Bangladesh Embraces Concrete Roads: Durable, Cost-Effective Infrastructure
Bangladesh is entering a new phase in road infrastructure development and economical future as engineers and policymakers increasingly favour Concrete Roads in Bangladesh over traditional bitumen. The transition is rooted in both economic and environmental realities. Decades of reliance on bitumen have revealed major weaknesses under Bangladesh’s heavy traffic and extreme climate, prompting trials and large-scale projects that show concrete offers better long-term value.
The Limitations of Bitumen Roads
For years, bitumen, often blended as polymer-modified bitumen, was the default choice for highways. Its initial cost was lower, and construction was relatively quick. Yet, the challenges have grown too large to ignore.
Bituminous roads often begin to deteriorate within a few years. By the end of two decades, they typically require four or more major reconstructions, not to mention constant patchwork maintenance. The material struggles in Bangladesh’s environment: extreme summer heat softens and warps the surface, cold weather encourages cracking, and monsoon rains accelerate potholes and rutting. Overloaded trucks add further strain, leaving highways riddled with damage far earlier than expected.
The dependence on imported bitumen also places pressure on foreign exchange reserves. As bitumen is a petroleum by-product, price fluctuations in global oil markets directly impact road budgets. For a country already managing dollar shortages, this dependency creates economic vulnerability.
Why Concrete Roads in Bangladesh Offers an Alternative
Concrete, sometimes called rigid pavement, changes the equation in several ways. Though upfront construction costs are around 10–15 percent higher than bitumen, concrete typically endures for 20–30 years with minimal upkeep. Life-cycle analyses show that the overall expense is significantly lower once maintenance and reconstruction are taken into account.
Concrete stands up to Bangladesh’s weather conditions. It does not melt under high temperatures or lose strength during heavy downpours. Flooding, waterlogging, and overloaded trucks, which so often spell disaster for bitumen have far less effect on concrete. Its reflective surface not only improves night-time visibility but also reduces heat absorption, contributing to cooler surroundings in urban zones.
Another key advantage is that concrete roads rely on locally available cement, sand, and stone. This strengthens the domestic construction industry and lessens reliance on imports, while also stabilising costs.
Why the Change? The Problems with Bitumen Roads
Bituminous and polymer‐modified bitumen (PMB) pavements have long been the standard in many parts of Bangladesh. Their advantages at first glance include lower initial cost and faster construction under favourable conditions. But in the Bangladesh context, several drawbacks have become increasingly serious.
- Short lifespan and frequent maintenance
In many humid, hot, and rain-intensive regions of Bangladesh, bitumen surfaces suffer quickly from temperature stress, waterlogging, and damage from overloaded vehicles. According to the Roads and Highways Department (RHD), bitumen or PMB roads usually require four major overhauls within twenty years, on top of regular repairs. - Vulnerability to weather and overloading
High heat (above ca. 35-40°C), heavy rainfall, waterlogging, and cold nights cause bitumen layers to soften, crack, rut, or degrade. Overloaded trucks worsen the problem. Weak drainage exacerbates deterioration. - Imported inputs and foreign currency pressure
Bitumen is a petroleum by-product. Bangladesh must rely on imports, which adds to foreign exchange burden. Price volatility of crude oil also impacts the cost of bitumen and thus road maintenance. - Poor durability under extreme climate
Waterlogging during monsoon seasons, heavy rains, frequent flooding, and high temperature cycles make bituminous roads premature in their deterioration. In key corridors (e.g. Dhaka-Chattogram, Dhaka-Sylhet), bitumen sections are failing relatively early.
Current Projects Concrete Roads in Bangladesh Leading the Way
The change is already visible on the ground. On the 190-kilometre Elenga-Hatikamrul-Rangpur highway, nearly half the stretch has been paved with concrete, and results have been impressive. Engineers note that the concrete sections have held up for four years without requiring maintenance, while the bitumen portions are already showing wear.
In the Dhaka-Sylhet corridor project, a test section of 11 kilometres is being built with concrete. Initial projections suggest it will save the government around Tk 54 crore compared to a similar bitumen surface. Encouraged by these outcomes, the Chief Adviser’s Office has instructed the Roads and Highways Department to expand the use of rigid pavements nationwide.
Expert Opinions and Lessons Abroad
Transport specialists have long argued for this transition. Professor Shamsul Haque of Bangladesh University of Engineering and Technology has highlighted that concrete not only saves on maintenance but also ensures smoother, uninterrupted travel by reducing the disruptions caused by constant repairs. He notes that India made a similar policy shift in 2017, mandating concrete for all new national highways after years of research showed its superior durability.
Other countries provide valuable lessons. The United States began building concrete highways during the 1970s oil crisis to reduce dependence on petroleum. European nations such as Germany followed, appreciating the savings in truck fuel consumption and the resilience of rigid pavements. South Asian neighbours like Bhutan have also experimented with concrete roads for similar reasons.
The Challenges That Remain
Despite the clear advantages, Concrete Roads in Bangladesh are not without issues. Critics point to increased tyre wear, noisy surfaces, and bumpy rides. In most cases, however, these problems arise from poor design or substandard construction methods. Ensuring proper slab thickness, joint alignment, and drainage can address many of these shortcomings.
The longer curing period is another consideration, since concrete must be set for several weeks before traffic can use it. This requires more careful project planning. Additionally, the production of cement is energy-intensive and contributes to carbon emissions, which means Bangladesh will need to explore low-carbon cement alternatives and supplementary materials like fly ash to make the system more sustainable. So, Concrete Roads in Bangladesh is going to be a good decision.
A Roadmap for Bangladesh
For concrete highways to become the standard, Bangladesh will need more than scattered pilot projects. A comprehensive national policy is required, one that prioritises concrete pavements for expressways and high-traffic corridors. Investment in local cement and aggregate industries, stronger construction standards, and strict quality control will be essential to prevent premature failures.
Training engineers, contractors, and workers in modern pavement technologies will also help ensure that roads are built to last. Life-cycle cost analysis, rather than upfront construction budgets, should guide future decisions. And environmental considerations must remain central, with an emphasis on greener cement technologies and recycling practices.
