survey works. Then the concrete would be evenly laid and leveled.
Collection, leveling and broom finishing shall be carried out timely. Vacuum
suction process might be adopted if necessary. Maintenance shall be carried out
timely.
(2) Construction of Collision Wall
Construction process for collision wall is as follows:
 Washing bridge deck
 Survey
 Preparation and bundling of reinforcement

29
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

 Installation of forms
 Adjusting and strengthening the forms
 Pouring of concrete
 Forms removal
 Acceptance inspection
(3) Bridge Deck Bituminous Concrete Pavement
Continuous mechanized rapid flow construction of bridge deck bituminous
concrete pavement would be carried out after the acceptance inspection of bridge
waterproof construction.
(4) Expansion Joint Installation
The expansion joint seam would be cut at design position after the completion
of bridge deck pavement construction. The seam would then be cleaned. Seam
width and built-in fittings would be inspected. Built-in fitting’s position and
quantity shall conform to design requirement. Expansion joint installation shall be
carried out as per the manufacturer’s technical guidance and construction
specifications, and the installation shall be carried out at a time when the
temperature is relatively stable.

In addition to erection loads, any required temporary supports or restraints shall

be defined as to magnitude or included as part of the design. The acceptable closure
forces due to misalignment corrections shall be stated. Due allowance shall be made for
all effects of any changes of the static structural scheme during construction and the
application, changes, or removal of the assumed temporary supports of special
equipment, taking into account residual force effects, deformations, and any strain-
induced effects.

The following construction loads shall be considered (if any):

DC: weight of the supported structure

DIFF: differential load

DW: superimposed dead load

CLL: distributed construction live load

CEQ: specialized construction equipment

IE: dynamic load from equipment

30
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

CLE = longitudinal construction equipment load

WS: horizontal wind load on structures

WE: horizontal wind load on equipment

WUP: wind uplift on cantilever

A: static weight of precast segment being handled

AI: dynamic response due to accidental release or application of a precast segment load
or other sudden application of an otherwise static load to be added to the dead load.

5.3 Load Factors and Load Combinations

The total factored force effect shall be taken as:
Q    i i Qi

ηi = load modifier
Qi = force effects from loads
γi = load factors
Components and connections of a bridge shall satisfy the equation above for the
applicable combinations of factored extreme force effects as specified at each of the
load combinations at the following limit states:
 Strength I—Basic load combination relating to the normal vehicular use of the
bridge without wind.
 Strength II—Load combination relating to the use of the bridge by Owner-
specified special design vehicles, evaluation permit vehicles, or both without wind.
 Strength III—Load combination relating to the bridge exposed to the design
wind speed at the location of the bridge.
 Strength IV—Load combination emphasizing dead load force effects in bridge
superstructures.
 Strength V—Load combination relating to normal vehicular use of the bridge
with wind of 130km/h velocity.
 Extreme Event I—Load combination including earthquake.
• Extreme Event II—Load combination relating to ice load, collision by vessels
and vehicles, check floods, etc.
 Service I—Load combination relating to the normal operational use of the bridge
with a 110 km/h wind and all loads taken at their nominal values.
 Service II—Load combination intended to control yielding of steel structures
and slip of slip-critical connections due to vehicular live load.

31
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

 Service III—Load combination for longitudinal analysis relating to tension in

prestressed concrete superstructures with the objective of crack control and to principal
tension in the webs of segmental concrete girders
 Service IV—Load combination relating only to tension in prestressed concrete
columns with the objective of crack control.
 Fatigue I—Fatigue and fracture load combination related to infinite load-induced
fatigue life
 Fatigue II—Fatigue and fracture load combination related to finite load-induced
fatigue life.

Table 5-9 Load Combinations and Load Factors

DC
Use One of these at a Time
DD
DW
EH
EV LL
ES IM
EL CE
Load PS BR
Combination CR PL
Limit State SH LS WA WS WL FR TU TG SE EQ BL IC CT CV
Strength I
(unless γp 1.75 1.00 — — 1.00 0.50/1.20 γTG γSE — — — — —
noted)
Strength II γp 1.35 1.00 — — 1.00 0.50/1.20 γTG γSE — — — — —
Strength III γp — 1.00 1.00 — 1.00 0.50/1.20 γTG γSE — — — — —
Strength IV γp — 1.00 — — 1.00 0.50/1.20 — — — — — — —
Strength V γp 1.35 1.00 1.00 1.00 1.00 0.50/1.20 γTG γSE — — — — —
Extreme
1.00 γEQ 1.00 — — 1.00 — — — 1.00 — — — —
Event I
Extreme
1.00 0.50 1.00 — — 1.00 — — — — 1.00 1.00 1.00 1.00
Event II
Service I 1.00 1.00 1.00 1.00 1.00 1.00 1.00/1.20 γTG γSE — — — — —
Service II 1.00 1.30 1.00 — — 1.00 1.00/1.20 — — — — — — —
Service III 1.00 γLL 1.00 — — 1.00 1.00/1.20 γTG γSE — — — — —
Service IV 1.00 — 1.00 1.00 — 1.00 1.00/1.20 — 1.00 — — — — —
Fatigue I—
LL,IM&CE — 1.75 — — — — — — — — — — — —
only
Fatigue II—
LL,IM&CE — 0.80 — — — — — — —
only

32
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Table 5-10 Dead Load Factor γp

Type of Load, Foundation Type, and Load Factor

Method Used to Calculate Downdrag Maximum Minimum

DC: Component and Attachments 1.25 0.90

DC: Strength IV only 1.50 0.90

Piles, α Tomlinson Method 1.40 0.25

DD:
Piles, λ Method 1.05 0.30
Downdrag
Drilled shafts, O’Neil and Reese (2010) Method 1.25 0.35

DW: Wearing Surfaces and Utilities 1.50 0.65

EH: Horizontal Earth Pressure

 Active 1.50 0.90

 At-Rest 1.35 0.90

 AEP for anchored walls 1.35 N/A

EL: Locked-in Construction Stresses 1.00 1.00

EV: Vertical Earth Pressure

 Overall Stability 1.00 N/A

 Retaining Walls and Abutments 1.35 1.00

 Rigid Buried Structure 1.30 0.90

 Rigid Frames 1.35 0.90

 Flexible Buried Structures

○ Metal Box Culverts, Structural Plate Culverts with Deep 1.50 0.90

Corrugations, and Fiberglass Culverts

○ Thermoplastic Culverts 1.30 0.90

○ All others 1.95 0.90

ES: Earth Surcharge 1.50 0.75

33
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Table 5-11 Stress Limits for Prestressing Steel

Table 5-12 Temporary Tensile Stress Limits in Prestressed Concrete before Losses

34
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Table 5-13 Tensile Stress Limits in Prestressed Concrete at Service Limit State after Losses

Construction load factors and combinations at the Service Limit State and Strength
Limit States shall also conform to the relevant standard clauses.

35
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Chapter 6 Superstructures (Including Flyover)

6.1 T Girder
The project consists of precast prestressed concrete simply supported T girders
with 30m, 35m, 40m and 45m span. Structures and components should be arranged
reasonable crack control reinforcement to control the width of cracks and to ensure a
good ductility for the members. Please note that the dimensions described in this
Chapter are preliminary sizes, which could be slightly adjusted according to actual
conditions during design phase. The actual dimensions would be confirmed at final
design stage.
Please refer to the table below for articles in AASHTO to determine the dimension
of T girder and box girder.
Table 6-1 Design Reference Table for Girder Dimension
Girder Type Component Articles
Girder Height AASHTO LRFDUS 2.5.2.6.3
Flange Thickness AASHTO LRFDUS 5.12.3.55.12.3.2.2
Web Thickness AASHTO LRFDUS 5.12.3.2.2
T Girder Length of Web Width
AASHTO LRFDUS 5.12.3.5
Transition Section
Diaphragm AASHTO HB-17 9.10.2
Minimum Depth Of
AASHTO LRFDUS 9.7.1 (≥7 in.)
Deck Slab
Girder Height AASHTO LRFDUS 2.5.2.6.3
Top Slab Thickness
Length of Web Width AASHTO HB-17 9.9
Transition Section AASHTO LRFDUS 5.12.3.5
Bottom Slab
Box Girder
Diaphragm AASHTO HB-17 9.10.3
Web Thickness AASHTO LRFDUS 5.12.5.3.11b
Bottom Slab
AASHTO LRFDUS 5.12.3.5.2b
Reinforcement Ratio
Cover AASHTO LRFDUS 5.10.1
Material AASHTO LRFDUS 2.5.2.6.3
Girder Height AASHTO LRFDUS 2.5.2.6.3
Steel Girder
Deck AASHTO LRFDUS 6.7.3
U Rib AASHTO LRFDUS 6.7.3
Control Principle:

36
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Durability
Concrete durability refers to the ability of concrete to resist environment influence
and maintain its performance and appearance integrity for a long time, thus maintaining
the safe and normal use of concrete structure.
Reinforced steel and prestressing steel strands in concrete components that might
be exposed to salty air or water shall be protected by epoxy and/or galvanized, concrete
cover, increasing concrete compactness or by a comprehensive anti-corrosion treatment
with a chemical treatment such as a non-porous coating on the concrete surface or a
catholic corrosion protection. Prestressing steel strand in the pipes shall be grouted or
otherwise protected against corrosion.
The wearing course for deck shall be disconnected at the bridge joint and should
be smoothly transitioned to the deck joints.
Deflection
Deflection and camber calculations shall consider dead load, live load,
prestressing, erection loads, concrete creep and shrinkage, and steel relaxation. For
determining deflection and camber, the provisions of Articles 2.5.2.6 4.5.2.1, 4.5.2.2,
and 5.9.3.6 shall apply.
According to Article 2.5.2.6, members having simple or continuous spans
preferably should be designed so that the deflection due to service live load plus impact
shall not exceed 1⁄ 800 of the span. As to the deflection of cantilever beams, it should
not exceed span/300 when it was caused by vehicular load, and span/375 when it was
caused by vehicular and pedestrian loads.
Crack Control
Allowable Crack width will be 0.25mm as per AASHTO-LRFD. Crack width shall
not exceed the admissible value. According to AASHTO LRFD 5.6.7, if tension in
cross-section exceeds 80% of the modulus of rupture, the crack should be controlled by
distribution of reinforcement.

6.1.1 30m-T Girder

6.1.1.1 Cross-Section Dimension

The depth is 1.9m, the thickness of the midspan web is 0.2m, the thickness of the
expansion end web is 0.5m, and the thickness of the flange is 0.18m~0.25m.
6.1.1.2 Transversal Arrangement
20.56m wide bridge consists of 6 pieces of interior girders and 2 pieces of exterior
girders, 10.9m wide bridge consists of 3 pieces of interior girders and 2 pieces of
37
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

exterior girders, 9.1m wide bridge consists of 2 piece of interior girders and 2 pieces of
exterior girders.

Figure 6-1 Cross Section of 30m T Girder (Bridge Width=20.56m)

6.1.1.3 Diaphragm
Transverse diaphragms should be set at both ends of T girders, and 3 diaphragms
should be set across the girder span.

6.1.2 35m-T Girder

6.1.2.1 Cross-Section Dimension

The depth is 2.3m, the thickness of the midspan web is 0.2m, the thickness of the
expansion end web is 0.6m, and the thickness of the flange is 0.18m~0.25m.
6.1.2.2 Transversal Arrangement
20.56m wide bridge consists of 6 pieces of interior girders and 2 pieces of exterior
girders, 10.9m wide bridge consists of 3 pieces of interior girders and 2 pieces of
exterior girders, 9.1m wide bridge consists of 2 piece of interior girders and 2 pieces of
exterior girders.

38
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Figure 6-2 Cross Section of 35m T Girder (Bridge Width=20.56m)

6.1.2.3 Diaphragm
Transverse diaphragms should be set at both ends of T girders, and 3 diaphragms
should be set across the girder span.

6.1.3 40m-T Girder

6.1.3.1 Cross Section Dimension

The depth is 2.5m, the thickness of the midspan web is 0.2m, the thickness of the
expansion end web is 0.6m, and the thickness of the flange is 0.18m~0.25m.
6.1.3.2 Transversal Arrangement
20.56m wide bridge consists of 6 pieces of interior girder and 2 pieces of exterior
girder, 10.9m wide bridge consists of 3 pieces of interior girder and 2 pieces of exterior
girder, 9.1m wide bridge consists of 2 piece of interior girder and 2 pieces of exterior
girder.

39
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Figure 6-3 Cross Section of 40m T Girder (Bridge Width=20.56m)

6.1.3.3 Diaphragm
Transverse diaphragms should be set at both ends of T girders, and 5 diaphragms
should be set across the girder span.

6.1.4 45m-T Girder

6.1.4.1 Cross-Section Dimension

The depth is 2.7m, the thickness of the midspan web is 0.2m, the thickness of the
expansion end web is 0.6m, and the thickness of the flange is 0.18m~0.25m.
6.1.4.2 Transversal Arrangement
20.56m wide bridge consists of 6 pieces of interior girders and 2 pieces of exterior
girders, 10.9m wide bridge consists of 3 pieces of interior girders and 2 pieces of
exterior girders, 9.1m wide bridge consists of 2 piece of interior girders and 2 pieces of
exterior girders.

40
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Figure 6-4 Cross Section of 45m T Girder (Bridge Width=20.56m)

6.1.4.3 Diaphragm
Transverse diaphragms should be set at both ends of T girders, and 5 diaphragms
should be set across the girder span.

6.1.5 Cover for Reinforcing Steel

The cover for unprotected main reinforcing steel is 55mm.

6.1.6 Bearing
POT, PTFE or Elastomeric bearing would be adopted.

6.2 Cast-in-Place Box Girder

The project includes 21m span concrete box girder, and 30m and 40m span cast-
in-place prestressed concrete box girder.

41
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

6.2.1 21m Box Girder

6.2.1.1 Cross Section Dimension

The girder depth is 1.7m. The thickness of the midspan web is 0.4m.Changes in
girder stem thickness shall be tapered for a distance of 2.5m in web. The thickness of
top flange is 0.22m, and the bottom flange is 0.22m.
6.2.1.2 Diaphragm
Diaphragms shall be used at span ends. Intermediate diaphragms are required for
bridges with inside radius of curvature of less than 243.84m. Diaphragms may be used
where structural analysis show diaphragm is required.

6.2.2 30m-Box Girder

6.2.2.1 Cross Section Dimension

The depth is 1.7m, the thickness of the midspan web is 0.4m, the thickness of the
expansion end web is 0.7m, changes in girder stem thickness shall be tapered for a
distance of 3.6m in web, the thickness of top flange is 0.25m and bottom flange is 0.22m.
6.2.2.2 Diaphragm
Diaphragms shall be used at span ends. Intermediate diaphragms are required for
bridges with inside radius of curvature of less than 243.84m. Diaphragms may be used
where structural analysis show diaphragm is required.

6.2.3 40m-Box Girder

6.2.3.1 Cross Section Dimension

The depth is2.2m, the thickness of the mid-span web is 0.4m, the thickness of the
expansion end web is 0.7m, changes in girder stem thickness shall be tapered for a
distance of 3.6m in web, the thickness of top flange is 0.25m and bottom flange is 0.22m.
6.2.3.2 Diaphragm
Diaphragms shall be used at span ends. Intermediate diaphragms are required for
bridges with inside radius of curvature of less than 243.84m. Diaphragms may be used
where structural analysis show diaphragm is required.

6.2.4 Cover for Reinforcing Steel

The cover for unprotected main reinforcing steel is 55mm.

6.2.5 Minimum Reinforcement Ratio

A uniformly distributed reinforcement of 0.4% of the flange area shall be placed
in the bottom slab parallel to the girder span, A uniformly distributed reinforcement of
0.5% of the cross-sectional area of the slab, based on the least slab thickness, shall be
42
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

placed in the bottom slab transverse to the girder span.

6.2.6 Bearing
POT ,PTFE or Elastomeric bearing would be adopted.

6.3 Cast-In-Situ Concrete Continuous Box Girder

Cast-in-situ prestressed concrete box girder or concrete box girder will be adopted
based on site condition.

6.3.1 Dimension
Dimension of concrete box girder will be determined according to the dimensions
of T girder and box girders, site condition as well as relevant standards.

6.3.2 Material
Please refer to Section 4.1 Table 4.1 Concrete Properties for details.

6.3.3 Construction Method

Prestressed concrete box girder will be cast in-situ.

6.3.4 Bearing
POT ,PTFE or Elastomeric bearing would be adopted.

6.3.5 Continuous Box Girder

Continuous box girder superstructure may be adopted if necessary.

6.4 Footbridge
5 steel footbridges (either steel footbridge or concrete footbridge) would be
constructed, and their location would be confirmed with BBA. The existing 4
footbridges might be retained, or demolished and reconstructed at a location near to the
former site, depending on the project needs.

6.4.1 Structure Style

6.4.1.1 Main Structure

Total length and width: about 25m and 3m respectively.
Clearance:5.7m.
Structure Type: Steel truss frame or concrete structure would be adopted, thee
position would be right above the at grade road.

43
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

6.4.1.2 Stairs
Total four stairs to be constructed on the both sides of the footbridge

6.4.2 Materials

6.4.2.1 Steel Structure

Material Grade：M 270M/M 270 Grade50
Modulus of Elasticity：2×105MPa
Coefficient of Thermal Expansion：11.7×10-6/℃
Unit Weight：7.849×103kg/m3
Poisson’s Ratio：0.3
Modulus of Rigidity：7.7×104MPa
6.4.2.2 Concrete Material
Please refer to Table 4-1 in Section 4.1 for concrete properties.
6.4.2.3 Joint Type
Welding would be adopted for steel footbridge. Concrete footbridge would be
cast in-situ.

6.4.3 Load

1. Gravity of Steel Structure

2. A pedestrian load of 4.3kN/m2 shall be applied to all sidewalks.
3. Wind Load 0.96kN/m2 , Load factors:1.15.
4. Uniform Temperature：-5℃~50℃；
5. Temperature Gradient；

6.4.4 Deflection Control

Under Service I Load Combination:
The deflection of mid-span due to pedestrian load should be less than 1/360 (for
steel footbridge) or 1/1000 (for concrete footbridge) of the span.
For cantilever area, the deflection due to pedestrian load should be less than 1/220
(for steel footbridge) or 1/375 (for concrete footbridge) of the span.
For steel footbridge, the horizontal deflection due to wind load should be less than
1/360 the span.

6.5 Steel Box Girder

Steel box girders is tentatively proposed to be used for span more than 45m in this
44
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

project. Cast-in situ prestressed concrete box girder could also be adopted, depending
on site condition.

6.5.1 Materials
1) Materials for Steel Box Girder
Material Grade：M 270M/M 270 Grade50
Modulus of Elasticity：2×105MPa
Coefficient of Thermal Expansion：11.7×10-6/℃
Unit Weight：7.849×103kg/m3
Poisson’s Ratio：0.3
Modulus of Rigidity：7.7×104Mpa
Design Strength: 344.7MPa

6.5.2 Cross Section Dimension

The dimension of the steel box girder is tentatively proposed to be as follows:
The height of girder is equal to 1/25 of the maximum span. Top flange and bottom
flange are 20mm thick, and web is 14mm thick. There are 10.9m and 20.56m wide steel
box girders. The number of box cells would be determined based on calculation results.
Cross section dimension of concrete box girder would be determined based on
actual site condition.

45
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Chapter 7 Substructures (Including Underpass)

7.1 Pile Foundation
φ0.8m, φ1m, φ1.2m and φ1.5m piles shall be applied in different area in this
project. Slender piles will be better because of the low resistance of upper stratum. The
resistance of stratum deeper than 30m would be better. The project area belongs to
seismic zone Ⅱ, peak ground acceleration PGA=0.2g.
Table 7-1 Pile Diameter
Nominal Piers Geological Pier Length
Diameter Arrangement Requirements Requirements
φ0.8 Overpass moderate medium

φ1.0 Main Viaduct good short

Ramp and
φ1.2 moderate medium
Nabinagar Flyover
φ1.5 bad long
The requirements of piles design and calculation are as follows:
1. For cast-in-situ piles, the steel ratio will be 0.01 in the upper one-third, 0.005
from 1/3 to 1m above the bottom of the pile, and the 1m bottom of pile would be plain
concrete.
2. As Dhaka is in the Seismic Zone II, the area of longitudinal reinforcement shall
not be less than 1.0% at least four bars. with spiral reinforcement not less than 10mm
at a pitch of 150mm. Where the soil could provide adequate lateral resistance, the
reinforcement shall be extended 3m below the plane.
3. Piles used in groups should be located such that the distance from the side of
any pile to the nearest edge of the cap is not less than 500mm.
4. The center to center space of piles shall be 3 times of the pile diameters.
5. The tops of piles shall extend at least 150mm into the pile cap after all damaged
material has been removed.
6. The upper 0.5m of the pile should be removed of after the concrete reach a
design strength.
7. Permanent casing should be applied when piles are in water and the length of
the casing depends on the water level.
8. Permanent casing shells that are more than 3mm thick may be considered as
part of the reinforcement. The inside diameter of the casing shall be 0.2m bigger than
the pile diameter.
9. For cast-in-situ concrete, the clear distance between parallel bars shall not be
less than the largest of the following:1.5 times the nominal diameter of the bars; 1.5
times the maximum size of the coarse aggregate; or 38mm.
46
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

10. Concrete cover for reinforcing steel no less than 80mm.

11. If the Contractor is utilizing casing that is adequately sealed into competent
soils such that the water can’t enter the excavation. After the casing has been filled with
concrete , all void space occurring between the casing and shaft excavation shall be
filled with a material which approximates the geotechnical properties of the in-situ soils.
The top of the casing should be lower than the top of the pile of the water level.
12. All piles to be tested are pilot piles and the quantity are as follows:
Table 7-2 Quantity of Piles to be Tested
Piles Position 4-Lane Ramp Nabinagar Overpass 2 lane
Expressway bridge
Static Load Test 12 7 3 0 2
HSDT
97 11 4 2 7
High Strain Dynamic Test
13. To minimize stress concentrations due to minor irregularities of the pile top
surface, set test plates bearing on the top of precast or cast-in-place concrete piles in a
thin layer of quick-setting, non-shrink grout, less than 6 mm thick and having a
compressive strength greater than the test pile at the time of the test. During each load
interval, keep the load constant for a time interval of not less than 4 min and not more
than 15 min, using the same time interval for all loading increments throughout the test.
The nominal resistance shall be determined according to the failure definition of either:
“plunging” of the drilled shaft, or a gross settlement or uplift of 5% of the diameter of
the shaft if plunging does not occur. The static load test method we prefer is to heap the
precast concrete blocks.
14. Piles shall be cast-in-situ bored piles, the depth of piles shall be determined
from an analysis of the geological data. All bored piles shall be subjected to integrity
testing(PIT) with at least 1% of bored holes having dynamic test, other test shall be in
compliance with the relevant standards.
15. The top soil up to a depth of 5.0m shall be ignored while calculating the
geotechnical capacity of pile by static formulae because of the poor soil condition of
Bangladesh.
16. The STM may be used to determine internal force effects near supports and
the points of application of concentrated loads at strength and extreme event limit states.
The STM should be considered for the design of deep footings and pile caps or other
situations in which the distance between the centers of applied load and the supporting
reactions is less than two times the member depth.

7.2 Pile Cap

1. High caps shall be applied when the viaduct goes through the deep water area.

47
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

As the bottom surface of the high pile cap is above the ground level (or local scour line),
and part of the foundation pile would be submerged in soil, which could avoid or reduce
underwater construction works. The high pile cap of this project adopts reinforced
concrete material, and it is suggested to be cast on site. As the height of the pile top and
the spacing might be highly irregular during construction, and the piles shall be
connected as a whole, the high pile cap cannot be prefabricated. The reinforcement of
the pile cap would be determined by calculation.
2. The size of the pile cap depends on the quantity and arrangement of the piles.
The distance from the side of any pile to the nearest edge of the cap is approximate
0.5m.The depth of the pile cap top below the widened at-grade road shall a minimum
of 1m.
3. The tops of piles shall extend into the pile cap to avoid the shearing failure
caused by stress concentration. The thickness of the pile cap is approximate
1.75m~2.5m.
4. Concrete cover for reinforcing steel will be 55mm.
5. There shall be a 75mm thick plain concrete cushion under the pile cap with a
15MPa compressive strength.

7.3 Open Foundation

Open Foundation shall be adopted on the underpass or when rock appears at
shallow depth (depth within4.5m from the ground level).
Special attention shall be given to footings on fill, to make sure that the quality of
the fill placed below the footing is well controlled and of adequate quality in terms of
shear strength and compressibility to support the footing loads.
Where foundations are placed adjacent to existing structures, the influence of the
existing structure on the behavior of the foundation and the effect of the foundation on
the existing structures shall be investigated.
Foundation settlements should be estimated using computational methods based
on the results of laboratory or in-situ testing, or both. The soil parameters used in the
computations should be chosen to reflect the loading history of the ground, the
construction sequence, and the effects of soil layering. Both total and differential
settlements, including time dependent effects, shall be considered.

7.4 Piers
1. Concrete cover for reinforcing steel will be 55mm.
2. Minimum steel ratio: 0.01
3.Portal frame shall be adopted where the viaduct locates right above the at-grade
road or the railway.

48
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

4. Cantilever pier type shall be adopted where the viaduct located at one side of
the at-grade road.

7.5 Pier Cap

1. Concrete cover for reinforcing steel will be 55mm.
2. Minimum steel ratio: 0.01.
3. In case of asymmetric loadings from adjacent spans superstructure, the sections
of a pier cap, torsional moments are also to be considered for design purpose.
4.The maximum crack width should not exceed 0.25mm for the substructures.

7.6 Underpass
A 3m high, 5m wide underpass is planned to be constructed at approximate
CH5+300 (the exact location of the underpass shall be confirmed with BBA). Total
length of the underpass is 17m and two sets of 1.5m wide stairs exist would be
constructed at each side of the underpass. Top slab, bottom slab and side walls of the
underpass shall be 0.5m thick RCC structures. Steel structure roof shed will be bolted
on the side walls of the stairs.

7.7 Culvert
In this project, about 14.28 km existing road will be upgraded from 2 lanes to 4
lanes from CH4+500 to CH 9+800 and between CH13+000 to CH21+980. When
necessary reinforcement concrete box culvert shall be adopted for the water flow. The
two locations temporarily selected and the conceptual size are as table below, details to
be further designed.
Table 7-3 Culvert Layout
Chainage Length(m) Width(m) Depth(m)
CH5+331 34.5 1x5 5
CH14+426 33.3 3x5 5

49
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Chapter 8 Accessory Components

8.1 Crash Barrier
TL-4（test level 4）crash barrier shall be applied in this project. Side barrier will
be 820mm high and 500mm wide. Three pipes for electricity and communication
should be arranged in it prior to casting. The median barrier will be 820mm high and
760mm wide.

8.2 Handrail
Steel railings shall be erected on top of the concrete crash barrier. The height of a
pedestrian railing shall be 1120mm measured from the top of the walkway. The height
of the concrete crash barrier is 820mm and its width is 300mm. Holes shall be reserved
inside the barrier at where road lighting is required. The handrail is 300mm away from
the top surface of the barrier, and the diameter of the handrail is 80mm.

8.3 Pedestrian Way

Pedestrian way will be made by 12cm thick, 2m wide precast concrete slab. The
curb will be 30cm higher than the carriageway.

8.4 Drainage System

Diameter 150mm UPVC drainage pipe shall be provided at a 3m longitudinal
interval. Rain water shall be piped from the elevated sections to below ground and all
rain water shall be delivered to local drainage system or discharged to rivers or streams
as appropriate.

8.5 Expansion Joint

Viaduct shall be provided with expansion joints to allow for thermal expansion.
These may be installed for a collection of several spans to minimize their numbers for
a better riding quality. The type of the expansion joint to be applied will be D60, D80,
D120, D160 and the likes.

8.6 Approach Slab

Approach slab is to be built between the abutment and approach road to connect
bridge and road. The approach slabs are 6~8m long, 0.35m thick. The width of the
approach slab would be the same as the carriageway.

50
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

8.7 Noise Barrier

Noise barrier shall be provided on both sides of the expressway (excluding ramps).
Location depends on the site condition.

51
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

The details and dimensions shown above are conceptual only and are shown for
the purpose of demonstrating the layout and appearance of the structure and other
elements. Details and dimensions will require detailed analysis during the detailed
design phase.

52
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Chapter 9 Lighting, Electric Communication

9.1 Roadway Lighting
9.1.1 Purpose
The purpose of roadway/interchange lighting is to illuminate the roadway surface
to ensure that the motorist can clearly identify objects on the roadway surface. In
addition, many bridge structures, due to the highly visible nature also are illuminated
to provide an aesthetical appeal, congruent with the surrounding architecture and
landscape.
In order to minimize the costs associated with installing and maintaining these
systems, careful analysis is required of each travel way’s physical features, construction,
and operational requirements. There are various approaches for providing the required
illumination which need to be evaluated, with due consideration for visual performance,
driver safety, and both initial capital and life cycle costs.

9.1.2 Design Criteria

The following standards will be required for current design practices for roadway
lighting systems:
• ANSI/IESNA RP-8-00, American National Standard Institute/Illuminating
Engineering Society of North America, American National Standard Practice for
Roadway Lighting.
• AASHTO Roadway Lighting Design Guide GL–6 2005, American
Association of State Highway and Transportation Officials
• NFPA 70, National Electrical Code (NEC)
• UL, Underwriters Laboratories Standards, UL Listing

9.1.3 Determination of Lighting levels

ANSI/IES RP-8-2000 American National Standard Practice for Roadway Lighting
will be the major design document used in determining the illumination requirements
for this project.
The roadway illumination levels of this project will be based on an Expressway,
with a R3 (Asphalt) surface. The detailed parameters are shown in Table 9-1，Table 9-
2 and Table 9-3.

53
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Table 9-1 Illuminance Method-Recommended Values

Pavement Classification
Veiling
Road and Pedestrian Conflict Area （minimum maintained
Uniformity Ratio Luminance
illuminance average values）
Eavg/Emin Ratio
Pedestrian Conflict R3
Road Lvmax/Lavg
Area （lux）
Expressway Medium 12 3.0 0.3
Table 9-2 Luminance Method-Recommended Values

Road and Pedestrian Conflict

Average Luminance Uniformity Ratio Veiling
Area
Lavg Luminance Ratio
Pedestrian Conflict （cd/m2） Lvmax/Lavg
Road Lavg/Lmin Lmax/Lmin
Area
Expressway Medium 0.8 3.0 5.0 0.3
Table 9-3 Maintained Illuminance Values for Walkways

average horizontal illuminance minimum vertical illuminance

Eavg/Emin
EH lux EVmin lux
Pedestrian areas 5.0 2.0 4.0

9.1.4 Design Requirements

9.1.4.1 Lighting System

Solar roadway LED lighting system shall be provided for the expressway. This
system consists of the solar cell component parts (including the bracket), the LED lamp
holder assembly, control box (a controller, battery), pole, jacket lines and other
components.
Requirements for solar systems
a）The tentative wattage of each luminaire for solar lighting purpose should not
exceed 120W.
b）The height of pole should not exceed 12m.
c）The battery backup time should meet the requirements of 10 hours of full load
operation per luminaire for solar lighting purpose.
d）In order to control the volume and weight of the battery and solar panels, the
effect of continuous rainy days on solar energy is not considered in the design.
Directional signage shall be illuminated by floodlighting during night.
9.1.4.2 Lighting Luminaire
The LED source and the semi cutoff luminaires shall be applied in this project.
The Ingress Protection standard of road lighting luminaires are no less than IP65

54
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

in this project.
The IK rating of road lighting luminaires in this project are no less than IK08.
9.1.4.3 Roadway Lighting Arrangement
According to the road level of this project and the type of expressway cross section,
the roadway lighting is adopted in the following form：
Typical cross section of expressway：single arm 9m high pole, arm length 1.5m,
opposite arrangement，LED source，luminous flux 11000lm.
Typical cross section of ramp：single arm 9m high pole, arm length 1.5m,one side
arrangement，LED source，luminous flux 11000lm.
Typical cross section of 2 lane bridge：single arms 9m high pole, arm length
1.5m,one side arrangement，LED source，luminous flux 11000lm.
The lighting of the road under the bridge adopts LED floodlights which installed
under the bridge floor.
Roadway lighting near toll plaza adopts high mast pole and LED floodlight. The
height of the high mast pole should be determined according to the width of the road
cross section. The height of the mast pole in this project is 20m or 30m。There are no
less than 8 sets of lamps on each high mast pole, and the power of each set of lamps is
not less than 250W.
The average illumination on the ground of the toll plaza must not be less than 100
lux. The lighting of the toll plaza adopts LED floodlights installed under the roof. The
power of the luminaire is 100W and the luminous flux is 11000 lm.
The project does not separately set up lighting for the pedestrian area and can use
street lighting to provide illumination for the area.
The roadway lighting arrangement of other cross-section should be provided the
appropriate illuminations levels as indicated in this report.

9.2 Electrical Power Distribution

9.2.1 Electrical Service

The reliable power be provided for many of the expressway systems. This
requirement is satisfied by providing a primary and a secondary or back-up power
source.
The main power supply for this project is in the form of combined substation.
Several combined substations are set along the road and the distance between the
combined substations shall not exceed 2km. Each combined substation is equipped with
two 10kV/0.4kV transformers, each of which can bear 100% of the electricity load in
the area under its responsibility.
The design boundary of this project is the entrance of the combined substation.

55
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

The power supply line is provided by the local power supply company, and two 10kV
power feeders are connected to the combined substation of the project.
In order to improve the reliability of the entire power system, a diesel generator
set was selected as the backup power source for the project. The generator is used to
provide full power when both incoming feeders are powered down. The diesel generator
should be equipped with a fuel tank that can operate the generator for twenty-four hours.
Additionally UPS shall also be provided for security & safety systems for backing up
DG power upon outage of grid supply. Diesel generators and UPS power supplies
should be installed with the combined substation .
The road and area lighting of this project is controlled by an intelligent street light
controller. The controller is installed in the combined substation.

9.2.2 Panelboards
Distribution, power, and lighting panelboards will be of the bolt-on circuit breaker
type. Panelboards will be sized to withstand available short circuit current. Each
panelboard will be equipped with a minimum of 20% spare breakers and 10% spaces.
The low-voltage power distribution system of this project adopts a single busbar
segmentation structure. The two transformers operate in separate columns. The
segmentation circuit breaker can be connected when one of the transformers is not
working. When both transformers are not working, the diesel generator set is put into
operation and the circuit breaker of the transformer is disconnected.

9.2.3 Cable
The roadway lighting cable of this project chooses power cable with Cu conductor，
XLPE insulation and PVC sheath.

9.2.4 Voltage Drop

The maximum voltage drop on both feeders and branch circuits to the farthest
outlet of a load will not exceed 5%.

9.2.5 Grounding
A grounding system grid will be provided adjacent to the incoming
transformers .Separate grounding conductors will be installed for lighting and power
feeders, and all branch circuits.
This project adopts TN-S grounding system. The neutral point of the transformer
inside the box should be directly grounded. The power frequency working grounding
resistance must be less than 1 ohm. The horizontal grounding body of this project is
made of hot-dip galvanized flat steel, and the vertical grounding body is made of hot-
dip galvanized angle steel.

56
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

A surge protector is installed at the 10kV power supply line to prevent lightning
wave intrusion. The lamp has its own overvoltage protector. The top of the metal pole
is used as the lightning receptor, The flange of the pole is reliably connected to the road
lighting grounding system.

9.3 Communication Systems

9.3.1 General
The communication systems will be designed to provide voice, video and data
communications from the expressway to the local onsite operations control room
located in the Operations Support Facility and the remotely located operations control
room.
The design of the communication systems will include the following:
Telephone System Emergency Telephones
Closed Circuit Television Radio Communication Systems
Additionally, outside service provider voice, video and data services, as required,
will be provided by the local telecommunications company. The service provider
demarcation point will be in the control room, located within CCB. It is anticipated
that only voice and data service will be required to support “outside” voice telephone
lines, and data subscriber service lines to support Wide Area Network (WAN) data links.

9.3.2 Telephone System

A PABX telephone system shall be provided which is equipped with an internal
switchboard to allow dialing of any extension on the Project. It shall also be provided
with six land line connections to the Bangladesh telephone system. Handsets will be
Provided at each work station and in the toll booths.

9.3.3 Emergency Telephones

Emergency telephones shall be provided on each elevated carriageway at intervals
of not more than one kilometer to enable the public to contact the operator and request
assistance in the event of breakdowns or accidents. The emergency telephones may
be provided at combined substations also.

9.3.4 Closed Circuit Television

The cameras in the CCTV system of this project are divided into indoor and
outdoor installation environments.The cameras for monitoring the charging system are
set in toll plazas, toll lanes, toll booths, monitoring rooms, finance rooms, etc. Set
outdoor cameras at important locations such as bridges, interchanges, and ramps. Each
camera shall have storage device with micro SD card. All the cameras shall be suitable
57
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

for operation at night time also.

The system should have the following features:
Accept monitoring images;
Display video images;
Switching, controlling, and storing video images;
Master the condition and capacity of the expressway

9.3.5 Radio Communication Systems

A two-way FM radio communications system will be provided for continuous
radio communication for the maintenance personnel while traveling through or working
at the expressway, as well as certain selected agency frequencies such as police, fire
department and Emergency Medical Services (EMS).

58
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Chapter 10 Highway
10.1 Pavement Materials
10.1.1 Bituminous Material
Bituminous material shall be 60/70 or 80/100 penetration grade.

10.1.2 Asphalt Concrete

The properties of bituminous should follow local standards.
Table 10-1 Bituminous Bound Materials

Pavement Layer Basic Properties Brief Description of materials

Mixture of Stone, fine filler and

ACV<30%
Dense Bituminous Surfacing bitumen carefully graded to give a
ACV of
(DBS) dense material with no voids. Mixed
aggregate<30%
and laid by machine whilst hot.
A combination of hot bitumen sprayed
ACV<28% onto the road by machine and a single
Double bituminous surface ACV of sized stones spread and rolled into the
treatment (DBST) aggregate bitumen whilst hot. The process is then
<28% repeated using a second layer of
bitumen and smaller sized stone.
Table 10-2 Granular Materials
Minimum Required
Maximum Maximum
CBR % Compaction Typical Materials
Pavement Field DCP Aggregate
(Lab. Test (Lab. Test Likely to meet
Layer Test mm/ Crushing
after 4 days after 4 days specification.
blow Value %
soaking) soaking)

Graded stone or
98%
graded stone with
3.5 mm/ Vibrating
Base Type I 80% 30% some brick or brick if
blow Hammer /
it can meet
Heavy
specification
Compaction
98%
3.5 mm/ Vibrating
Brick if it can meet
Base Type II 80% blow 30% Hammer
specification
/Heavy
Compaction
98% Graded materials
9.0 mm/
Subbase 30% 32% Vibrating consisting of brick or
blow
Hammer / brick sand mixtures.

59
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Minimum Required
Maximum Maximum
CBR % Compaction Typical Materials
Pavement Field DCP Aggregate
(Lab. Test (Lab. Test Likely to meet
Layer Test mm/ Crushing
after 4 days after 4 days specification.
blow Value %
soaking) soaking)
Heavy Recycled pavement
Compaction materials such as
brick, broken
concrete, old
surfacings etc.
98%
Vibrating
Improved Usually locally
8% 22 mm/ blow Hammer /
Subgrade occurring fine sand
Heavy
Compaction
Subgrade
98%
(compacted Natural soil of low
4% 30 mm/ blow Standard
min.300mm plasticity
Compaction
thickness)
95%
Earthwork in Natural soil of
3% 45 mm/ blow Standard
Embankment low/Medium plasticity
Compaction

10.1.3

10.1.4 Medium Coarse Sand

Medium coarse sand grade would depend on test results.

10.1.5 Cement
Cement material shall be Portland Cement.

10.1.6 Concrete
Please refer to Chapter 4.

10.1.7 Reinforcing Steel

Pease refer to Chapter 4

10.2 Pavement
Bituminous concrete pavement or cement concrete pavement would be adopted
for pavement structure. Bituminous concrete pavement has more comfortable and
steady driving quality, and it has faster construction speed and better maintainability.
Cement concrete pavement has longer service life and higher heavy load bearing
60
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

capacity. However its riding quality and stability are relatively low, and its construction
speed is slower. It takes longer time for maintenance.
Bituminous concrete pavement is proposed to be used for bridge deck, at-grade
road and bridge approaching lane. Cement concrete pavement is proposed to be adopted
at toll plaza.
The design life for bituminous concrete pavement is 10 years, and 20 years for
cement concrete pavement.
Traffic forecast: operation year AADT=59008, future operation AADT=120244.
Table 10-3 Pavement Summary
S/N Type Structure Formation
1 Deck 50mm DBS wearing course
50mm DBS wearing course + 70mm DBS base
New At-Grade course + 250mm aggregate base course type I +
2 Road, Transition 275mm aggregate base course type II + 300mm
Ramps Carriageway improved subgrade + 300mm subgrade

At-Grade Road 50mm DBS wearing course + (0~250mm) DBS base

(Modification of course. It would be determined whether the aggregate
3
Existing Road) base and subgrade details would be utilized/overlaid
Carriageway based on the condition of existing road
60mm concrete block+ 20mm sand cement mortar +
At-Grade Road
4 200mm sand
Footpath

280mm cement concrete pavement+200mm

Pavement for
aggregate base course type I +200mm aggregate base
Carriageway
5 course type II+300mm improved subgrade+300mm
crossing Toll Booth
subgrade

Curb Type I is proposed to be cast by cement

concrete, with 2cm sand cement mortar layer below
(cement:sand=1:2). Its dimensions would be
determined based on local practice.
6 Curb
Curb Type II is proposed to be cast by cement
concrete, with 2cm sand cement mortar layer below
(cement:sand=1:2). Its dimensions would be
determined based on local practice.
The temperature of bitumen aggregate mixture should be within 140℃~160℃.
The laying temperature of the mixture shall not be less than 130 ℃ . When the
temperature of the bituminous premix falls below 90℃, no further compaction should
be allowed.

61
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

10.3 Subgrade and Retaining Wall

1. Surface Cleaning
Clean the miscellaneous fill on surface, and the depth to be cleaned would depend
on site condition.
2. Widening of Existing Road
Existing road widening will be carried out by excavating the existing road in step format,
and each step shall be 500mm wide. One layer of 1m wide of geogrid shall be laid
between subgrade, improved subgrade, aggregate base course type I, aggregrate base
course type II and DBS base course, and then DBS wearing course will be laid on top.
3. Soft Subgrade
Undrained cohesion (Cu) and N-value (determined from SPT) are the evaluation
parameters to assess the ground soil/sub strata layers’ bearing capacity. Ground
treatment is required for the soft ground.
Ground improvement method would be chosen from sand drain with surcharge or
prefabricated vertical drain (PVD) with surcharge or cement-mixed columns. It would
be determined based on the geotechnical investigation results.
Sand drain：the diameter for sand drain is proposed to be 0.3m currently, and it
would be determined based on GIR and in-situ test results. Vertical sand drain shall be
set in equilateral triangle arrangement. Sand drain length and spacing would be
determined based on the GIR and in-situ tests results. 300~600mm medium to coarse
sand cushion or crushed stone cushion would be placed after constructing sand drain,
and it is to be compacted by static methods. One layer of two-way steel plastic geogrids
would be set in the middle of cushion.
PVD: PVD shall be set in equilateral triangle arrangement. Drain spacing and
penetration depth would be determined based on the GIR and in-situ tests results.
300~600mm medium to coarse sand cushion or crushed stone cushion would be placed
on top, and it is to be compacted by static methods.
Cement-mixed column: cement mixed column shall be set in equilateral triangle
or quincunx arrangement. Drain spacing would be 1.0~1.5m and its diameter would be
400mm~600mm. 300~600mm medium to coarse sand cushion or crushed stone cushion
would be placed on top. The diameter, column spacing and column depth would be
confirmed based on the GIR and in-situ tests results
Preloading is required to treat soft subgrade. The preload height, duration and
construction filling rates can be modified as directed by the geotechnical engineer based
on the monitoring results to ensure the predicted post construction settlement and the
required design factor of safety for stability. Preload commencement period and
62
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

duration would be confirmed after review of actual settlement data to verify the degree
of consolidation.
4. Retaining Wall
Bearing capacity of retaining wall subgrade shall be calculated based on soil
investigation data in detail design.
The proposed service life for retaining wall would be 100 years. Proposed
retaining wall type is reinforcement concrete cantilever retaining wall, reinforced
retaining wall or gravity retaining wall. The type and dimensions for the retaining wall
would be determined based on the GIR and other detailed information.
Cantilever retaining wall is to be used in sections with higher filling material or
where the ground water level is relatively high. Retaining wall would be cast in-situ
with C35 concrete, and drainage layer is to be constructed behind the retaining wall via
300mm thickness medium coarse sand/ crushed stone/ crushed brick. One layer of
impermeable geotextile layer is to be placed under the drainage layer, the geotextile
layer shall be able to cover 200mm drainage layer. One layer of 100mm C15 cement
layer is to be placed under the retaining wall. PVC drainage (D=150mm) is to be placed
at 5000mm interval. Hot-rolled deformed bars would be utilized, and the thickness of
protection cover is 40mm.
Mechanically stabilized earth wall is applicable for sections with lower filling
material or where the ground water level is relatively low. The wall would be
constructed via C35 precast concrete blocks, and steel bars would be placed in between
the preset pull rings in the panel or blocks. Drainage layer is to be constructed behind
the retaining wall via medium coarse sand/ crushed stone/ crushed brick. Anti-slide
safety factor would be Kc≥1.5, and anti-overturning safety factor would be KD≥1.5.
When the height of the wall is relative low, gravity retaining wall might be
appropriate. The retaining wall would be constructed via mortared rubble, and pointing
via cement mortar. Crushed stone or cement cushion might be placed below the wall
based on GIR or the need of wall.
5. Slope Protection
Slope protection is required where the highway is near to the ditch and canal
sections. Mortar masonry cement block is proposed for slop protection. The dimension
of the block would be 300x300x300mm. One layer of water-proof geotextile and
100mm medium coarse sand would be set behind the concrete block.
6. Materials
Sand, cement and reinforcing steel are required for retaining wall. Please refer to
section on pavement materials for details.

63
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

10.4 Traffic Engineering

10.4.1 Road Marking
1. Stop-line: the stop line is a continuous white line with 400mm width at right
angles to the flow of the traffic. The distances between the stop-line and pedestrian
crossing would be 2000mm.
2. Give way line: the give way line is a double broken white line at right angle to
the flow of traffic. The two lines are 200mm wide with 600mm marks and 300mm gaps.
3. Pedestrian crossing: the uncontrolled pedestrian crossing is indicated by white
stripes. The standard length is 4m, and both the width and spacing is 500mm.
4. Pedestrian crossings controlled by traffic signals are marked by two 100mm
wide broken white lines at right angles to the traffic flow with a 500mm mark and
500mm gap. The width of the crossing will generally be 2500mm with a maximum of
5000mm for a particularly busy crossing.
5. Lane Line: Broken longitudinal white line 100mm wide along the centre line of
the road. Lane lines have a 1.5m mark followed by a 4.5m gap in urban areas, and a 2m
mark followed by a 7m gap in rural areas.
6. Barrier line: continuous longitudinal white line 100mm wide along the
centerline of the road.
7. Warning line: 100mm broken longitudinal white line consisting of long marks
with short gaps. In urban area, the long marks is 4000mm, and the gap is 2000mm;
while in rural area, the long marks is 6000mm, and the gap is 3000mm.
8. Edge of carriageway: edge of carriageway denoted by a white continuous line
100mm wide.
9. No Parking: Edge of carriageway road marking which indicates that parking is
prohibited. It is a continuous yellow line 100mm wide.
10. Traffic lane arrows: Arrow is 4000mm. There are usually two arrow markings
per lane. Where lanes approach stop or give way lines one arrow will be 15m from the
line and the second will be a further 30m away.
11. Diverge arrow: the arrow is 8000mm.

10.4.2 Traffic Signs

1. Sign plates would be made of aluminum alloy material. Sign plates is suggested
to be reinforced from the back side of the plate. Reflective film is suggested to be used
on the plate.. The sign plates could be welded. The edge of the plate shall be chamfered.
The size of the plates would be following the actual size.
2. Pole material is suggested to be hot-rolling seamless pipe. The diameter for the
pole is to be determined based on calculation The pipe shall be painted with antirust
64
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

coat.
3. The sign shall be mounted 2.1m above the footway level, and it shall be mounted
5.7m above carriageway.
4. Sign shall be mounted 600mm away from the outer edge of the carriageway on
pedestrian crossing; while it shall be mounted 1500mm away from the outer edge of
the carriageway when it is on the slope.
5. Cement concrete foundation is proposed to be used. The transverse brace
(D=25mm, L=350mm) and column shall be welded. The dimension for concrete
foundation would be 600×450×1125mm.
6. Please refer to section on bridge noise barrier for wind load information.

10.4.3 Proposed Road Marking and Traffic Signs in DAEEP

Please refer to the table below for the road marks and traffic signs that is proposed
to be adopted for this project.

Table 10-4 Road Marking

S/N Type
1 Stop Line
2 Give Way Line
3 Pedestrian Crossing
4 Lane Line
5 Barrier Line
6 Waring Line
7 Edge of Carriageway
8 No Parking
9 Traffic Lane Arrows
10 Diverge Arrow
11 Zig-Zag Line
Note: Road markings shall be pained complying to Bangladesh Road Transport
Authority ‘Traffic Signs Manual’. Above road markings are just for proposal. Road
markings will be determined based on site condition.

Table 10-5 Traffic Signs

S/N Type
1 Give Way
2 Special Speed Limit
3 No Vehicles Over Height Shown
4 Side Road Right
65
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

5 Y Junction
6 Traffic Merges from Left
7 Merge with Traffic from Right
8 Height Limit Ahead
9 Children
10 Pedestrian Crossing
11 Filling Station
12 Hospital
13 Mosque
14 Advance Direction Sign (stack-type-minor routes)
15 Advance Direction Sign (mounted overhead)
16 Direction Sign (minor routes)
17 School

66
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Chapter 11 Drainage System

11.1 Rational Method
11.1.1 Calculation Formula
Rational method is adopted for rain calculation, and the calculation formula is as
following:
Qp =KCIA
Where:
Qp—peak discharge in cfs（m3/s）；
C—runoff coefficient；Asphalt and Concrete C=0.95，Brick C=0.85；
I—rainfall intensity in inches per hour (mm/hr); Return period=50 years；
A—drainage area in acres（ha）；
K—conversion factor, taking as 0.00278(m3/s/ha-mm/hr).

11.1.2 Time of Concentration

Tc= T1+ T2+……+ Tn
Tt=L/3600V
Where
Tt —travel time in hours ；
L—flow length in feet (m)；
V —velocity in feet per seconds (m/sec).
1）Sheet Flow
Tt=0.93(nL)0.6/l0.4/S0.3
Where
Tt— travel time in minutes；
L—flow length in feet；
n—Manning’s value ,n=0.011；
I—average rainfall excess intensity for a storm duration equal to Tc in inches per hour;
Return period=50 years；
S—slope of the plane in feet per foot.
2）Shallow Concentrated Flow
Tt= L/3600V，v=20.33S0.5
67
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Where
V—the average velocity in feet per second;
S—the surface slope in feet per feet.
3）Open Channel Flow
Tt= L/3600V
/ /
C R S
ν=
n
Where
C—1.0 in the SI units；
V—average velocity, in meters per second;
S—slope of hydraulic grade line, in meter per meter;
n—Manning’s roughness coefficient for open channel flow，Concrete n=0.013;
R—hydraulic radius, which is also equal to R=A/PW;
A—cross-sectional flow area, in square meters;
PW—wetted perimeter, in meters.

11.1.3 Proposed Material

1. The transverse drain-pipe would adopt Φ150mm or Φ300mm HDPE material，
and its foundation would be made of concrete with compressive strength of 15MPa.
The thickness of the foundation is 100mm.
2. The width of the drainage ditch is 1300mm with the net width of 900mm. The
main body of the drainage ditch would be cast in-situ with concrete with compressive
strength of 20MPa, and the drain cover would be made of precast concrete with
compressive strength of 20MPa. A layer of cement mortar (cement: sand=1:2) cushion
would be placed under the drainage ditch.
3. Hot-rolled deformed bars would be adopted.
4. Reinforced concrete pipe would be adopted for rainwater crossing pipe
5. Medium coarse sand would be used as backfill material.
6. DN400mm HDPE drain pipe would be adopted as the rainwater pipe of the toll
buildings.
7. DN315mm HDPE drain pipe would be adopted as the sewage pipe of the toll
buildings.
8. DN110mm PE drain pipe would be adopted as the water supply pipe of the toll
buildings.

68
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Chapter 12 Geotechnical Investigation

12.1 Introduction
Geotechnical Investigation and preparation of report thereof with calculation of
safe bearing capacity for construction of bridges in and around Dhaka-Ashulia area as
well as to improve road connectivity of the northern part of Dhaka, linking important
commercial, industrial and business center of the Dhaka city. Bangladesh situates in
one of the most active tectonic region of the world where three major plates - The Indian
plate, the Tibet and Burmese sub plates are colliding and thrusting against each other.
The seismic coefficient is 0.20.

12.2 Engineering Surveying

12.2.1 Surveying Method
(1) GNSS receiver is used for plane control surveying. By setting up the control
network covering the whole line, GNSS are used for static observation, and then the
coordinate of the plane control point is solved. Precision level is used for vertical
control surveying. The vertical control points along the route of the project are surveyed
by laying annexed leveling line.
(2) Topographic map surveying adopts field and indoor integrated surveying
method. Mapping control points are surveyed by RTK, and the topographic map is
surveyed by RTK and total station simultaneously. Through the professional
topographic map compilation software data processing into a map. All kinds of
surveying work and topographic map surveying are carried out at the same time.
(3) During alignment measurement, RTK is used for design alignment lofting, and
profile surveying and cross-section surveying are carried out with level or RTK.

12.2.2 Surveying Principle

Subject to compliance with relevant surveying regulations. According to the
design requirements of this project, we use high-precision surveying instruments and
advanced surveying methods to carry out detailed surveying and mapping of
topographic maps, various surveys and profile and cross-sections within the survey area.
All these work are in order to meet the requirements of surveying work in the
preliminary design and construction drawing design stage.

12.2.3 Implementation Process

(1) In the initial survey stage, topographic surveying and various kinds of survey
are carried out to meet the needs of preliminary design.

69
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

a. According to the location of the survey area and the project needs, the
independent coordinate system of the project is selected.
b. Purchase plane and vertical control points from the Survey of Bangladesh (SOB).
Taking these control points as starting points, a plane control network is arranged on
both sides of the project line through field reconnaissance. GNSS receivers are used to
collect the data of the plane control points, and using the static GNSS method. The
observation duration is more than 4 hours. Then the collected data are processed and
output by professional GNSS calculating software. An annexed leveling line is laid
along the project line, and a precise level is used to survey the vertical control points.
c. In the designed surveying range, mapping control points are surveyed by RTK
on the basic control points. In the area meeting the use conditions of GNSS receiver,
the GNSS receiver is directly used for topographic map surveying, and the total station
is used for other areas. The topographic map scale is 1:500. While surveying the
topographic map, the high voltage lines, culverts, Bridges and water depth along the
project line are surveyed together. The above fieldwork data are processed by surveying
compilation software to generate topographic map, and finally meet design
requirements.
(2) In order to meet the requirements of the construction drawing design stage, the
control network and topographic map results in the initial surveying stage are checked
and surveyed repeatedly, then the design alignment lofting, and profile surveying and
cross-section surveying are carried out.
a. GNSS receivers and precision level are used to check and survey the control
points surveyed in the initial surveying stage to meet the needs of the construction stage.
Using RTK or total station, the topographic map in the initial surveying stage are
surveyed and supplemented.
b. According to the designed line, the central pile lofting is surveyed to the field
by RTK. The profile surveying and cross-section surveying are carried out by level or
RTK, then the surveying data are collated and submitted to the design for use.

12.2.4 Quality Control

In accordance with the ISO9001 quality management system documents, the
surveying of the operating procedures, operating records for inspection. A two-level
inspection and one-level acceptance system shall be adopted for the surveying data and
results. The two-level inspection includes the process inspection of the operation team
and the final inspection of the technical quality department. One-level acceptance refers
to the owner's acceptance inspection of the results surveying data. The indoor
inspection shall be carried out according to 100% complete inspection, and the field
inspection shall be carried out according to 5% sampling. After the quality inspection

70
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

of the final surveying data is qualified, submit the results to the designer and the owner,
and assist in the owner to inspect the surveying data.

12.3 Geotechnical Investigation Work

12.3.1 Investigations Methods
The scope of the soil investigation work shall be consisted of the following
operations:
(1) Drilling boreholes (hydraulic rotary drill rig).
Mobilization of Plant & machinery to identified locations, and sinking bore holes
in all kinds of soil up to specified depth below the existing ground level in normal
locations.
(2) Conducting standard penetration tests. Standard Penetration Tests at specified
depths within the bore holes shall be conducted as per relevant Code of Practice.
(3) Sampling for laboratory testing and analysis. Conducting laboratory tests on
various soil samples strictly as per relevant ASTM Codes, for determining all relevant
subsoil design parameters.
(4) Observing ground water levels. Recording Ground Water Table in Boreholes
shall also be required, as ground water table location influences the method of
construction of foundations at a site.
(5) Cone penetration test.
(6) Ground water and surface water sample for chemical test analysis.

12.3.2 Rule of Layout

According to the design scheme in this stage, drilling borehole with SPT and cone
penetration test will be adopted to investigate the stratum, the specific rules of layout is
as follows:
(1) For the single pier, one drilling borehole is located in the center of the pile cap.
(as shown in Fig. 11-1(1) BH-002)
(2) For the portal frame and less 3 piers in a row, one drilling borehole is arranged
crisscross in a row. (as shown in Fig. 11-1(1) BH-003, BH-004and BH-005)
(3) For multiple piers in a row, two drilling boreholes are arranged crisscross in a
row shown as in Fig. 11-1(2).
(4) For U-Turn ramps and the pier located in the water, every two rows of piers
are arranged with one drilling borehole. (as shown in Fig. 11-1(3) U-Turn ramps)
(5) For multiple piers in a row, the drilling borehole may be adjusted to other piers
in this row due to land requisition or other issues.
The interval of the boreholes is about 100m (for the span is 30m, the interval is

71
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

90m, for the span is 35m, the interval is 105m, for the span is 40m, when the strata is
homogeneous, the interval is 120m), between two boreholes CPTs are performed. The
amount of cone penetration test is 2/3 of the total exploratory borehole number. If the
depth of cone penetration test cannot meet the design requirement, hydraulic rotary drill
rig will be arranged instead.
In the field exploration process, the actual location and borehole arrangement will
make appropriate adjustment due to land requisition or other issues.

12.3.3 Principles of the Depth

The depth of exploratory boreholes shall meet the checking calculation demand of
underlying layer. For the pile foundation needed to be calculated the deformation, it
shall be greater than the calculated depth of the foundation deformation. Based on
AASTHO LRFD Bridge design Table 10.4.2-1, the depth of exploration should extend
below the anticipated pile or shaft tip elevation a minimum of 20 ft. (6.0m) or a
minimum of two times the maximum pile group dimension, whichever is deeper.
Based on design and the stratum, the depth of exploratory boreholes is less than
70m. The terminating depth of each borehole will be confirmed according to the
practical geological condition.
21nos. boreholes, ranging in depth between 51 and 80 meters, were drilled near
various structures along the proposed expressway alignment in feasibility study. If these
boreholes meet the design requirements, the borehole dates will be taken fully
advantage in this stage.
The typical layout of exploratory boreholes is shown in Fig. 12-1. In this project,
809nos. boreholes, totaled 56630 meters (Predicted amount), are arranged in mainline,
ramps and U-Turn ramps (included 277 nos. drilling boreholes and 532 nos. CPTs). The
investigation scheme is shown in enclosure.

（1）Less 3 piers in a row

72
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

（2）Multiple piers in a row

（3）U-Turn ramps
Fig. 12-1 Layout of exploratory boreholes

( ——Drilling borehole with SPT, ——CPT)

73
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

12.4 Work Methodology

12.4.1 Work Flow-Chart
The work sequence of the soil investigation in Dhaka-Ashulia Elevated
Expressway Project is described in the following work flow-chart:

Fig. 12-2 Work flow-chart

74
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

12.4.2 Confirmation of Drilling Points

The borehole will be topographically survey the locations and the elevations of
boreholes. The exact locations (X-Y coordinates) and elevations of points to be
investigated will be topographically measured in accordance with the instruction by the
Consultant. Each Location is subjected to Employer/Engineer's Approval.
Location of the Borehole is attached in Appendix.

12.4.3 Drilling Work

The boring shall be done by Rotary method with hydraulic rotation. The boring is
advanced by jetting water which is pumped through the hollow drilling rods. Cuttings
are removed from the hole by the circulating water. The water is pumped from a small
swamp mixture with bentonite with water and the soil-laden water from the borehole is
discharged into the same reservoir, where the coarse materials settled out and from
which the so-called 'wet samples' can be secured. Straight flushing of the borehole is
generally being done by high-pressure piston pump to remove the cutting material from
the borehole. The drilling fluid under pressure is introduced/jetted into the bottom of
the borehole through the hollow drill rod. The drilling fluid carries the cutting materials
from the bottom of the borehole as it returns to the surface through the annular space
between the drill rods and the walls of the borehole face. In the uncased bore hole, it
also serves to support the borehole face against collapsing. Settled cuttings in the
circulation tank are removed and disposed off periodically. The disposal will be done
by making a small swamp nearby and covered by the removed soil.
The boring shall be done by Rotary method with hydraulic rotation. The boring is
advanced by jetting water which is pumped through the hollow drilling rods. Cuttings
are removed from the hole by the circulating water. The water is pumped from a small
swamp mixture with bentonite with water and the soil-laden water from the borehole is
discharged into the same reservoir, where the coarse materials settled out and from
which the so-called 'wet samples' can be secured. Straight flushing of the borehole is
generally being done by high-pressure piston pump to remove the cutting material from
the borehole. The drilling fluid under pressure is introduced/jetted into the bottom of
the borehole through the hollow drill rod. The drilling fluid carries the cutting materials
from the bottom of the borehole as it returns to the surface through the annular space
between the drill rods and the walls of the borehole face. In the uncased bore hole, it
also serves to support the borehole face against collapsing. Settled cuttings in the
circulation tank are removed and disposed off periodically. The disposal will be done
by making a small swamp nearby and covered by the removed soil.

75
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Fig. 12-3 Sketch map of drilling

12.4.4 Standard Penetration Tests

Standard Penetration Tests (SPT) will be performed according to Standard Test
Method for Standard Penetration Test (SPT) and Split-Barrel Sampling of Soils
(D1586).
Tests will be executed by using a split spoon sampler of 35mm internal diameter
and a 63.5 kg hammer falling freely from a constant height of 76cm on the drill rod.
Number of blow necessary to produce the penetration is recorded in three different
15cm intervals. The N-value is taken as the summation of blow counts for the second
and third 15.0cm penetration. Criterion for termination of SPT test is N>50.
Standard Penetration Tests (SPT) will be performed at the interval of 1.5m from
the EGL to the bottom in all the boreholes. During the execution of standard penetration
test, disturbed samples retained within split spoon will be preserved within plastic bags
in airtight condition. With proper identification, the samples will be transported to the
laboratory for tests.
If there is seismic liquefaction, liquefaction scale and liquefaction intensity ratio
76
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

need to be calculated based on SPT data.

Fig. 12-4 Sketch map of Split-Barrel

12.4.5 Cone Penetration Tests

Cone Penetration Tests (CPT) will be performed according to Standard Test
Method for Electronic Friction Cone and Piezocone Penetration Testing of Soils
(D5778) and Standard Test Method for Mechanical Cone Penetration Testing of Soils
(D3441).
The Cone Penetration Tests will be done with memocone. The data will be
collected and recorded by a computer, and thus the continuous curve of the qc-z, fs-z,
Rf-z value in different depth will be made.

Fig. 12-5 Sketch map of CPT

12.4.6 Sample
Collected disturbed and undisturbed soil samples should be preserved and
77
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

transported as per ASTM D 4420.

Undisturbed samples of clay will be recovered with 5m interval. The sampling
equipment will use consists of sample tubes 450 mm in length fitted at its lower end.
After withdrawal the ends of the tubes will be sealed with wax and capped before
onward transmission to the laboratory. These will be tagged and packed in polythene
packets and transported to the laboratory.
During the execution of standard penetration test, disturbed samples retained
within split spoon will be preserved within plastic bags in airtight condition. With
proper identification, the samples will be transported to the laboratory for tests.
Water samples should be selected in the borehole drilled without mud slurry. Water
samples container use plastic bottle or plastic bucket. These will be tagged and tested
in 72 hours.

12.4.7 Ground water levels

Ground water levels shall be determined after bailing, at time intervals of 30
minutes and 24 hours, until all traces of drilling mud are removed from inside the casing.
However, a portion of drilling boreholes is located in the middle of road in this
investigation scheme. Considered the issue of sealing the holes and resumption traffic,
a part of drilling boreholes, not all, will be observed the ground water levels.

12.4.8 Logs of borings

A boring log is a written record of information about the soil removes from a hole
drilled in the earth which contains the subsoil stratification, N-values and details of
samples. Logs of Boring, which represent the field data.

12.5 Laboratory Tests

The physical and chemical characteristics of selected and representative soil
samples will be tested adopting the latest revisions of ASTM procedures..
(1) Undisturbed soil sample: Water Content (D2216), Density (D2937), Specific
Gravity (D854, C127), Liquid Limit & Plastic Limit (D4318), One-Dimensional
Consolidation (D2435), Direct Shear Test (D3080).
(2) Disturbed soil sample: Particle-Size Analysis (D422).
(3) Hydro-chemical analysis:
a) pH (D1293)
b) Ca2+ (D511)
c) Mg2+ (D511)
d) Na+ (D3561)
e) K+ (D3561)
f) Cl- (D512)

78
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

g) SO42- (D516)
h) NO3- (D3867)
i) CO2 (D513)
j) Total salinity (D1884).
The laboratory tests will be run to ascertain the average engineering properties of
the sub-soil strata and to obtain the necessary data required for determination of
particulars of the foundation.

12.6 Pavement Inspection Plan

The aim of pavement inspection is to obtain the information of the existing road.
These work could provide basic data and references for the project. The main work is
as follows:
(1) Investigation of the structural integrity and structure coat thickness of
pavement.
The drilling exploration will be carried out in the area of old road. Drilling core
sample can be used to detect the structure coat thickness of road base and deck.
(2) Beam deflection
Deflection tests will be performed two measuring line with every 50m along the
whole section using Bekelam method.

12.7 Requirements of Submission Report

12.7.1 Report
The Soil Investigation report shall include but not limited to the following:
(1) Coordinates and actual locations of all the boreholes.
(2) Borehole logs describing in details the classification of soil.
(3) Results of all laboratory and in-situ tests.
(4) Describe and analyse the geological conditions of the proposed bridge location
and anticipate subsurface ground and groundwater conditions based on the result of
desktop study, in-site test, field observation and laboratory tests.
(5) Describe and analyse the geological stratification of the proposed bridge
location and provide geological profiles/cross-section based on the boreholes layout
plan, in-situ test results and laboratory test results.
(6) Determine and provide the geotechnical parameters for the design of different
foundation methods based on the geological profiles, soil test results and in-situ test
results.
(7) Identify and recommend the suitable and possible foundation method(s) for the
bridge structures according to the site and geological conditions.

79
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

12.7.2 Requirements of Drawings

(1) Geological profile
(2) Borehole log

12.8 Control Measures

12.8.1 Quality Control
(1) To organize related construction technical persons to study relevant technical
documents from the owner and drawings from design institute in order to understand
technical features, quality target and grasp safety issue related to the project.
(2) All discipline engineers for the project must take part in site inspection and site
clarification with relevant technical engineers from the owner and design institute in
order to make sure construction location, construction safety, quality and schedule
requirement.
(3) During the execution of soil investigation, Joint Inspection by the Contractor
and the Engineer will be carried out on the main activities of this investigation work.
Staff will be present at site during CPT, SPT and collection of Disturbed and
Undisturbed Samples.
(4) Equipment for drilling must be managed by dedicated person and pre-operation
must be carried out in order to meet to requirement of site investigation. At the same
time, these equipments must inspected and maintained.

12.8.2 Occupational and Safety Control Plan

(1) Drilling worker must be trained on safety education and safety technology
training. Prior to commencement of Soil Investigation, the following safety precautions
shall be implemented, informed and instructed to all related staffs in order to complete
the works without any accidents.
(2) Construction managerial persons and construction worker mobilized to the site
shall clear about various safety regulations and safety cautions and shall seriously
follow safety regulation and operation regulation.
(3) All concerned person shall use PPE such as Safety helmet, safety shoes,
reflective jackets and protective fence for any activities on site.
(4) Investigate and examine every aspect of the construction. If any hidden security
trouble is found, then take measures immediately.
(5) The staff should accept consciously the supervision and advices from the
governmental departments, keep on understanding all policies and laws of the country,
grasp all market information, and get to know the local laws and customs. All project
management activities should be legitimate.

12.8.3 Environmental Control

(1) The machinery equipment should be ensured with no oil leakage during the
drilling. The vehicle access to site is not allowed to whistle at will and shall drive slowly

80
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

for safety purpose.

(2) The operating personnel are strictly prohibited to take shelter from rain and
wind and rest at the bottom of slope. Before the excavation, the operating personnel
should be familiar with the diagrams of underground buried pipes and cables, and
specially assigned persons shall be provided during excavation along direction of
buried pipes and cables.

12.8.4 Investigation Acceptance Form and Field Bore Log

81
 Bangladesh Dhaka-Ashulia Elevated Expressway Project

Investigation Acceptance Form

Project Dhaka-Ashulia Elevated Investigation
Name Expressway Project (DAEEP) Company

BH. Drilling Staff Design Depth

Date Drilling Completed

Completed
Commenced Depth

Executed Amount

Investigation Depth (m) SPT (Nr) Sampling (Nr)

Engineer: Consultant Representative:

82
Bangladesh Dhaka-Ashulia Elevated Expressway Project

Field Bore Log

83