Yuex 1

REPUBLICOFTHEUNIONOFMYANMAR
YANGONREGIONGOVERNMENT
PROJECT FOR COMPREHENSIVE URBAN TRANSPORT

PLAN OF THE GREATER YANGON (YUTRA)

DATACOLLECTIONSURVEYFOR
THEYANGONURBANEXPRESSWAY(YUEX)PROJECT

FINALREPORT

JANUARY2015

JAPANINTERNATIONALCOOPERATIONAGENCY

ALMECCORPORATION
ORIENTALCONSULTANTSCO.,LTD. EI
NIPPONKOEICO.,LTD. JR
14-212
Project for Comprehensive Urban Transport Plan of the Greater Yangon (YUTRA)
Data Collection Survey for the Yangon Urban Expressway (YUEX) Project
FINAL REPORT
Location Map
FINAL REPORT
Perspective Image of YUEX (ex. Wai Za Yan Tar Road)
(Current Condition)
(After Implementation of the Project)

REPUBLICOFTHEUNIONOFMYANMAR
YANGONREGIONGOVERNMENT

DATACOLLECTIONSURVEYFOR
THEYANGONURBANEXPRESSWAY(YUEX)PROJECT

FINALREPORT

JANUARY2015

JAPANINTERNATIONALCOOPERATIONAGENCY

ALMECCORPORATION
ORIENTALCONSULTANTSCO.,LTD.
NIPPONKOEICO.,LTD.
FINAL REPORT
Data Collection Survey for

the Yangon Urban Expressway (YUEX) Project
Table of Contents
1 INTRODUCTION................................................................................................................. 1-1
1.1 Survey Background and Objectives ............................................................................. 1-1
1.2 Survey Objectives ........................................................................................................ 1-3
1.3 Survey Area ................................................................................................................. 1-3
1.4 Survey Schedule .......................................................................................................... 1-4
1.5 Organization of Survey Team ....................................................................................... 1-4
1.6 Discussions with Concerned Authorities during Survey ............................................... 1-6
2 ROAD PLANNING .............................................................................................................. 2-1
2.1 Design Conditions ........................................................................................................ 2-1
2.1.1 Design Standard/Regulation in Myanmar ............................................................. 2-1
2.1.2 Proposed Design Conditions for YUEX................................................................. 2-2
2.2 Preliminary Route Selection by SUDP/YUTRA ............................................................ 2-3
2.3 Relevant Development Projects ................................................................................... 2-5
2.3.1 Sub-centers and Newtowns .................................................................................. 2-7
2.3.2 Improvement of Road No.7 (Outer Ring Road)..................................................... 2-7
2.3.3 Logistic Facilities ................................................................................................... 2-8
2.3.4 Airports (YIA and HIA) .......................................................................................... 2-9
2.3.5 Public Transport Projects ...................................................................................... 2-9
2.4 Traffic Demand Forecast and Number of Lanes ........................................................ 2-10
2.5 Definitive Route and Typical Cross Sections.............................................................. 2-13
2.5.1 Definitive Route .................................................................................................. 2-13
2.5.2 Typical Cross Sections of YUEX ......................................................................... 2-13
2.5.3 Typical Cross Sections of YORR (for reference) ................................................. 2-15
2.6 Toll Levy System ........................................................................................................ 2-17
2.6.1 Toll Barriers ......................................................................................................... 2-17
2.6.2 ON/OFF Ramps at Interchanges ........................................................................ 2-17
2.7 Layout of Interchanges and Toll Barriers .................................................................... 2-18
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2.7.1 Type of Interchanges .......................................................................................... 2-18
2.7.2 Layout of Interchanges and Toll Barriers............................................................. 2-18
2.8 Alignment Study ......................................................................................................... 2-20
2.8.1 General Features of Sections ............................................................................. 2-20
2.8.2 Design Control Points of YUEX (N Section)........................................................ 2-20
2.8.3 Design Control Points of YUEX (R1 Section)...................................................... 2-20
2.8.4 Design Control Points of YUEX (E Section) ........................................................ 2-21
2.8.5 Design Control Points of YUEX (R2 Section)...................................................... 2-21
2.8.6 Design Control Points of YUEX (W Section) ....................................................... 2-21
2.8.7 Design Control Points of YUEX (M Section) ....................................................... 2-22
2.8.8 Design Control Points of YUEX (S Section) ........................................................ 2-23
2.8.9 Implication for Selection of Priority Sections ....................................................... 2-23
3 VIADUCT PLANNING ......................................................................................................... 3-1
3.1 Design Standards ........................................................................................................ 3-1
3.1.1 Structural Guidelines ............................................................................................ 3-1
3.1.2 Design Criteria ...................................................................................................... 3-1
3.2 STUDY OF BRIDGE TYPE SELECTION..................................................................... 3-2
3.2.1 General ................................................................................................................. 3-2
3.2.2 Selection of Superstructure Type .......................................................................... 3-3
3.2.3 Selection of Sub-structure and Foundation Type ................................................ 3-13
3.3 STUDY OF CONSTRUCTION METHOD................................................................... 3-21
3.3.1 Construction Method for Each Work Item ........................................................... 3-21
4 CONSIDERATIONS FOR SOCIAL ENVIRONMENT .......................................................... 4-1
4.1 Outline of the Survey ................................................................................................... 4-1
4.1.1 Purpose of the Survey .......................................................................................... 4-1
4.1.2 Method of the Survey ............................................................................................ 4-1
4.1.3 Results of the Survey ............................................................................................ 4-3
4.1.4 Implication for Selection of Priority Sections ....................................................... 4-12
4.1.5 Further Schedule for Environmental and Social Considerations ......................... 4-12
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5 PROJECT COST ESTIMATES AND ECONOMIC EVALUATION ....................................... 5-1
5.1 Project Cost Estimates................................................................................................. 5-1
5.1.1 General Condition ................................................................................................. 5-1
5.1.2 Unit Costs of Construction Works ......................................................................... 5-1
5.1.3 Estimated Project Cost ......................................................................................... 5-3
5.1.4 Traffic Control System and Toll Collection System (for reference) ...................... 5-12
5.2 Economic and Financial Evaluation ........................................................................... 5-13
5.2.1 Economic Analysis .............................................................................................. 5-13
5.2.2 Tentative Financial Analysis ................................................................................ 5-17
6 IMPLEMENTATION SCHEDULE ........................................................................................ 6-1
6.1 Implementation Structure ............................................................................................. 6-1
6.1.1 Implementation Schedule ..................................................................................... 6-1
7 SUGGESTIONS FOR APPROPREATE OPERATION AND MAINTENANCE ..................... 7-1
7.1 Introduction .................................................................................................................. 7-1
7.2 Outline of the Yangon-Mandalay Expressway.............................................................. 7-1
7.2.1 Background of the Yangon-Mandalay Expressway ............................................... 7-1
7.2.2 Outline of the Yangon-Mandalay Expressway ...................................................... 7-2
7.2.3 Traffic Volume of the Yangon-Mandalay Expressway ........................................... 7-4
7.2.4 Accidents on the Yangon-Mandalay Expressway ................................................. 7-4
7.2.5 Improvement of the Yangon-Mandalay Expressway ............................................. 7-6
7.3 Current Situation (Issues and Problems) of O/M of
the Yangon-Mandalay Expressway .............................................................................. 7-7
7.3.1 Organizations........................................................................................................ 7-7
7.3.2 Budget .................................................................................................................. 7-9
7.3.3 Current Situation of Inspection of Road Structures ............................................. 7-10
7.3.4 Current Situation of Road Maintenance Works ................................................... 7-11
7.3.5 Current Situation of Toll Collection ...................................................................... 7-13
7.3.6 Current Situation of Traffic Control ...................................................................... 7-14
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7.4 Suggestions for Appropriate and Efficient O/M of Expressways ................................ 7-15
7.4.1 Summary of Issues and Problems of O/M of
the Yangon-Mandalay Expressway ..................................................................... 7-15
7.4.2 Suggestions for Organizations of O/M of Expressways ...................................... 7-15
7.4.3 Suggestions for Inspection and Maintenance Works of Expressways ................ 7-17
7.4.4 Suggestions for Toll Collection Works of Expressways ....................................... 7-20
7.4.5 Suggestions for Traffic Control Works of Expressways....................................... 7-21
8 CONCLUSIONS AND WAY FORWARD ............................................................................. 8-1
8.1 Conclusions ................................................................................................................. 8-1
8.2 Way Forward ................................................................................................................ 8-2
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List of Figures
Figure 1.1.1 Do-maximum Road Network in YUTRA M/P .............................................. 1-1
Figure 1.1.2 Term-wise Road Network Development in YUTRA M/P ............................... 1-2
Figure 1.3.1 Project Roads and Proposed Sections ......................................................... 1-3
Figure 1.4.1 Survey Schedule ......................................................................................... 1-4
Figure 1.5.1 Organization of Survey Team under YUTRA ................................................ 1-4
Figure 2.1.1 Typical Cross Section of Expressway by DHSHD ........................................ 2-2
Figure 2.2.1 Proposed Road Network in 2040 by MOC.................................................... 2-3
Figure 2.2.2 Typical Cross Sections of Ring Roads in YUTRA ......................................... 2-3
Figure 2.2.3 Proposed Expressway Network by YUTRA .................................................. 2-4
Figure 2.2.4 Comparison of Ring Roads in Asian Cities ................................................... 2-5
Figure 2.3.1 Proposed Decentralization Concept of SUDP .............................................. 2-6
Figure 2.3.2 Road Development Concept toward 2025 .................................................... 2-7
Figure 2.3.3 Concept of New Logistic Route with YUEX/YORR ....................................... 2-8
Figure 2.3.4 Airport Accesses to HIA ................................................................................ 2-9
Figure 2.4.1 Proposed Expressway Network by YUTRA ................................................ 2-10
Figure 2.4.2 Key Map ..................................................................................................... 2-11
Figure 2.4.3 Route Options for Further Detailed Study................................................... 2-12
Figure 2.5.1 Existing Road Width ................................................................................... 2-13
Figure 2.5.2 Typical Cross Section of Existing Road (Built-up Area) .............................. 2-13
Figure 2.5.3 Typical Cross Section of YUEX (Built-up Area) .......................................... 2-14
Figure 2.5.4 Typical Cross Section of YUEX (Non Built-up Area 1) ................................ 2-14
Figure 2.5.5 Typical Cross Section of YUEX (Non Built-up Area 2) ................................ 2-15
Figure 2.5.6 Typical Cross Section of YORR (Initial Stage) ............................................ 2-15
Figure 2.5.7 Typical Cross Section of YORR (Ultimate Stage: At-graded) ..................... 2-16
Figure 2.5.8 Typical Cross Section of YORR (Ultimate Stage: Elevated) ....................... 2-16
Figure 2.7.1 Type of Interchanges .................................................................................. 2-18
Figure 2.7.2 Layout of Interchanges (N/R1/E Sections) ................................................. 2-19
Figure 2.8.1 Comparison of Possible East-West Corridors .......................................... 2-23
Figure 2.8.2 Alignment of YUEX N Section .................................................................... 2-24
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Figure 2.8.3 Connection between YUEX and YORR (JCT-01) ....................................... 2-24
Figure 2.8.4 Alignment of YUEX R1 Section .................................................................. 2-25
Figure 2.8.5 Alignment of YUEX E Section .................................................................... 2-25
Figure 2.8.6 Alignment of YUEX R2 Section (1/2) .......................................................... 2-26
Figure 2.8.7 Alignment of YUEX R2 Section (2/2) .......................................................... 2-26
Figure 2.8.8 Alignment of YUEX W Section and M Section ............................................ 2-27
Figure 2.8.9 Alignment of YUEX W Section and M Section ............................................ 2-27
Figure 3.1.1 Standard Expressway Bridge Loading (HS20-44) ........................................ 3-1
Figure 3.2.1 Typical Cross Section of the Urban Expressway Viaduct ............................. 3-2
Figure 3.2.2 Span Arrangement of Flyover-01 on YUEX N Section................................ 3-10
Figure 3.2.3 Span Arrangement of JCT-02 on YUEX R1 Section ................................... 3-10
Figure 3.2.6 Span Arrangement of Crossing Pazundaung Creek
on YUEX E Section .................................................................................... 3-11
Figure 3.2.7 Span Arrangement of Crossing Bayin Naung Intersection on
YUEX R2 Section ...................................................................................... 3-12
Figure 3.2.8 Span Arrangement of Crossing Hlaing River on YUEX W Section ............. 3-12
Figure 3.2.9 Span Arrangement of Crossing Inya Lake on YUEX M Section ................. 3-13
Figure 3.2.10 Typical Sub-structure Type at Standard Section ....................................... 3-14
Figure 3.2.11 Sketch of Cross-section at JCY-02 on
YUEX R1 Section (Sta.16+635) ............................................................... 3-17
Figure 3.2.12 Sketch of Cross-section at JCT-04 on
YUEX R1 Section (Sta. 32+000) .............................................................. 3-18
Figure 3.2.13 Sketch of Cross-section at around Sta.9+960 on
YUEX R2 Section (Sta9+960) ................................................................ 3-18
Figure 3.3.1 Flow Chart for Overall Construction of Viaduct ........................................... 3-22
Figure 3.3.2 Detour Plan in Pile Cap Construction ......................................................... 3-23
Figure 3.3.3 Sketch for Construction of Screw Steel Pile ............................................... 3-23
Figure 3.3.4 Sketch for Arrangement of Equipment ........................................................ 3-24
Figure 3.3.5 Sample of Construction of Pier-head .......................................................... 3-24
Figure 3.3.6 Outline of Lifting Erection Method of PC-U Composite Girder .................... 3-25
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Figure 3.3.7 Sample of Erection of Steel Box Girder at Intersection .............................. 3-25
Figure 4.1.1 Flow of the Survey ........................................................................................ 4-1
Figure 6.1.1 Tentative Implementation Schedule until 2025 ............................................. 6-2
Figure 7.2.1 Map of the Yangon-Mandalay Expressway .................................................. 7-3
Figure 7.2.2 Typical Cross Section of the Yangon-Mandalay Expressway ....................... 7-4
Figure 7.2.3 Speed Measurement .................................................................................... 7-5
Figure 7.2.4 Chatter Bar ................................................................................................... 7-5
Figure 7.2.5 Bump Pavement ........................................................................................... 7-5
Figure 7.2.6 1880 Hot Line ............................................................................................. 7-5
Figure 7.2.7 Widening of Bridges on the Expressway ...................................................... 7-6
Figure 7.2.8 Instalment of Lighting System and Guard Rails on the Expressway ............ 7-7
Figure 7.3.1 Organization Chart of expressway maintenance unit (EMU) ........................ 7-7
Figure 7.3.2 Organization Chart of operation office of EMU ............................................. 7-9
Figure 7.3.3 Annual and O/M budget for the Yangon-Mandalay Expressway................. 7-10
Figure 7.3.4 Examples of Machineries / Equipment owned by EMU .............................. 7-13
Figure 7.3.5 Toll Gate and ETC System on the Yangon-Mandalay Expressway ............ 7-14
Figure 7.3.6 Traffic Control Centre ................................................................................. 7-14
Figure 7.3.7 Weigh Station ............................................................................................. 7-14
Figure 7.4.1 Outline of O/M Organization System of
Japanese Expressway (NEXCO-East Group) .......................................... 7-17
Figure 7.4.2 Inspection Framework of Japanese Expressway (NEXCO-East) ............... 7-18
Figure 7.4.3 Outline of procedures of inspection and maintenance works ..................... 7-19
Figure 7.4.4 Outline of procedures of inspection and maintenance works ..................... 7-19
Figure 7.4.5 Outline of image and photo of ETC System in Japan ................................. 7-20
Figure 7.4.6 Experiences of mitigation of traffic congestion at toll gate in Japan ........... 7-21
Figure 7.4.7 Images of road side facilities and traffic patrolling team ............................. 7-22
Figure 7.4.8 Images of traffic information control of NEXCO-East.................................. 7-23
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List of Tables
Table 1.1.1 Major Road Projects proposed for Each Term ............................................... 1-2
Table 1.5.1 Survey Team Members .................................................................................. 1-5
Table 1.6.1 Summary of Discussions ............................................................................... 1-6
Table 2.1.1 Differences of Road Classifications ............................................................... 2-1
Table 2.1.2 Road Classification by DHSHD ..................................................................... 2-1
Table 2.1.3 Proposed Basic Design Condition ................................................................. 2-2
Table 2.3.1 Sub-centers and Newtowns around YUEX/YORR ......................................... 2-7
Table 2.4.1 Estimated Traffic Volume of YUEX (and YORR) in 2035 ............................. 2-11
Table 2.4.2 Required Number of Lanes of YUEX (and YORR) in 2035 .......................... 2-11
Table 2.6.1 Toll Collection at Toll Barriers ....................................................................... 2-17
Table 2.6.2 Toll Collection at Interchanges ..................................................................... 2-17
Table 2.8.1 General Features of Sections ...................................................................... 2-20
Table 3.2.1 Comparison of alternatives for Standard Section .......................................... 3-4
Table 3.2.2 Applicable Span Length of Bridge Types ....................................................... 3-6
Table 3.2.3 Comparison of Alternatives for Special Section ............................................. 3-6
Table 3.2.4 Span Arrangement of Crossing River/Lake Sections ..................................... 3-7
Table 3.2.5 Span Arrangement of Special Sections on YUEX N, R1 & E Section ............ 3-8
Table 3.2.6 Span Arrangement of Special Sections on YUEX R2 Section ....................... 3-8
Table 3.2.7 Span Arrangement of Special Sections on YUEX S Section ......................... 3-9
Table 3.2.8 Span Arrangement of Special Sections on YUEX W & M Section ................. 3-9
Table 3.2.9 Construction depth of foundation types ....................................................... 3-14
Table 3.2.10 Comparison of Foundation Type at Standard Section ................................ 3-16
Table 3.2.11 Applicability Criteria of Foundation Types for Main Bridge ......................... 3-19
Table 3.2.12 Foundation Type Alternatives inside River ................................................. 3-20
Table 3.3.1 Structure Type of Expressway Viaduct ........................................................ 3-21
Table 4.1.1 Number of Affected Premises/Persons in N Section...................................... 4-3
Table 4.1.2 Number of Affected Premises/Persons in R1-1 Section ................................ 4-4
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Table 4.1.4 Number of Affected Premises/Persons in E Section ...................................... 4-6
Table 4.1.7 Number of Affected Premises/Persons in S Section ...................................... 4-9
Table 4.1.8 Number of Affected Premises/Persons in W Section ................................... 4-10
Table 4.1.9 Number of Affected Premises/Persons in M Section ................................... 4-11
Table 4.1.10 Summary of Affected Premises/Persons ................................................... 4-12
Table 4.1.11 Tentative Schedule for Environmental and Social Considerations ............. 4-12
Table 5.1.1 Unit Price of Structural Works........................................................................ 5-1
Table 5.1.2 Unit Price of Road Works .............................................................................. 5-1
Table 5.1.3 Estimated Project Cost (N Section) ............................................................... 5-3
Table 5.1.4 Estimated Project Cost (R1-1 Section) .......................................................... 5-3
Table 5.1.6 Estimated Project Cost (E Section) ............................................................... 5-5
Table 5.1.9 Estimated Project Cost (W Section) .............................................................. 5-9
Table 5.1.10 Estimated Project Cost (M Section) ............................................................. 5-9
Table 5.1.11 Estimated Project Cost (S Section)............................................................ 5-11
Table 5.1.12 Unit Cost of Traffic Control System and Toll Collection System ................. 5-12
Table 5.1.13 Estimated Cost of Traffic Control System and Toll Collection System ....... 5-12
Table 5.2.1 Basic Conditions for Calculation .................................................................. 5-13
Table 5.2.2 Economic Costs Comparison between YUTRA and
YUEX Survey (USD Million)......................................................................... 5-15
Table 5.2.3 Economic Evaluation Results ...................................................................... 5-15
Table 5.2.4 Financial Evaluation Results ....................................................................... 5-17
Table 7.2.1 Outline of the Yangon-Mandalay Expressway ............................................... 7-2
Table 7.2.2 Traffic Volume of the Yangon-Mandalay Expressway .................................... 7-4
Table 7.2.3 Accidents on the Yangon-Mandalay Expressway .......................................... 7-5
Table 7.2.4 Comparison of the Number of Deaths on the Expressway ............................ 7-5
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Table 7.3.1 The Outline of Tasks of Departments in EMU ................................................ 7-8
Table 7.3.2 List of Regional Head Offices and Operation Offices of EMU ........................ 7-8
Table 7.3.3 Annual and O/M budget for the Yangon-Mandalay Expressway .................... 7-9
Table 7.3.4 Current situation of Inspection on the Expressway ...................................... 7-10
Table 7.3.5 Current Situation of Road Maintenance on the Expressway........................ 7-11
Table 7.3.6 List of Road Maintenance Equipment / Machineries owned by EMU .......... 7-12
Table 7.3.7 List of Asphalt Pavement Equipment / Machineries owned by EMU ............ 7-12
Table 7.3.8 Toll Rate of the Yangon-Mandalay Expressway ........................................... 7-13
Table 7.4.1 Summery of Current Situation of the Expressway ....................................... 7-15
Table 7.4.2 The Outline of O/M Works of Expressways ................................................. 7-16
Table 7.4.3 The purpose and frequency of inspections .................................................. 7-18
Appendix 1-1: Presentation Material (1)
Appendix 1-2: Presentation Material (2)
Appendix 2: Plan Drawings
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List of Abbreviations
AASHTO : American Association of State Highway and Transportation Officials
ATCC : Automatic Traffic Counter-cum-Classifier
B/C : Cost Benefit Ratio
BMS : Bridge Maintenance System
BRT : Bus Rapid Transport
CBD : Central Business District
CCTV : Closed-Circuit Television
D/D : Detailed Design
DCA : Department of Civil & Aviation
DHSHD : Department of Human Settlement & Housing Development, MOC
dir. : direction
EIA : Environmental Impact Assessment
EIRR : Economic Internal Rate of Return
EMU : Expressway Maintenance Manual
EoJ : Embassy of Japan
ETC : Electric Toll Collection
FIRR : Financial Internal Rate of Return
FS : Feasibility Study
GIS : Geographic Information System(s)
GOJ : Government of Japan
GOM : Government of Myanmar
HIA : Hanthawaddy International Airport
I/P : Implementation Program
IC : Interchange
JATRAC : Japan Road Traffic Information Center
JCT : Junction
JICA : Japan International Cooperation Agency
JPY : Japanese Yen
L/A : Loan Agreement
LCC : Life Cycle Cost
LRFD : Load and Resistance Factor Design
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M/P : Master Plan
MLIT : Ministry of Land, Infrastructure, Transport and Tourism
MOC : Ministry of Construction
MOECAF : Ministry of Environment Conservation and Forestry
na : not available or not apply
NEXCO-East : East Nippon Expressway Company Limited
NPT : Nay Pyi Taw
NTC : New Town Center
NPV : Net Present Value
PMS : Pavement Maintenance System
SCU : Special Construction Unit
SPSP : Steel Pipe Sheet Pile
SUDP : The Project for Strategic Urban Development Plan of the Greater Yangon
TCC : Traffic Control Center
Y-N-M : Yangon Nay Pyi Taw Mandalay
YCDC : Yangon City Development Committee
YGN : Yangon
YIA : Yangon International Airport
YUEX : Yangon Urban Expressway
YUTRA : The Project for Comprehensive Urban Transport Plan of the Greater Yangon
YORR : Yangon Outer Ring Road
O/M : Operation and Maintenance
ODA : Official Development Assistance
PAPs : Project Affected Persons
pcu : passenger car unit
PWD : Public Works Department, MOC
RAP : Resettlement Action Plan
ROW : Right of Way
SC : Sub-center
SEZ : Special Economic Zone
TB : Toll Barrier
TOD : Transit Oriented Development
TTC : Travel Time Cost
UMRT : Urban Mass Rapid Transport
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USD : United States Dollars
VAT : Value Added Tax
VMS : Variable Message Sign
VOC : Vehicle Operating Cost
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CHAPTER 1
INTRODUCTION
FINAL REPORT
1 INTRODUCTION
1.1 Survey Background and Objectives

Yangon City, with a population of about 5.1 million as of 2011, is the largest economic
center of the nation, and experiences rapid urbanization and motorization as the nations
economic growth. The current rapid urbanization and motorization put more and more
pressure on the existing transport infrastructure in Yangon City and its surrounding areas.
The deteriorating urban transport situation has become a serious concern socially,
politically and environmentally.
Under these circumstances, Yangon Region Government and JICA agreed to launch a
project named The Greater Yangon Urban Development Programme in May 2012.
Under the framework of this Programme, The project for Strategic Urban Development
Plan of the Greater Yangon (SUDP) started in August 2012 focusing mainly on the urban
development and land use aspects of the Yangon City. As the next step following this
project, Yangon Region Government and JICA agreed in September 2012 to start The
Project for Comprehensive Urban Transport Plan of the Greater Yangon (YUTRA) to
prepare a comprehensive urban transport master plan in line with the above-mentioned
strategic urban development plan, so as to provide efficient, safe, comfortable and
environmentally friendly transport services to the people in the Greater Yangon, in order to
contribute to its balanced, inclusive and sustainable growth.
In the transport master plan (YUTRA M/P), the Do-maximum road network was
proposed as shown in Figure 1.1.2. The backbone of the network marked in red consists
of an inner ring road, an outer ring road and radial roads for both arterial roads and
expressways.
Source: YUTRA Project Team

Figure 1.1.1 Do-maximum Road Network in YUTRA M/P
Based on the results of the traffic demand forecast and the recommended implementation
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programme including the funding, the term-wise development plan of the road network
was established in YUTRA M/P as presented below.
(Proposed Road Network in 2025) (Proposed Road Network in 2035)
Source: YUTRA Project Team

Figure 1.1.2 Term-wise Road Network Development in YUTRA M/P
Table 1.1.1 shows the major projects proposed by YUTRA M/P by each term.
Table 1.1.1 Major Road Projects proposed for Each Term
Term
Major Road Projects
(Target Year)
1) Northern Radial Section of Yangon Urban Expressway (extension of the existing
Yangon-Mandalay Expressway)
Mid Term 2) Inner Half Ring Section of Yangon Urban Expressway (eastern half of the ring road)
(by 2025) 3) Eastern Radial Section of Yangon Urban Expressway along the Road No.2
4) Improvement of the arterial roads along the above Yangon Urban Expressways
5) Outer Ring Arterial Road along Road No.7
1) Inner Half Ring Section of Yangon Urban Expressway (western half of the ring
road)
Long Term 2) Western Radial Section of Yangon Urban Expressway along Road No.5
(by 2035) 3) Trans-connected Section of Yangon Urban Expressway along Parami Road
4) Improvement of the arterial roads along the above expressways
5) Outer Ring Arterial Road
after 2035 1) Outer Ring Expressway
(for reference) 2) Improvement of the arterial roads along the above expressways
Source: YUEX Survey Team
To accelerate the implementation of the above proposed projects, the further detailed
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study focussing for YUEX, Data Collection Survey on Yangon Urban Expressway
(YUEX), was commenced from the end of July 2014 to prepare the basic information for
the next step of the study such as Feasibility Study.
1.2 Survey Objectives

The objective of this survey under YUTRA is to collect and prepare basic information for
the further detailed study to implement the construction of the Yangon Urban Expressway
(YUEX) (hereinafter the Project (YUEX).
The outputs of the survey are:
(1) Route justification

(2) Preliminary alignment study
(3) Preliminary structure planning
(4) Preliminary social Environmental Study
(5) Preliminary cost estimation and economic/financial evaluation
(6) Preliminary implementation programme including the suggestion regarding
the operation and maintenance
1.3 Survey Area

The target site of the Project (YUEX) is the Greater Yangon including Yangon City and
Helgu Township. The project roads studied by this survey are tentatively named by
sections as presented below.
YNM Expressway
(6.7km)
MSection
Source: YUEX Survey Team based on YUTRA Final Report

Figure 1.3.1 Project Roads and Proposed Sections
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1.4 Survey Schedule
The schedule of the data collection survey is shown in Figure 1.4.1.
This survey is conducted from the mid of July 2014 until the end of August 2014.
July August afterSep.2014
Work Preparatory
in Works Reporting
Japan
SiteReconnaissance
Road
Work Planning
in
Myanmar Structure O/M
Planning Planning
Environmental
PreSurvey
29Jul. 5Aug. 27Aug. 28Aug.

PW (NPT) JICA(YGN) PW (NPT) JICA/EoJ
Discussions
28Jul. 1 Aug. 7Jul. 28&29Aug.
JICA(YGN) YCDC PW (YGN) YCDC
Report DFR FR

Figure 1.4.1 Survey Schedule
1.5 Organization of Survey Team

Figure 1.5.1 presents the organization of the survey team under YUTRA.
GOM Program GOJ

Coordinating
Committee
Yangon Region JICA
Government Steering
Committee
Joint Project Team
Working Group (Counterpart Staff)

JICA Project Team
from Myanmar Side
Data Collection Survey Team for
1) Yangon Urban Expressway
2) UMRT No.1

Figure 1.5.1 Organization of Survey Team under YUTRA
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FINAL REPORT
As shown in the figure, the Data Collection Surveys under YUTRA have been conducted
for the following projects proposed in YUTRA M/P.
YUEX (Yangon Urban Expressway)
UMRT (Urban Mass Rapid Transport) No.1
This report has prepared for the YUEX on the above and the member of the survey team
is summarized in Table 1.5.1.
Table 1.5.1 Survey Team Members
No. Name Job title
1. YUTRA Management Team

1.1 Mr. Takashi SHOYAMA Team Leader/ Comprehensive Urban Transport Plan
1.2 Deputy Team Leader/ Institution and Capacity Development
Mr. Tetsuji MASUJIMA
Planning
1.3 Project Coodinator/ Institution and Capacity Development
Ms. Momoko ITO
Planning
2. Data Collection Survey Team for YUEX
2.1 Mr. Takaaki TANAKA Survey Team Leader/Road Planner
2.2 Mr. Tomoyuki KONISHI Structure Planner (1)
2.3 Mr. Shoichiro TOKUMARU Structure Planner (2)
2.4 Mr. Tetsujiro TANAKA Environmental & Social Consideration
2.5 Mr. Koji OTSUKA Economic and Financial Analyst
2.6 Mr. Denichiro YAMADA Operation and Maintenance Planner
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FINAL REPORT
1.6 Discussions with Concerned Authorities during Survey
Table 1.6.1 shows the summary of the discussions with the concerned authorities.
Table 1.6.1 Summary of Discussions (for reference only)
Date Authorities Person Positions Summary of Discussions

U Kyaw Linn Managing Director, The outline of the survey scheme was
Public Works explained showing the PPT material
Department (PWD) attached in the Appendix 1 and the draft
plan drawings. PW has understood the
29 July necessity of the Project and a feasibility
2014 study to realize the Project. PW
preferred PC bridges for the standard
Ministry of section of the Project and steel bridges
Construction for the selected sections.
(PWD in Nay Pyi Taw)
U Myint Zaw Chief Engineer, The outline of the survey scheme was
Public Works, explained showing the PPT material
7 Aug Yangon Region attached in the Appendix 1 and the draft
2014 plan drawings. PW has understood the
necessity of the Project.
(PWD in Yangon)
U Toe Aung Head of The outline of the survey scheme was
Department, City explained showing the PPT material
Planning and Land attached in the Appendix 1 and the draft
Administration plan drawings. YCDC commented that
Department the proposed project was already listed
in their master plan and recognized the
1 August
YCDC necessity of the Project. YCDC
2014
recommended early commencement of
the Project unless otherwise the
construction works on the existing
arterial roads will be difficult when the
traffic volume is increasing.
(YCDC in Yangon)
Dr. Maki Morikwa Project The outline of the survey scheme was
5 August
Formulation explained showing the PPT material
2014
JICA Advisor attached in the Appendix 1 and the draft
Yangon Ms. Ayumi Kiko Representative plan drawings.
28 July Office Ms. Noriko Project The results of the meeting with PWD and
2014 Sakurai Formulation YCDC were reported.
Advisor (JICA in Yangon)
27 Ministry of U Kyaw Linn Managing Director, The result of the survey was explained
August Construction Public Works showing the PPT material attached in the
2014 Department (PWD) Appendix 2 and submitted the Draft Final
Report for their review and comments if
U Shwe Lay Chief Engineer any. PW agreed to give comments if
(Bridge), Public any within 2 weeks. PW has
Works Department understood the necessity of the Project
(PWD) and the further detailed study (feasibility
study) to realize the Project.
(PWD in Nay Pyi Taw)
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FINAL REPORT
Date Authorities Person Positions Summary of Discussions

28 YCDC Dr. Kyaw Lat Advisor, Urban The result of the survey was explained
August Planning showing the PPT material attached in the
2014 Appendix 2 and submitted the Draft Final
Report for their review and comments if
any.
Dr. Kyaw Lat commented that the priority
sections of the Project shall be
determined later.
(YCDC in Yangon)
28 YCDC U Nyan Thar Assistant Chief The result of the survey was explained
August Engineer, showing the PPT material attached in the
2014 Engineering Appendix 2 and submitted the Draft Final
Department Report for their review and comments if
(Roads & Bridges) any. He mentioned that he would report
to his senior.
(YCDC in Yangon)
28 JICA Dr. Maki Morikwa Project The result of the survey was explained
August Yangon Formulation showing the PPT material attached in the
2014 Office Advisor Appendix 2 and submitted the Draft Final
Report.
Embassy of Mr. Shoichi Second Secretary, (JICA in Yangon)
Japan Watanabe Embassy of Japan
29 YCDC U Tin Maung Kyi Head of The result of the survey was explained
August Department, showing the PPT material attached in the
2014 Engineering Appendix 2 and submitted the Draft Final
Department Report for their review and comments if
(Roads & Bridges) any. The survey team explained the
reasons of the proposed priority sections
U Nyan Thar Assistant Chief (due to land acquisition/resettlement in
Engineer, the re-aligned sections of R2 Section).
Engineering YCDC has understood the above and the
Department necessity of further detailed study
(Roads & Bridges) (feasibility study) to realize the Project.
YCDC mentioned that he would report to
high ranking officers of YCDC.
JICA Study Team suggested YCDC to

design the Road No.7 improvement
considering the proposed typical cross
section in this report and the alignment
should apply the geometric criteria for
the expressway.
(YCDC in Yangon)
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FINAL REPORT
CHAPTER 2
ROAD PLANNING
FINAL REPORT
2 ROAD PLANNING
2.1 Design Conditions
2.1.1 Design Standard/Regulation in Myanmar

The type of roads is classified by MOC (DHSHD and PWD) and also the regional road
administrators such as YCDC. Differences of classification between each regulation are
summarized in Table 2.1.1.
Table 2.1.1 Differences of Road Classifications
Agency MOC (DHSHD) MOC (PWD) YCDC
Expressways Super Highway -

Major Roads Highway Main Road
Road Secondary Roads Divisional Road Collector Road
Classifications Collector Streets Township Road Minor Road
Local streets - -
Cul-de-sac - -
Source: YUEX Survey Team from relevant standards/guidelines of MOC and YCDC
The regulation of MOC (DHSHD), Introduction to Planning Regulation, 2010, which

introduces general regulation regarding the urban planning and road development in the
urban areas. DHSHDs classifications are widely covered various type of roads including
expressways. Geometric Design Standards for Highways, 1969 of MOC (PWD) specifies
the geometric design concept further more detailed than the regulation of DHSHD. The
road classification of PWD is mainly for inter-city roads. YCDCs classification does not
cover the expressway.
DHSHDs classification seems comparatively suitable for the urban expressway. The
typical class section introduced in the guideline is shown in Figure 2.1.1.
Table 2.1.2 Road Classification by DHSHD
Functions and Design ROW Speed Other Features &

Type of Facility Pavement
Features (ft) (mph) Spacing
Provide metropolitan and city 12 (3.6m) per Require service roads
continuity and unity. Limited lane; or adequate rear lot
access; Some channelized 8-10 building setback lines
150-300 50
grade crossing and signal at (2.4-3.0m) Spacing-
Expressways (45-90m (=80
major inter-section. Parking shoulders; Variable; radial or
) km/h)
prohibited. 8-24 circumferential
(2.4-7.2m)
median strips
Provide unity through Required detached
contiguous urban areas. Min. for 4 sidewalks in urban
100-150 34-45
Usually from boundaries for lanes; areas, planting strips
Major Roads (30-45m (=55-72
neighborhoods. Minor 6-14 median and adequate building
) km/h)
access control; parking strip setback line.
generally prohibited.
Source: Introduction to Planning Regulation, DHSHD, September 2010
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FINAL REPORT
Source: Introduction to Planning Regulation, DHSHD, September 2010

Figure 2.1.1 Typical Cross Section of Expressway by DHSHD
As seen in the above figure, the expressway is still likely inter-city road with wider ROW.
The urban expressway proposed in this survey is located in the built-up area and the
current available design standard or regulation in Myanmar might not be suitable for the
urban expressway.
Accordingly, the AASHTO and Japanese Standard may be referred to wherever the
Myanmar standard might not be sufficient.
2.1.2 Proposed Design Conditions for YUEX

JICA Study Team has proposed the following basic design conditions for this survey
referring the DHSHD regulation and also the design standard of the developed countries
which have urban expressways. In this preliminary survey, the transition curves such as
clothoid curves were not used and the further detailed alignment shall be studied during
the next study.
Table 2.1.3 Proposed Basic Design Condition
Items Myanmar Standard Proposed

80km/h for mainline
Expressway 80km/h 60km/h for junctions
Design Speed
40km/h for interchanges
Arterial Road 55-72km/h 55-72km/h
Expressway 3.6m 3.5m
Width of Carriageway
Arterial Road na 3.0m for urban area
Determined by traffic
Expressway na
Number of Lanes analysis
Arterial Road Minimum 4 lanes Minimum 4 lanes
Expressway 350m
Min. Curve Radius These elements are not
Arterial Road varies
clearly specified. The
2.5m (outer)
Expressway design standard of PWD
Width of Shoulders 0.5m (inner)
is now under revision.
Arterial Road 0.5m (inner/outer)
Vertical Clearance 16.5ft 5.0m
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FINAL REPORT
2.2 Preliminary Route Selection by SUDP/YUTRA

The preliminary route selection of the urban ring roads (inner and outer) was conducted by
SUDP (Project for the Strategic Urban Development Plan of Greater Yangon, 2013) and
YUTRA (Project for Comprehensive Urban Transport Plan, 2014) referring the existing
road network plan of MoC (Yangon Concept Plan, Vision 2040) as shown in Figure 2.2.1
below.
Source: Department of Public Works, MoC

Figure 2.2.1 Proposed Road Network in 2040 by MOC
The proposed expressway route by SUDP was reviewed by YUTRA with the traffic
demand analysis and the available land space to construct the expressway especially in
the densely developed area. The development concept of the inner ring road and the
outer ring road is presented below.
Inner Ring Road
The inner ring road will be located in the densely

developed area. To minimize the land acquisition
and resettlement, the elevated viaduct structure on
the existing arterial roads was proposed to extend the
road capacity.
Outer Ring Road
The outer ring road will be located in the suburban

area and the land acquisition will be relatively easier
than the inner ring road. Therefore the at-graded
cross section was proposed with future space for the
expressway.

Figure 2.2.2 Typical Cross Sections of Ring Roads in YUTRA
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FINAL REPORT
The route of the inner ring road is proposed along the existing arterial roads which has
basically 100ft (=30m) ROW according to the road classification of DHSHD (Major Roads
in Table 2.1.2). Figure 2.2.2 shows the term-wise development of the expressway
network proposed by YUTRA.
Expressway Expressway
Network Network
in 2025 in 2035
Expressway
Network
after 2035
Source: YUTRA Study Team

Figure 2.2.3 Proposed Expressway Network by YUTRA
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FINAL REPORT
Figure 2.2.4 shows the outer ring roads (toll road network) in Asian cities. The estimated
population of Yangon City in 2035 is similar with Jakarta, Bangkok and Tokyo which have
outer and inner rind roads as shown in the figure below.
(Yangon, Myanmar) (Hanoi, Vietnam) (Bangkok, Thailand)
(Jakarta, Indonesia) (Manila, Philippines) (Tokyo, Japan)
Area Population Area Population

Metropolitan Metropolitan
(km2) (million) (km2) (million)
Yangon 1,500 5.1 (2012) Jakarta 664 10.1 (2010)
Hanoi 3,344 7.1 (2013) Metro Manila 639 13.5 (2010)
Bangkok 1,569 9.1 (2010) Tokyo 621 8.7 (2010)
Source: YUEX Survey Team based on the SUDP Report, Transport Development in Asian Megacities
(Springer), Wikipedia
Figure 2.2.4 Comparison of Ring Roads in Asian Cities
2.3 Relevant Development Projects

The inner ring road (YUEX: Yangon Urban Expressway) and the outer ring road (YORR:
Yangon Outer Ring Road) will be a backbone of the sustainable city development in future.
In SUDP (City Master Plan), the decentralization of the core function of the city was
proposed against the overconcentration to the city center (i.e. CBD area) and the new
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FINAL REPORT
sub-centers/newtowns were proposed with the urban development section of YCDC.
The outer ring road is generally proposed along the proposed sub-centers/newtowns and
the inner ring road (YUEX) will strengthen the east-west corridors which have less road
network than the north-south corridors in the city, connecting the proposed sub-centers
(Hlaing Tharya, Mindama, Dagon Myothit) and the outer ring road. The inner ring road
and the outer ring road are expected to accelerate the decentralization concept.
Source: SUDP, JICA, 2013

Figure 2.3.1 Proposed Decentralization Concept of SUDP
Currently the development of the eastern area (north-east by the new sub-centers and
new townships and the south-east by Thilawa SEZ) is rapidly in progress. The proposed
inner road and the outer ring road toward 2025 (mid-term development target of YUTRA)
are expected to be a backbone of these developments formulating an circular road
network in the eastern area.
This circular network will connect with Thilawa SEZ, National Highways (No.1 and No.2)
and the future new airport via the existing expressway (Yangon-NayPyiTaw-Mandalay
Expressway) and will be expected to be a logistic artery.
Figure 2.3.2 presents the general development concept of the inner ring road (both
expressway and arterial roads) and the outer ring road (arterial road) toward 2025
(Mid-term development plan of YUTRA).
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FINAL REPORT
Legend:
:Proposed Expresswayby 2025

:Proposed ArterialRoadImprovementby 2025
:Proposed/OngoingNewSubCenters
:Proposed LogisticTerminal/Depot
RoadNo.7Improvement plannedby YCDC

Road No.3
Newtown(16,000acrelot)under YCDC
NewLogistic Terminal/Depot
NewSubCenter (DagonMyothit) underYCDC
DagonBridge(existing6lanes)
Newtownunderconstruction (DagonSeikan)under DHSHD
ProposedNewtown(Thanlyin) under YCDC

Figure 2.3.2 Road Development Concept toward 2025
The relevant development projects shown in the above figure are briefly introduced below.
2.3.1 Sub-centers and Newtowns

YCDC is developing or supervising the new sub-centers and the newtowns based on the
master plan established by SUDP as shown in Figure 2.3.1.
According to City Planning and Land Administration Department of YCDC, the following
development will be launched before 2025 (mid-term target of YUTRA).
Table 2.3.1 Sub-centers and Newtowns around YUEX/YORR
Name of the Development Projects Status

Newtown under construction (Dagon Seikan) under construction
New sub-center (Dagon Myothit) complete in 2016
Newtown (Thanlyin) complete in 2016
According to YCDC, 16,000 acres development was
Newtown at the north-east of Road No.7
approved by the Region Government.
2.3.2 Improvement of Road No.7 (Outer Ring Road)

YCDC is planning to improve the existing Road No.7 which will be the north-east section
of the proposed outer ring road (YORR: Yangon Outer Ring Road) in order to accelerate
the above mentioned sub-center/newtown developments. According to City Planning
and Land Administration Department of YCDC, the improvement will be limited works
such as repairing of pot holes on the pavement due to budget constraint. YUEX Survey
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FINAL REPORT
Team has considered that the Road No.7 shall be improved based on the concept of
YUTRA as shown in Figure 2.2.2 with the geometric standard of the expressway.
On 29 August 2014, YUEX Survey Team had a meeting with the Head of Roads and
Bridges, YCDC and suggested that the Road No.7 should be improved as mentioned
above (ROW including the future expressway space, proper geometric standard for future
expressway).
2.3.3 Logistic Facilities

The Bayint Naung Warehouse (YCDC Truck Terminal), which is located near the Bayint
Naung Bridge in Insein Township, is the only highway truck terminal in Yangon, and
almost all the long-distance truck trips are generated at this terminal. Even though the
current traffic generation volume is not so significant, the highway truck association has an
idea to move the existing terminal function to sub-urban area of Yangon in order to avoid
traffic congestion in and around the current terminal at Bayint Naung.
The Thilawa SEZ is one of the national level strategic industrial development projects,
which has been supported by the Government of Japan as well. The role of international
gateway will be shifted from the existing Yangon Main Ports to the Thilawa Port. In order
to make the Thilawa Port fully functioning as the countrys gateway, corresponding land
transport systems should also be improved in parallel.
The proposed concept of the new logistic route with YUEX and YORR is presented in
Figure 2.3.3.
Legend:

:ExistingTruckTerminal(BayintNaung)
Road No.3
Truck shallbeallowedtousetheexistingexpressway.
RoadNo.7shallbeimproved asapartofYORR.
Newtruckterminalshallbelocatedalongthenew
logisticroute.
RoadNo.2shall beimproved.
Accessbetween DagonBridgeandRoadNo.2shallbe
improved.
DagonBridgewillbemaximallyutilized bytheabove
measures.
Truckshallbeallowedtousetheproposed YUEXbut
shall beprohibited tousethearterialroads
underneaththeYUEX.

Figure 2.3.3 Concept of New Logistic Route with YUEX/YORR
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FINAL REPORT
2.3.4 Airports (YIA and HIA)
Air traffic demand of domestic flights is increasing recently and it is expected to continue in
future due to growth of Myanmar economy and other traffic mode (roads, railways, sea
and inland water transports). Regarding number of international air passengers and cargo
also rapidly increase mainly Yangon International Airport (YIA), leading to saturation of the
airport capacity of YIA having one runway.
Based on the adequate airport development policy for Yangon Metropolitan area, the new
airport (HIA: Hanthawaddy International Airport) was under construction and will start
operated in 2018.
Figure 2.3.4 shows the proposed accesses for HIA. The inner ring expressway (YUEX)
is proposed to connect directly with the road access to HIA.
Source: Nippon Koei. Co.,Ltd. and DCA, Ministry of Transport

Figure 2.3.4 Airport Accesses to HIA
2.3.5 Public Transport Projects

The public transportation projects such as UMRT are also proposed in YUTRA and the
traffic demand forecast of the road network was conducted by YUTRA together with these
public transportation projects. Both the road network and the railway network shall be
required to accommodate the future traffic demand.
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FINAL REPORT
2.4 Traffic Demand Forecast and Number of Lanes
Based on past trends, future land use planned by SUDP, national framework estimated by
MYT-Plan and a series of GIS analysis, the future socio-economic framework was
prepared by YUTRA. The base year travel demand analysis and the development of travel
demand forecast models have been developed and described in detail in Volume II,
Chapter 2 of the main report of YUTRA.
Figure 2.4.1 shows the volume/capacity ratio of the road network after the modal split with
the proposed public transportation such as MRT, etc., based on the traffic demand
forecast model by YUTRA.
Existing Do-nothing
Condition Case
(2013) (2035)
Do-YUTRA
Case
(2035)

Figure 2.4.1 Proposed Expressway Network by YUTRA
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FINAL REPORT
The traffic assignment along the proposed route of YUEX on the demand forecast model
was distributed with the following conditions.
(1) It will be very hard to widen the existing arterial roads especially in densely developed
area. However, as shown in Figure 2.4.1, the volume/capacity ratio will exceed 1.0 in case
of Do-nothing. Therefore the elevated road was introduced in the model to expand the
capacity of the existing arterial roads.
(2) The number of lanes of the existing arterial roads underneath YUEX was unchanged from
the existing condition (basically 6 lanes) and the several patterns were studied to
determine the number of lanes for the elevated
road (YUEX) on the existing arterial roads.
It is noted that the result of the traffic demand

forecast has not been changed for this 6
preliminary study for YUEX and the further 9 5

2
specific traffic demand forecast shall be
conducted for the YUEX during the next step such
10 11
3 4
as a feasibility study. 8
The estimated traffic volume of the inner ring road 7
and the outer ring road by the demand forecast

model of YUTRA is summarized in Table 2.4.1.
Accordingly, the required number of lanes of the

inner ring road and the outer ring road is estimated as shown in Table 2.4.2 with the key
location map of Figure 2.4.2.
Figure 2.4.2 Key Map
Table 2.4.1 Estimated Traffic Volume of YUEX (and YORR) in 2035
Typeof TrafficVolume(pcu/day/bothdir.)atYUEXsections
Roads 1 2 3 4 5 6 7 8 9 10 11
Expressway 60,584 43,559 34,418 24,057 0 0 11,912 40,910 31,177 27,362 39,046
Arterial 23,722 49,859 27,788 51,595 22,646 11,501 15,033 26,228 31,783 38,065 28,087
Note: Refer to Figure 2.4.2 for the location of each section.
Table 2.4.2 Required Number of Lanes of YUEX (and YORR) in 2035
Typeof RequiredNumberofLanes(bothdir.)atYUEXsections
Roads 1 2 3 4 5 6 7 8 9 10 11
Expressway 4 4 2 2 0 0 2 3 2 2 3
Arterial 2 4 3 4 2 2 2 2 4 4 3
Note: Refer to Figure 2.4.2 for the location of each section.
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FINAL REPORT
The major findings on the estimated number of lanes are listed below.
(1) The maximum number of lanes for the expressway is 4 lanes for both directions.
(2) The required number of lanes for the sections No. 3, 4, 9, 10 of the expressway is
calculated to be 2 lanes for both directions. However the minimum number of lanes of the
expressway shall be 4 (2+2) lanes for both directions concerning the slow lane and
passing lane. Necessity of 4 lanes for the expressway could be justified taking into
account the recent rapid development along the Road No.2, No.4 and No.5.
(3) The number of lanes for the section No.7 (CBD area on Bogyoke Aung San Road) is also
calculated to be 2 lanes. The characteristic of the traffic of this section is through traffic
because of no interchange is provided. In the YUTRA, new public transport systems
such as BRT or LRT were introduced for CBD area in order to reduce the traffic volume.
Therefore the section No.7 (S Section of YUEX) could be merged into the section No.11
(M Section of YUEX). This issue shall be further studied in detailed during the next study
such as the feasibility study.
YUEX YUEX
RdNo.5 RdNo.5
Public Transport
CBD CBD
YORR YORR
With the route passing on CBD Without the route passing on CBD
Figure 2.4.3 Route Options for Further Detailed Study
(4) The maximum number of lanes for the arterial roads is 4 lanes for both directions even
though the current number of the lanes is 6 lanes. It means that the BRT lanes could be
able to be provided for arterial roads underneath the YUEX.
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FINAL REPORT
2.5 Definitive Route and Typical Cross Sections
2.5.1 Definitive Route

The preliminary route of YUEX was selected along the existing arterial roads which has
basically 100ft (=30m) ROW. The necessity of the route passing on Bogyoke Aung San
Road as mentioned in Figure 2.4.3 will be further studied during the next study with the
detailed demand forecast. In this survey, the maximum route (left figure in Figure 2.4.3)
has been selected as the definitive route.
2.5.2 Typical Cross Sections of YUEX

The typical cross sections of the inner rind road (YUEX: Yangon Urban Expressway) and
the outer ring road (YORR: Yangon Outer Ring Road) have been planned based on the
required number of lanes presented in the previous section (See Table 2.4.2.).
The typical cross section of YUEX in the built-up area is designed within the existing ROW
(100ft=30m) of the arterial roads as shown in Figure 2.5.1.
30m
(Wai Za Yan Tar Road) (Thudhamma Road)

Figure 2.5.1 Existing Road Width
Accordingly the representative cross section of the existing arterial roads is assumed as
presented in Figure 2.5.2 for further consideration of the typical cross sections of YUEX.

Figure 2.5.2 Typical Cross Section of Existing Road (Built-up Area)
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FINAL REPORT
The elevated expressway is proposed on the existing arterial roads as shown in Figure
2.5.3.

Figure 2.5.3 Typical Cross Section of YUEX (Built-up Area)
2.5m width of the road shoulders on the expressway is provided along the alignment for
emergency parking and road operation and maintenance services. The road shoulder
could be omitted by the provision of the parking bay (lay-bay space) with certain intervals
(i.e. 200m) on the expressway.
The land acquisition for YUEX in the non built-up area will be relatively easier than that in
the built-up area and thus the elevated structure is not proposed in terms of construction
cost saving.

Figure 2.5.4 Typical Cross Section of YUEX (Non Built-up Area 1)
The access-controlled expressway by the above cross section will divide the surrounding
area along the road. Therefore the expressway is designed to be elevated by the flyovers
providing u-turn facility for the arterial road to enable the traffic across the
access-controlled expressway.
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FINAL REPORT

Figure 2.5.5 Typical Cross Section of YUEX (Non Built-up Area 2)
2.5.3 Typical Cross Sections of YORR (for reference)

According to results of the traffic demand forecast, the required number of lanes for the
proposed outer ring road (YORR) calculated mathematically is only 2 lanes in total for
both directions by 2035. However the minimum number of lanes for each direction is
proposed to be 2 lanes (=4 lanes for both directions) taking into account the disabled
vehicles and/or passing lanes. Accordingly the typical cross section of the outer ring road
(YORR) is proposed below.

Figure 2.5.6 Typical Cross Section of YORR (Initial Stage)
YCDC is now planning to improve the Road No.7 along YORR by 2017. It is highly
recommended to improve the road applying the cross section shown in Figure 2.5.6
above.
Figure 2.5.7 and 2.5.8 present the proposed ultimate stage of the outer ring road (YORR)
in future.
The access-controlled expressway with 6 lanes in total will be constructed depending on

the development of the surrounding area along the Road No.7.
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FINAL REPORT

Figure 2.5.7 Typical Cross Section of YORR (Ultimate Stage: At-graded)

Figure 2.5.8 Typical Cross Section of YORR (Ultimate Stage: Elevated)
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FINAL REPORT
2.6 Toll Levy System
The proposed expressway is mainly constructed as elevated viaduct structure with large
amount of the investment cost. The toll collection is usually implemented to help recover
the cost of the road construction, land acquisition and maintenance. The toll collection
facilities are designed in this survey.
2.6.1 Toll Barriers

The proposed expressway (YUEX) will be connected with the existing toll road (Yangon -
Nay Pyi Taw - Mandalay Expressway) and the future outer ring road (YORR) which was
proposed by SUDP/YUTRA as a toll road. Each expressway may be independently
operated by individual operators. In this survey, the toll levy system of these
expressways has been proposed as presented below providing the individual toll barriers
for different toll levy system.
Table 2.6.1 Toll Collection at Toll Barriers
Toll Function of Booths

YNM Expressway Mode of Tariff
(Existing) Barriers Ticketing Payment
TB0 Distance/Area
TB-0 IN Booths OUT Booths
(Y-N-M Expressway)
TB4
IN Booths
TB1 TB-1 - Flat (YUEX)
(YUEX)
IN Booths
TB-2 Distance/Area (YORR)
YUEX TB2 (YUEX)
IN Booths Flat (YUEX)
TB3 &
(YORR) (IN Booths of YUEX and
OUT Booths OUT Booths of YORR
TB-3 could be integrated.)
(YORR)
YORR IN Booths OUT Booths

TB-4 Distance/Area (YORR)
(KEY MAP) (YORR) (YORR)
2.6.2 ON/OFF Ramps at Interchanges

The function of toll collection at interchanges of the expressways is proposed in this
survey as shown in Table 2.6.2.
Table 2.6.2 Toll Collection at Interchanges
Type of Ramps at Interchanges

Expressways Mode of Tariff
ON Ramps OFF Ramps
YUEX Payment - Flat
YORR
Ticketing Payment Distance/Area
Y-N-M Expressway
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FINAL REPORT
2.7 Layout of Interchanges and Toll Barriers
2.7.1 Type of Interchanges

The trumpet type and the cloverleaf type interchanges as shown in Figure 2.7.1 will
require large space for the construction. The alignment of the proposed expressway is
mostly located in the densely build-up area and the diamond type with 4-legs direct
ramps is proposed to minimize the land acquisition.
Diamond Type
Trumpet Type Cloverleaf Type
(recommended)

Figure 2.7.1 Type of Interchanges
2.7.2 Layout of Interchanges and Toll Barriers

Figure 2.7.2 shows the layout and the connectivity with surrounding areas of the proposed
interchanges and a toll barrier along the N Section, R1 Section and E Section of YUEX.
The location of the interchanges for the other sections is also indicated in the plan
drawings as attached in Appendix 2.
Due to land constraint along the proposed expressway, the location of the interchanges is
selected by the following considerations.
to minimize the land acquisition as much as possible
to provide interchanges to access the major crossroads (arterial roads)
to set the interval of each interchange more than 1km to minimize the traffic weaving
between ON/OFF ramps
The detail location and layout of the interchanges and toll barriers shall be further studied
in detail during the next study such as the feasibility study in accordance with the result of
the detailed traffic demand forecast.
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FINAL REPORT

Figure 2.7.2 Layout of Interchanges (N/R1/E Sections)
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FINAL REPORT
2.8 Alignment Study
In accordance with the definitive route for this survey, the preliminary alignment study has
been conducted utilizing the satellite photo taken in 2012 during SUDP. Further detailed
alignment study shall be conducted during the next step such as the feasibility study.
2.8.1 General Features of Sections

Table 2.8.1 summarizes the general features of each section of YUEX.
Table 2.8.1 General Features of Sections
Sections General Features and

(Length) Applied Cross Sections
Extension from the existing expressway.
N Section Mostly in non build-up area and the cross sections
(16.5km) (Figure 2.5.4 and 2.5.5) are applied.
(Sta.0+000-16+500)
Mostly in build-up area and the elevated cross section
R1 Section
(Figure 2.5.3) is applied.
(14.5km)
(Sta.16+500-31+000)
Mostly in build-up area and the elevated cross section
E Section
(Figure 2.5.3) is applied.
(6.9km)
(Sta.31+000-37+900)
R2 Section Mostly in build-up area and the elevated cross section
MSection
(24.3km) (Figure 2.5.3) is applied.
W Section Mostly in non build-up area and the cross sections
(7.9km) (Figure 2.5.4 and 2.5.5) are applied.
M Section Mostly in build-up area and the elevated cross section
S Section Mostly in build-up area and the elevated cross section (Key Location Map)
2.8.2 Design Control Points of YUEX (N Section)

The alignment of the North Section of YUEX is designed along the existing arterial road
(Road No.3). The area along Road No.3 is generally non-urbanized with less building
and the at-grade structure could be proposed for the alignment of the expressway. The
junctions to connect other sections of the proposed expressways (i.e. JCT-01 for YORR,
JCT-02 for R2 Section) are not constructed by N Section. The design control points
considered in this section are;
Connection with Existing Expressway (Y-N-M Expressway)
Flyovers for U-turn facility
2.8.3 Design Control Points of YUEX (R1 Section)

R1 Section of YUEX is located in the urbanized area along the existing arterial road (Road
No.3, Thudhamma Road, Wai Za Yan Tar Road) which has mostly 100ft ROW. It is quite
hard to widen these arterial roads because of lots of buildings along the roads.
Therefore the elevated structure (viaduct) has been proposed in this survey. The
junctions to connect other sections of the proposed expressways (i.e. JCT-02 for R2
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FINAL REPORT
Section, JCT-03 for M Section) are not constructed by R1 Section. The design control
points considered in this section are;
Interchanges to access for the major arterial roads
Re-alignment of the expressway where the arterial roads does not satisfy the
geometric design criteria of the expressway
Navigation clearance
2.8.4 Design Control Points of YUEX (E Section)

The alignment of the E Section of YUEX starts from the end point of the R1 Section and
ends upto the proposed sub-center (Dagon Myothit SC) along the existing arterial roads
(Thanthumar Road and Road No.2) which has generally 100ft ROW. The proposed
typical cross section of the E Section is also the elevated viaduct structure as well as the
R1 Section. The design control points considered in this section are;
Re-alignment of the expressway for the section crossing the Pazondaung Creek
2.8.5 Design Control Points of YUEX (R2 Section)

R2 Section is passing along the existing arterial roads (Kyeemyindaing Kanner Road,
Bayintnaung Road) which has generally 100ft ROW. The typical cross sections for the
R2 Section are the elevated viaduct (See Figure 2.5.3) for the build-up area and the
at-graded cross section for the non-build-up area (Figure 2.5.4). The design control points
considered in this section are;
Crossing over the existing flyovers (Bayintnaung Flyovers)
Construction of Junction between R2 Section and R1/N Sections (JCT-02)
Connection with the logistic access-controlled road operated by Asian World will be
further studied in the next step of the study such as FS.
2.8.6 Design Control Points of YUEX (W Section)

The alignment of the W Section of YUEX is designed along the existing arterial roads
(Road No.5) to connect between the proposed sub-center (Hlaing Tharya SC) and the R2
Section of YUEX crossing over the Hlaing River. The design control points considered in
this section are;
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FINAL REPORT
Flyovers for U-turn facility
Re-alignment of the expressway for the section crossing the Hlaing River
Connection with M Section of YUEX (Parami Road)
Construction of Junction between W Section and R2 Section (JCT-05)
2.8.7 Design Control Points of YUEX (M Section)

The M Section of YUEX was not proposed in the VISION 2040, MoC. In this survey, the
M Section is proposed as a transversal route connecting R1, R2 and W Sections.
Parami Road has been selected for the construction of the M Section in this survey in
which there are relatively more non-developed areas than other roads.
Lanthit Road Oakkala Road

:NondevelopedSection
N Airport
:DevelopedSection
There is undeveloped land and low-rise buildings/housings along the road adjacent to the airport and the proposed
sub-center (Mindama). The road can be an East-West Corridor. The road is located close to the airport and it
will be difficult to build the elevated road.
Kyaik Wine Pagoda Road

N :DevelopedSection
There are many low-rise buildings/housings along the road. However the width of the existing road is relatively wide.
Modal shifting to the public transport such as BRT is recommended to enlarge the capacity.
Parami Road
N :DevelopedSection
There is undeveloped land and low-rise buildings/housings along the road. The road is extended to Hlaintaryar and
Dagon areas through Bayint Naung Bridge (6 lanes in future) and Parami Bridge (4 lanes). The road will be most
preferable for an East-West Corridor.
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FINAL REPORT
University Avenue Road

N :DevelopedSection
InyaLake
There are many low-rise buildings/housings along the road adjacent to Inya Lake (recreational area). Land
rearrangement to high-rise buildings will not be practical.
Source: YUTRA Final Report, JICA, 2014

Figure 2.8.1 Comparison of Possible East-West Corridors
The design control points considered in this section is;
2.8.8 Design Control Points of YUEX (S Section)

The alignment of the S Section of YUEX is proposed along Bo Gyoke Road in CBD area
with the elevated viaduct cross section. TOD (Transit Oriented Development) is
proposed by YUTRA M/P for CBD area. ON/OFF ramps (interchange) are not proposed
for the S Section in this survey and the traffic on the S Section is only for the through traffic
on the expressway network. On the other hand, the development of the Yangon Central
Station is being planned utilizing private investment. The provision of the interchange(s)
connecting with the Yangon Station could be considered later to accelerate the TOD policy.
The development plan of Mahlwagon railway depot will be considered by the next study.
The design control points considered in this section are;
Connection with the logistic access-controlled road operated by Asian World will be
further studied in the next step of the study such as FS.
2.8.9 Implication for Selection of Priority Sections

As explained above and shown in Figure 2.8.2 to 2.8.9, the re-alignment of YUEX
departed from the existing arterial roads will be required at many locations for the sections
of R2, M and S. W Section could be constructed together or after R2 Section.
Accordingly, in view of the alignment design, the sections of N, R1 and E will be easier to
implement by less land acquisition and resettlement than other sections. This concept of
the priority sections coincides with the YUTRA MP (Refer to Figure 2.2.3 in this report.).
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FINAL REPORT

Figure 2.8.2 Alignment of YUEX N Section

Figure 2.8.3 Connection between YUEX and YORR (JCT-01)
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FINAL REPORT

Figure 2.8.4 Alignment of YUEX R1 Section

Figure 2.8.5 Alignment of YUEX E Section
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FINAL REPORT

Figure 2.8.6 Alignment of YUEX R2 Section (1/2)

Figure 2.8.7 Alignment of YUEX R2 Section (2/2)
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FINAL REPORT

Figure 2.8.8 Alignment of YUEX W Section and M Section

Figure 2.8.9 Alignment of YUEX W Section and M Section
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FINAL REPORT
CHAPTER 3
VIADUCT PLANNING
FINAL REPORT
3 VIADUCT PLANNING
3.1 Design Standards
3.1.1 Structural Guidelines

With respect to structural guideline, specialized structural design criteria associated with
complex bridge types shall be compiled with the Japanese Standard for Highway Bridge
associated with developing preliminary bridge concepts. The only cords related to the
application of live loading system shall be applied from ASSHTO standard and other
design loads such as earthquake, temperature, wind, etc. shall be studied and applied
from local conditions.
3.1.2 Design Criteria

(1) Live Loading System (AASHTO Standard)
Note: V = Variable Spacing from 4.

267 m to 9.144 m to be used is
that which produces maximum
stresses
Figure 3.1.1 Standard Expressway Bridge Loading (HS20-44)
ASSHTO standard also specifies the track as a single concentrated load and a uniformed
load as follows;
Concentrated Load 8.16 T (104kN) for Moment
11.80 T (116kN) for Shear
Uniform Load 0.95 T/m (9.38kN)
(2) Seismic Design
The proposed bridge site will be affected by earthquakes. Myanmar Geosciences Society
(MGS) has prepared the earthquake zoning map of the Yangon Area. Seismic design shall
be carried out in next stage for viaducts of Yangon Urban Expressway.
(3) Temperature
Maximum temperature in Yangon is 37.6C and minimum 16.6C based on data of

Kaba-Aya observatory station during 1999 to 2008. Temperature range for design shall be
15C to 40C about a mean of 25C (temperature rise 10C, temperature fall 15C) for
ordinary bridge and 15C to 50C about a mean of 25C (temperature rise 10C,
temperature fall 25C) for steel plate deck .
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FINAL REPORT
(4) Wind
The biggest cyclone NARGIS with winds up to 54m/s swept through the neighbouring
bridge location on May 2nd, 2008. There is a wind record with 49m/s in maximum wind
speed at Yangon. Therefore wind load acting on the superstructure should be considered
carefully in next stage. If suspension bridge, cable stayed bridge and other flexible
bridges are applied for crossing Yangon River, detailed study such as wind tunnel test is
necessary to examine the stability due to wind in the outline design stage or detailed
design stage.
3.2 STUDY OF BRIDGE TYPE SELECTION
3.2.1 General
As already described in previous chapter, it is planned to construct expressway viaduct
above existing Street (arterial road). Typical cross section is shown in below Figure.
Figure 3.2.1 Typical Cross Section of the Urban Expressway Viaduct
Existing streets are one of major urban arterial road in Yangon City, and is important route.
However, width of them is very limited. During construction of viaduct, it is necessary to
secure space for traffic and safety. Therefore, following principles need to be taken into
consideration in this Study.
To keep the space for detour during construction period as much as possible
To ensure a short construction period by high mechanization, applying precast

method and so on
To mitigate adverse impacts against existing traffic during construction.
To be economically and technically reasonable
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FINAL REPORT
3.2.2 Selection of Superstructure Type
(1) Introduction
As for the selection of the superstructure, the type is selected on the following conditions.
Road standard and Width composition
Horizontal alignment and Vertical alignment
External factors and External conditions
Structural characteristic, Type of girder and Applied span length
Workability, Erection, Trafficability, Maintenance and Aestheticism
Economic efficiency and Construction costs
Viaduct section is mainly comprised standard section and special section such as
Crossing River and road intersection etc. Therefore, the selection of superstructure is
conducted in two sections respectively.
In order to select most appropriate structure type of superstructure, selection is conducted

by following steps.
Select 2~3 alternatives for comparison
Compare structurally by showing advantage and disadvantage based on experience

of the Survey Team
(2) Viaduct Structure for Standard Section
The following three alternatives are extracted for bridge type selection. Especially, as for
PC Bridge, Pre-casting PC Girder which is fabricated at factory and/or girder casting yard
under quality control are extracted since many number of girders has to be fabricated in
short time.
PC-I Composite Girder : 35m (applicable length: 2540m)
PC-U Composite Girder: 40m (applicable length: 3560m)
Steel Box Girder : 50m (applicable length : 40m)
Table 3.2.1 shows the comparison of bridge types for Standard Section. As a result of the
comparison of Bridge type for Standard Section, PC-I Composite Girder and PC-U
Composite Girder is selected as the most suitable structure type for the Standard Section
of Urban Expressway Viaduct by following reason. Detailed comparison shall be carried
out in next stage.
Most economical alternative
Construction period will be longer than steel box girder. However, difference is not
much.
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FINAL REPORT
Table 3.2.1 Comparison of alternatives for Standard Section
Type PC-I Composite Girder PC-U Composite Girder Steel Box Girder
Cross-section
Photo
Span Length @35m @40m @50m

Pre-casting girder segments Pre-casting girder segments
which are fabricated at factory which are fabricated at factory It can be applied to long span.
Structural Feature are assembled and erected at are assembled and erected at Thin plates and stiffened
site. Pre-casting PC slab is used site. Pre-casting PC slab is used member.
under RC slab. under RC slab.
Track Crane at standard section Track Crane and bent at Track Crane and Bent at
Erection Method and Erection Girder at narrow standard section and Erection standard section and Launching
section. Girder at narrow section. Erection at narrow section.
It will be short construction It will be short construction It will be the shortest
Construction period at site since it is used period at site since it is used construction period among these
Period pre-casting girder segment and pre-casting girder segment and alternatives. But it is not so
pre-casting PC slab. (1.25) pre-casting PC slab. (1.25) different. (1.00)
Erection can be carried out even
Erection will be carried out at Erection will be carried out at
at day time.
Traffic Control night time. night time.
during erection at During erection, it is not
During erection, it is necessary During erection, it is necessary
Narrow Section necessary to close traffic under
to close traffic. to close traffic.
erected span.
Cost Ratio
(including
1.00 1.00 1.16
substructure per
200m)
It is necessary to replace EXP It is necessary to replace EXP It is necessary to repaint once
Maintenance joint an Bearing shoes joint an Bearing shoes 20-30 year according to the
once20-30 years. once20-30 years. traffic condition.
It gives less heaviness than PC-I

Due to smooth surface of girder,
It gives most heaviness among Girder since the number of girder
side view looks clear. It is
Aesthetic these alternatives since there is is less than PC-I Girder. Smooth
possible to improve aesthetics
much number of the girder. surface of girder makes side
by modifying girder shape.
view looks clear.
I It is the first trial for fabrication It is the first trial for fabrication
Some flyover bridges in Yangon
many precast PC girders in many precast PC girders in
Technical Transfer are the same type. But it is not
factory and/or fabrication yard in factory and/or fabrication yard in
many.
Myanmar. Myanmar.
Evaluation Recommended Recommended
3-4
FINAL REPORT
New Technology
PC Composite Girder
PC Composite girder is relatively new type of PC structure.
Characteristics of this bridge type are the followings. This is a very suitable bridge type for
the viaducts in the urban area.
High quality pre-casting girders can be fabricated at factory and/or casting yard in
a short term.
Fabrication girder and pre-casting slab at factory and/or casting yard enables
applying high-strength concrete, labour saving and cost reduction.
Since the PC plate plays a role as the formwork and the scaffolding at the time of
the slab construction, and the assembling and dismantling of hanging scaffolding
for slab construction is unnecessary
It can reduce the production of waste materials, noise and vibration at site since
the pre-casting girders are applied.
U-shape girder improves stability at the time of erection.
Pavement Pavement
RC slab (cast-in-place)
Pre-casting PC Plate
U-shape Pre-casting
Girder
Source: Japan Pre-stressed Concrete Contractors Association

Sketch of PC-U Composite Girder
Pavement
RC slab (cast-in-place)
I-shape Pre-casting Pre-casting PC Plate

Girder

Sketch of PC-I Composite Girder
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FINAL REPORT
(3) Viaduct Structure for Special Section
Special Section of Viaduct includes flyovers of intersection, junctions, curve portions and
river crossing portions. Generally span length of the viaduct requires more than 50m at
flyover of intersections and junctions. As the common superstructure types at flyover of
intersections and junctions in urban city, Steel-I Girder, Steel Box Girder and PC Box
Girder is extracted. Maximum span length of Steel-I Girder is generally around 60m, and
Steel Box Girder becomes economical than Steel-I Girder since the width of
superstructure is relatively wide. Accordingly, two bridge types of below Table are
compared in several aspects.
Table 3.2.2 Applicable Span Length of Bridge Types
Applicable Span Length

Type of Bridge
Steel PC Concrete
Continuous Box Concrete Slab 40m - 80m Bent Support 40m 70m
Girder Steel plate deck 30m150m Cantilever Erection 50m110m
Comparison study is carried out at flyover of JCT-03 on YUEX R1 Section on behalf of

Special Section. According to the span arrangement, main span length will be around
70m, and span arrangement will be 45+70+45m since the continuous girder will be
selected in consideration of earthquake resistance and traveling performance. Besides,
regarding the Steel Box Girder less than 70-80m span length, generally Steel Box Girder
with RC slab becomes economical than Steel Box Girder with steel Plate deck.
Table 3.2.3 show the comparison between Steel Box Girder with RC slab and PC- Box
Girder. Steel Box Girder with RC slab is selected for Special Section.
Table 3.2.3 Comparison of Alternatives for Special Section
Location Flyover at JCT-3 on YUEX R1 Section

Type Steel Box Girder PC Box Girder
Cross-section
Span Arrangement 45+70+45=160m 45+70+45=160m

Light superstructure is suitable for viaduct Heavy superstructure needs a large
Structural Feature because the size of sub-structure sub-structure. And girder depth becomes
becomes smaller. higher than steel box girder.
No difficulty (launching erection during No difficulty (cantilever method or will be
Constructability
night time will be applied) applied)
Construction Period Short Long
Traffic Control during Erection will be carried out in the night Erection will be carried out in the night
Erection time time
Influence on Urban Small influence on urban roads since the Large influence on urban roads since the
Roads size of sub-structure becomes smaller. size of sub-structure becomes larger.
Construction Cost 1.00 1.00
It is necessary to repaint once 20-30 year Basically it is necessary to replace EXP
Maintenance
according to the traffic condition. joint an Bearing shoes once20-30 years.
Technical Transfer Some flyover bridges in Yangon are the It is still new type.
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FINAL REPORT
same type. But it is still new type.
Due to smooth surface of girder, side view Girder depth is higher and the size of
Aestheticism looks clear. It is possible to improve substructure is larger than Steel Box
aesthetics by modifying girder shape. Girder.
Evaluation Recommended
Curve Section
Urban expressway runs through the dense Yangon city so that viaduct alignment has
many curve sections. Therefore, Steel Box Girder is applied to small curve section less
than R=350m in this study.
Crossing River/Lake Section
The followings are main crossing river/lake sections of urban expressway.
Crossing Pazundaung Creek on YUEX E Section
Crossing Hlaing River on YUEX W Section
Crossing Inya Lake on YUEX M Section
Detailed study of bridge type will be carried out in next stage. However, the following span
arrangement is applied to those crossing river/lake sections in consideration of ship
navigation and not to construct piers inside river/lake as much as possible.
Table 3.2.4 Span Arrangement of Crossing River/Lake Sections
River/Lake Name YUEX Section Station Span Arrangement

Pazundaung Creek E Sta. 36+570 36+830 70+120+70
Hlaing River W Sta. 6+770 7+310 70+4@100+70
Sta.11+020 11+930 2@70+7@100+70
Inya Lake M
Sta. 12+210 12+450 70+100+70
In case of above span length (70 -120m), although Steel Box Girder with Steel Plate Deck,
Truss Bridge, Arch Bridge, Extradosed Bridge and Cable-stayed Bridge can be considered
to apply, Steel Box Girder with Steel Plate Deck is selected in this Survey in consideration
of economic aspect and consistency of bridge type.
Table 3.2.5 to Table 3.2.8 shows the span arrangement of Special Section on Yangon
Urban Expressway.
Besides, Figure 3.2.1 to Figure 3.2.8 shows the span arrangement of several important
portions (blue columns in Table 3.2.5 to Table 3.2.8).
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FINAL REPORT
Table 3.2.5 Span Arrangement of Special Sections on YUEX N, R1 & E Section
Table 3.2.6 Span Arrangement of Special Sections on YUEX R2 Section
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FINAL REPORT
Table 3.2.7 Span Arrangement of Special Sections on YUEX S Section
Bridge Length Lengh of PC Length of Steel
Name Location Span Arrangement Remarks
(m) Girder (m) Girder (m)
1 Flyover Sta.0+000 - 0+200 200 4@50 - 200
2 Flyover Sta.0+440 - 0+590 150 3@50 - 150
Arrange by PC girder
3 Intersection Sta.0+680 - - - -
(general span @40m)
(general span @40m)
5 Intersection Sta.1+190 - 1+340 140 - 140
(general span @40m)
(general span @40m)
8 Intersection Sta.2+670 - 2+840 170 50+70+50 - 170 Sakura Tower
9 Flyover Sta.3+070 - - - -
(general span @40m)
(general span @40m)
11 Curve Sta.3+710- 4+060 350 7@50 350
12 Flyover Sta.5+060 - - - -
(general span @40m)
13 Curve Sta.5+400 - 5+550 150 3@50 - 150 R=350
14 Curve Sta.5+790 - 6+290 500 10@50 - 500 R=350
15 Curve Sta.7+010 - 7+310 300 6@50 - 300 R=350
16 Flyover Sta.7+710 - 8+110 400 8@50 - 400 R=350
17 Curve Sta.8+230 - 8+730 500 10@50 - 500 R=350
Table 3.2.8 Span Arrangement of Special Sections on YUEX W & M Section
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FINAL REPORT
Figure 3.2.2 Span Arrangement of Flyover-01 on YUEX N Section
Figure 3.2.3 Span Arrangement of JCT-02 on YUEX R1 Section
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FINAL REPORT
Figure 3.2.6 Span Arrangement of Crossing Pazundaung Creek on YUEX E

Section
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FINAL REPORT
Figure 3.2.7 Span Arrangement of Crossing Bayin Naung Intersection on YUEX

R2 Section
Figure 3.2.8 Span Arrangement of Crossing Hlaing River on YUEX W Section
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FINAL REPORT
Figure 3.2.9 Span Arrangement of Crossing Inya Lake on YUEX M Section
3.2.3 Selection of Sub-structure and Foundation Type

(1) Introduction
The Study of sub-structure is considered below points and carried out in Standard Section
and Special Section separately.
Simple detour step (only one time)
Smoothest traffic flow
Keep convenience for residents
Avoid additional land acquisition as much as possible
(2) Sub-structure Type at Standard Section
The medium width of the future frontage road will be secured 5m. Therefore, the shape of
sub-structure adopts 1-Column & T-shape Type. In this case, there are the following
advantages.
Detour procedure is simple due to 1 step detour.
Fence is straight and fixed during construction period for Pier Column and
Foundation
Due to smooth line of fence, traffic flow is smooth.
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FINAL REPORT
Figure 3.2.10 Typical Sub-structure Type at Standard Section
(3) Foundation Type at Standard Section
There are some sections where many houses, buildings and shops locate both side of
frontage road. Therefore, foundation and pile cap need to be constructed under restricted
condition. Besides, the quick, safest and eco-friendly type should be selected.
Normally, it is required widest construction yard during construction of foundation and pile
cap. Size of pile cap is determined by type and number of foundation. Therefore, required
width for construction yard is one of important factor to decide foundation type.
Selection of foundation type
It seems that the foundation depth of Urban Expressway will be around 40m deep. The
construction depth of each foundation types is shown in below Table.
Table 3.2.9 Construction depth of foundation types
Source: JICA Survey Team
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FINAL REPORT
As shown in Table 3.2.9, various type of foundation can be applied to the Project. However,
following foundation type is not suitable to apply this project in consideration with
properties of this project.
Open Caisson and Pneumatic Caisson

Caisson structure is applicable bigger scale bridge, in general. If this foundation type
applies to viaduct structure, construction cost and period becomes much bigger and
longer. Therefore, both of these methods are not applicable to study.
Diaphragm Wall
Normally this type of foundation is not applied to the Viaduct with normal condition.
Special digging machine is necessary so that construction cost will be more expensive
than other foundation types.
PC Pile and Steel Pipe Pile

In general, bearing capacities of PC pile and Steel Pipe Pile are rather smaller than other
foundation type. In this project, it is necessary to bear both bound traffic by one foundation.
Therefore, large size of bearing capacity is required for one pile. However, recently, new
construction method is established in Japan for Steel Pipe Pile. It is called Screw Steel
Pile Method. Tip resistance can increase by addition of blade at tip of steel pile as shown
in below Figure. In addition, due to none-excavate construction method, skin friction
becomes bigger than normal PC Pile and Steel Pipe Pile. As a result of these factors,
bearing capacity becomes same level as Bored Pile.
Therefore, Screw Steel Pile is worth to study as an alternative. Design and construction
method of Screw Steel Pile is referred Specification for Design of Pile Foundation and
Specification for Construction of Pile Foundation published by Japan Road Association
in January 2007.
In consideration with above mentioned comments, Bored Pile, Diaphragm Wal, PC Well,
and Screw Steel Pile are compared in Table 3.2.10.
Recommendation
As a result of this study, Rotation Steel Pile type is selected as the recommended
foundation type at area where is difficult to secure enough construction yard from the
following points of view.
Construction of 1 pile can be completed only one day.
It is possible to narrowed construction yard.
Less vibration and noise
Due to no excavation, site becomes clean.
However, as for PC Pile and PC Well foundation, those foundation type also can be
eco-friendly type and construction cost might be cheaper than other foundation types in
future when fabrication factory of PC pile is established in Yangon. Therefore, more
detailed comparison study shall be carried out in consideration of the possibility of
application of PC pile in next stage.
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FINAL REPORT
Table 3.2.10 Comparison of Foundation Type at Standard Section
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FINAL REPORT
New Technology Screw Steel Pile
Eco-friendly Method.
None-excavated method
No bentonite circulation
system
Site becomes very clean. And,
no dust is expected
Compact Shape
Skin friction becomes bigger by
compressing surrounding soil.
Sketch of Screw Steel Pile
(4) Sub-structure Type at Special Section
Sub-structure type at Special Section is also adopted the same type (1-Column & T-shape
Type) as Standard Section when the medium width (5m) of frontage road can be secured.
However, the steel piers shall be applied to the locations that become high pier,
three-layer structure and/or large cantilever since it is superior in constructability in urban
area and can be shorten the construction period.
Figure 3.2.10 to Figure 3.2.12 shows the sketch of cross-section where the steel piers are
applied to.
Figure 3.2.11 Sketch of Cross-section at JCY-02 on YUEX R1 Section (Sta.16+635)
3-17
FINAL REPORT
Figure 3.2.12 Sketch of Cross-section at JCT-04 on YUEX R1 Section (Sta. 32+000)
Figure 3.2.13 Sketch of Cross-section at around Sta.9+960 on YUEX R2 Section

(Sta9+960)
(5) Foundation Type at Special Section
Selection of foundation type
Foundation and pile cap need to be constructed under restricted condition. Besides, the
quick, safest and eco-friendly type should be selected.
Therefore, the foundation type at special section is basically applied the same one as
standard section.
Inside River
As mentioned before, there are two large river crossing bridges (Pazundaung Creek and
Hlaing River) on YUEX.
Span length of superstructure is arranged with 100m so that the dead load of structure is
also relatively large. According to the selection table of foundation type in Table 3.2.11,
four foundation types (Cast-in-Place Concrete Pile, Steel Pipe Pile, Steel Pipe Sheet Pile,
Caisson) can be applied to the bridge inside river. However, when we look at Steel Pipe
Pile, it will be required temporary cofferdam so that it can be judged that Steel Pipe Sheet
3-18
FINAL REPORT
pile will be cheaper and more reasonable than Steel Pipe Pile. Accordingly, three
foundation types (Cast-in-Place Concrete Pile, Steel Pipe Sheet Pile, Caisson) can be
considered to the foundation type of the bridge inside river.
Table 3.2.11 Applicability Criteria of Foundation Types for Main Bridge
Cast- in-place Concrete Pile
Steel pipe sheet pile

Foundation Type
Diaphragm wall
Steel Pipe Pile
PHC / SC Pile
Caisson
Applicable Condition
Depth < 5 m
Temporary Jetty
Construction
Condition of
Depth > 5 m
Vibration Noise
Environment
Impact on Adjacent Structure
Normal
Loading
Large
<5m
Ground Condition
5 ~ 15 m
15 ~ 25 m
Depth of Supporting Layer
25 ~ 40 m
40 ~ 60 m
>= 60 m
Clay (20 =< N)
Soil Condition
Sand/Gravel (30 =< N)
Note: : Suitable, : Possible, : Impossible Source: Japan Bridge Standard
When the foundation is to be constructed more than 10 m deep from the water surface, in
accordance with the above conditions, the size of the temporary cofferdam would be large.
Therefore, a foundation that allows the use of a temporary cofferdam also for the main
part of the bridge or that omits the temporary cofferdam is considered advantageous.
Table 3.2.12 shows the foundation type alternatives inside river. As a result of the
comparison, Steel Pipe Sheet Pile Foundation is considered the optimal solution for the
foundation type inside river in terms of its applicability to deep-water construction and
anti-scouring properties.
3-19
FINAL REPORT
Table 3.2.12 Foundation Type Alternatives inside River

Cast in Place Concrete Pile Steel Pipe Sheet Pile Concrete Caisson
Water Water Water
Foundation Type
Inferior Superior Moderate

- Temporary cofferdam is - Temporary cofferdam is not - Temporary cofferdam is not
required separately. required separately. required separately.
WorkabilityonWater
- Permanent casing is - Loading test is not required. - Loading test is not required.
required.
- Loading test is required.
Moderate Superior Moderate
Work Period - Driving of many piles takes - After driving steel pipe, - It takes time for excavation.
time. construction is fast and safe.
Inferior Superior Superior
Against Ship Collision - Because multi-pile structure. - Because rigid and massive - Because rigid and massive
structure. structure.
Inferior Superior Superior
Against Scoring - Because multi-pile structure. - Because rigid and massive - Because rigid and massive
structure. structure.
Moderate Superior Superior
Safety of Works - Temporary cofferdam is - Temporary cofferdam is not - Temporary cofferdam is not
required separately. required separately. required separately.
Cost Superior Moderate Moderate
Many None Some
Experience in - No new technology - New Technology and - No new technology.
Myanmar Technical Transfer can be
done
- Although the construction - Although the construction - Although the construction
cost is cheapest, it is inferior cost is inferior to Cast-in- cost is inferior to cast in
for ship collision and scoring. place concrete pile, it is place concrete pile, it is
Evaluation superior in other aspects. superior in some aspects.
- And technical transfer will be - Some aspects are inferior to
done since this type has no steel pipe sheet pile.
experience in Myanmar.
Recommended
3-20
FINAL REPORT
New Technology Steel Pipe Sheet Pile(SPSP) Foundation
Apply to River Crossing Bridge
The SPSP Foundation method has been used to

lay the foundation works for more than 2,000
bridges in Japan.
Compared to previous construction methods
such as shutting down the river flow or
constructing islands in the river, constructing
dual-purpose SPSP for temporary cofferdam
using steep pipe piles as cofferdam materials
can reduce construction times and costs as well
as make it easier to build in deep water or soft
ground, where construction is often difficult.
3.3 STUDY OF CONSTRUCTION METHOD
3.3.1 Construction Method for Each Work Item

(1) Introduction
After study of Bridge Type Selection, structure type for foundation, sub-structure and
superstructure is decided respectively. Selected structure type is shown in below Table.
Table 3.3.1 Structure Type of Expressway Viaduct
Foundation Sub-structure Superstructure
Standard Section Screw Steel Pile RC Pier PC-U Composite Girder
Screw Steel Pile/Steel Pile
Special Section RC Pier Steel Box Girder
Sheet Pile (inside river)
During construction of foundation and sub-structure, PC-U composite girder will be

fabricated at factory and/or fabrication yard, and Steel Box girder will be fabricated at steel
manufacturing factory. After fabrication of girder, erection work will be commenced at site.
3-21
FINAL REPORT
Overall flow chart for construction of viaduct is shown in below Figure.
Figure 3.3.1 Flow Chart for Overall Construction of Viaduct
(2) Detour Plan
Minimum Width for Detour Road
Currently, there are 6 carriageways in Thudhamma Road and Wai Za Yan Tar Road. In
order to minimize traffic congestion and keep service level for residents living along this
road, it is required to maintain existing traffic even during construction of viaduct. However,
it is obvious that width utilize for detour road will be narrower than existing road width.
In order to maintain existing traffic as much as possible, at least 2 number of carriageway

will be secured at each direction.
In consideration of construction method for each work item, work item for Construction of
Pile Cap is required widest construction yard. Therefore, study on detour plan and
necessary construction yard is carried out at construction stage for Pile Cap.
After study on necessary width for construction of Pile Cap, it is required approximately
9m width as construction yard, even if sheet pile is used to reduce width of necessary
construction yard. Based on this width for construction yard, detour plan is studied as
shown in below.
3-22
FINAL REPORT
Figure 3.3.2 Detour Plan in Pile Cap Construction
(3) Foundation
Screw Steel Pile
Foundation type is selected as Screw Steel Pile type. After levelling of ground and pile
location survey, casing rotator machine will be set and installation of lower pile will be
commenced. Connection between lower pile and upper pile will be by welding at site.
Typical sketch for construction of Screw Steel Pile and arrangement of equipment at site
are shown in Figure 3.3.3 and Figure 3.3.4.
Figure 3.3.3 Sketch for Construction of Screw Steel Pile
3-23
FINAL REPORT
Figure 3.3.4 Sketch for Arrangement of Equipment
(4) Sub-structure
In order to avoid negative impact to existing traffic, it is preferable to minimize width of

construction yard. Therefore, it is required to use sheet pile for construction of pile cap.
After construction of pile cap, backfill work will be carried out up to top surface of pile cap.
Then, construction of pier column and pier head will proceed.
Below photo shows the sample of construction of pier head in Jakarta, Indonesia.
Temporary crossing beam is provided for construction of pier-head, and traffic is allowed
to pass under pier-head during the construction. Traffic safety control must be secured
strictly in this situation. This construction method for pier-head will be applied in YUEX.
Figure 3.3.5 Sample of Construction of Pier-head
(5) Superstructure
Standard Section: PC Composite Girder
PC Composite Girder segment will be fabricated at factory and/or fabrication yard and be
transported by trailers to erection site. In order to avoid negative impact to detour traffic
as much as possible, erection work needs to be carried out at night time only.
During construction of the substructure, Girder will be fabricated at factory and/or

fabrication yard.
3-24
FINAL REPORT
Below Figure shows outline of lifting erection method of PC-U Composite Girder.
Step-1 Step-2 Step-3 Step-4 Step-5 Step-6

Setting Shoe Setting Pre-casting Concreting Lifting Pre-casting Setting PC Plate Concreting Slab
Pier Head Cross-beam Girder Concrete
Lifting Girder
PC-U Girder
Pre-casting Girder
Proceeding Direction of Construction

Figure 3.3.6 Outline of Lifting Erection Method of PC-U Composite Girder
Special Section: Steel Box Girder Bridge
Main girder of Steel Box Girder consists of several blocks for each span. Erection of each
block of main girder will be carried out with bent. After erection of each block onto bent,
blocks will be connected by bolt.
Due to light weight of each block, it is possible to place crane and track for mobilize girder
from manufacture within construction yard.
During construction of the substructure, all steel members will be fabricated at steel girder
fabrication factories.
Below photos shows the sample of erection of steel box girder in Shwegonedaing Flyover
Project.
Figure 3.3.7 Sample of Erection of Steel Box Girder at Intersection
3-25
FINAL REPORT
CHAPTER 4
CONSIDERATION FOR
SOCIAL ENVIRONMENT
FINAL REPORT
4 CONSIDERATIONS FOR SOCIAL ENVIRONMENT
4.1 Outline of the Survey
4.1.1 Purpose of the Survey

The main purpose of the considerations for Social Environment in this survey is to confirm
the approximate scope of replacement of structures exist in the road side along the
planned Expressway, and to preliminary estimate the scale of the resettlement.
By the results of the above, the environmental category under the JICA Guidelines for
Environment and Social Considerations (April, 2010) can be classified temporarily.
One of condition of classification is number of persons to be resettled as briefly described

for reference purpose.
More than 200 persons: Category A (likely to have significant adverse impact)
Less than 200 persons: Category B (some extent impact is expected)
4.1.2 Method of the Survey

(1) Procedure of the survey
Structures or premises exist fully or partly inside the planned ROW are surveyed.
Approximate numbers of structures/premises expected to be affected by the Project
(YUEX) and to be replaced are estimated based on the available satellite map.
Structures/premises are sorted into residence, shops/workshops and others and

approximate numbers of resettlement are estimated.
Satellite Image (Base Map)
Alignment design
Road Alignment on the

Base Map
Ground Level ROW
Upper level ROW
Site Survey
to distinguish
type of structures
-Structures exist fully or partly inside the

ROW Approximate numbers
- Residence, Shops/ Workshops,
Others
- Approximate numbers of Persons to be
resettled
Figure 4.1.1 Flow of the Survey
4-1
FINAL REPORT
(2) Setting parameters for estimation of numbers of PAPs are as follows.
-Number of persons per household = 6 (average in Greater Yangon area)

-Number of persons living in usual building type shop = 2
(1/3 of usual building type shops are combined with shop and residence.)
(3) Other pre- conditions
Numbers of the project affected small shops of easy assembly type or mobile type were
not estimated.
The reason is that looking at the satellite photo, these small shops are often hided under
the trees and are difficult to be recognized individually.
It is assumed that most of shop owners of these small shops do not live in the shops.
4-2
FINAL REPORT
4.1.3 Results of the Survey
The affected premises and the number persons to be resettled have been tentatively
estimated based on the plan drawings on the satellite photos.
(1) N Section
1) Results of the survey

Table 4.1.1 Number of Affected Premises/Persons in N Section
Number of Number of
Structures to
Type Buildings to be Persons to be Remarks
be replaced
replaced resettled
Residences One or two Including seven
1 storey usual 10 60 old
houses houses(Photo1)
Shops/ Usual building Including 8 shops
Restaurants/ type 11 Buildings in two
2 34
Offices/ (17 shops) Buildings
Workshops (Photo2)
Private /Public Large buildings
3 Organizations /factories - -
Facilities
Total 94
(Photo 1) (Photo 2)
2) Matters to be considered for Social Environment
There is no particular issue.
4-3
FINAL REPORT
(2) R1 Section
(2-1) Sub-Section R1-1

Table 4.1.2 Number of Affected Premises/Persons in R1-1 Section
Number of Number of
Structures to
be replaced
replaced resettled
Residences One or two
storey usual 6 36
1 houses
4 storey 2 buildings(12 (photo 2 below)
72
apartments households)
Shops/ Usual building
Restaurants/ type
2 38 76
Offices/
Workshops
Facilities
Total 184
(1) A small Pagoda exists in contact with the road. (However, road alignment is possible
to make no impact on the Pagoda. (See photo 1 below.)
(2) Replacement of these two Buildings (apartment) may be avoidable by re-design of
alignment. (See photo 2 below.)
(Photo 1) (Photo 2)
4-4
FINAL REPORT
(2-2) Sub-Section R1 (2)

Number of Number of
Structures to
be replaced
replaced resettled
1 storey usual 12 72
houses
Restaurants/ type
2 36 72
Offices/
Workshops
Facilities
Total 144
(Shops and Residences along Wai Za Yan Tar Rd.)
Some of the buildings will be affected by the Project. However the partial land acquisition
with set-back of the buildings could be expected due to the affected area of the land.
4-5
FINAL REPORT
(3) E Section

Table 4.1.4 Number of Affected Premises/Persons in E Section
Number of Number of
Structures to
be replaced
replaced resettled
houses
Restaurants/ type
2 20 40
Offices/
Workshops
Private /Public Large buildings One fuel station
3 Organizations /factories 1 - will be affected.
Facilities
Total 118
(E Section along Road No.2)
One gas station will be located within the proposed road width and might require to be
replaced.
4-6
FINAL REPORT
(4) R2 Section
Number of Number of
Structures to
be replaced
replaced resettled
houses
Restaurants/ type
2 61 122
Offices/
Workshops
3 Organizations /factories 8 -
Facilities
Total 236
(R2 Section along Kyeemyindaung Kannar Rd.)
There are a lot of business buildings and facilities including stock facilities relating port
logistic activities.
4-7
FINAL REPORT

Number of Number of
Structures to
be replaced
replaced resettled
houses
Restaurants/ type
2 143 286
Offices/
Workshops
Facilities
Total 568
(R2 Section along Khayae Pin Rd.)
(R2 Section along Bayint Naung Rd.)
Estimated numbers of persons to be resettled are the greatest of the all the planning
sections.
4-8
FINAL REPORT
(5) S Section

Table 4.1.7 Number of Affected Premises/Persons in S Section
Number of Number of
Structures to
be replaced
replaced resettled
houses
Restaurants/ type
2 88 176
Offices/
Workshops
Facilities
Total 302
(S Section along Bogyoke Aung San Rd.) (S Section along Upper Pazundaung Rd.)
The necessity of the S Section will be further studied in the next stage of the Project as
mentioned in Chapter 2. During the SUDP, DHSHD preferred YUEX passing along
Bogyoke Aung San Road than others because the south of the road is inside CBD and the
north of the road will close to Shwedagon Pagoda.
However there are cultural/historical premises in the area along Bogyoke Aung San Road
and it should be studied further in detail for the multifaceted impacts on the living,
business and cultural environment in this section.
4-9
FINAL REPORT
(6) W Section

Table 4.1.8 Number of Affected Premises/Persons in W Section
Number of Number of
Structures to
be replaced
replaced resettled
1 storey usual 7 42
houses
Restaurants/ type
2 17 34
Offices/
Workshops
Facilities
Total 76
(Facilities of companies located newly in the area) (Road No.5)
There are no particular issues.
4-10
FINAL REPORT
(7) M Section

Table 4.1.9 Number of Affected Premises/Persons in M Section
Number of Number of
Structures to
be replaced
replaced resettled
1 storey usual 9 54
houses
Restaurants/ type
2 28 56
Offices/
Workshops
Facilities
Total 110
(Parami Rd.)
There are no particular issues.
4-11
FINAL REPORT
4.1.4 Implication for Selection of Priority Sections

Table 4.1.10 shows the summary of the affected premises/persons. As mentioned in
2.8.9, the sections of N, R1 and E will be less affected numbers than other sections.
Table 4.1.10 Summary of Affected Premises/Persons
Priority Section Sub-Section Number of persons to be resettled

(1) N 94
1st
Priority (2) R1 R1 (1) 184
328 540
R1 (2) 144
(3) E 118
R2 (1) 236
(4) R2 804
2nd R2 (2) 568
Priority (5) S 302 1,292
(6) W 76
(7) M 110
4.1.5 Further Schedule for Environmental and Social Considerations

Table 4.1.11 Tentative Schedule for Environmental and Social Considerations
Months
1 2 3 4 5 6 7 8 9 10 11 12
-Planning /Preparation
-Actual Environmental Survey
Study -Baseline study /Regal system study
Relating
EIA
-Implementation of EIA
-Submission of EIA Report

to Gov. of Myanmar
-Public Disclosure
-Approval by MOECAF
-PAPs Inventory Survey
Study -Identification of PAPs
Relating -Census Survey of PAPs*
RAP** -Socio-economic survey
-Preparation of RAP(draft)
-Finalization RAP by MR
Advisory Committee
Stakeholders Meeting
PAPs *: Project Affected Persons

RAP** :Resettlement Action Plan
Source : YUEX Survey Team
4-12
FINAL REPORT
CHAPTER 5
PROJECT COST ESTIMATES
AND ECONOMIC EVALUATION
FINAL REPORT
5 PROJECT COST ESTIMATES AND ECONOMIC EVALUATION
5.1 Project Cost Estimates

Preliminary cost estimates has been conducted for this survey.
5.1.1 General Condition

The finance scheme for YUEX has not been determined yet. The unit price of the Project
in this survey is applied from the same and/or similar structure type of other feasibility
studies under ODA scheme in Myanmar.
Exchange rate is applied JPY102.5/USD (as of August 2014). Price escalation and
physical contingency does not consider in this survey.
5.1.2 Unit Costs of Construction Works

In Myanmar, it is generally difficult to collect the construction unit price because large
scaled works is usually implemented by the government owned resources (construction
department of MoC, YCDC, etc). The unit cost of superstructure and sub-structure as
established in this survey is shown in Table 5.1.1. The unit costs of superstructure (per
m2) referred other projects which are conducted under JICA ODA Project. And Unit costs
of sub-structure are applied the cost ratio between superstructure and sub-structure from
the experience in Japan.
Table 5.1.1 Unit Price of Structural Works
Items Unit Price Cost Ratio

(Type of Superstructure) (JPY/m2) (Sub-structure/Superstructure)
PC-U Composite Girder 150,000 0.63
Steel Box Girder 185,000 0.55
Steel Box Girder with Steel Plate Deck 288,000 0.45
The unit cost for the road works applied for the at-graded sections of the Project is shown
in Table 5.1.2. The unit cost has been prepared referring the similar size of the project in
other Asian country under JICA ODA project, cost estimation from pile suppliers and also
the recent basic cost estimate results in Myanmar (grant aided bridge).
Table 5.1.2 Unit Price of Road Works
Unit Price
Items
(USD/m2)
Piled Slab 410
Arterial Road (Improvement) 126
Arterial Road (New Construction) 284
5-1
FINAL REPORT
5.1.3 Estimated Project Cost
The following tables show the estimated project cost at present value.
Table 5.1.3 Estimated Project Cost (N Section)
Expres s wa y Arteri a l Roa d Tota l

Items
(Mi l .USD) (Mi l .USD) (Mi l .USD)
Cons tructi onCos t
Di rectCons tructi onCos t
Roa dWork(Atgra de) 150 59 209
Structura l Works 162 0 162
O/MCenter 3 0 3
ITSFa ci li ti es 5
Subtota l ofDi rectCos t 315 59 374
Indi rectCons tructi onCos t
Commerci a l Ta x(5%) 15 2 18
Phys i ca l Conti ngency 31 5 37
Subtota l ofIndi rectCos t 46 7 55
Tota l Cons tructi onCos t 361 66 429
Engi neeri ngServi ces Cos t
Des i gnCos t 7 2 8
Supervi s i onCos t 19 4 23
Tota l Engi neeri ngServi ces Cos t 26 6 31
Gra ndTota l 387 72 460
Table 5.1.4 Estimated Project Cost (R1-1 Section)

Items
Cons tructi onCos t
ITSFa ci li ti es 2
Des i gnCos t 13 1 13
5-2
FINAL REPORT

Items
Cons tructi onCos t
ITSFa ci li ti es 1
Des i gnCos t 6 1 6
Table 5.1.6 Estimated Project Cost (E Section)

Items
Cons tructi onCos t
ITSFa ci li ti es 1
Des i gnCos t 9 1 9
5-3
FINAL REPORT

Items
Cons tructi onCos t
ITSFa ci li ti es 2

Items
Cons tructi onCos t
ITSFa ci li ti es 3
5-4
FINAL REPORT
Table 5.1.9 Estimated Project Cost (W Section)

Items
Cons tructi onCos t
ITSFa ci li ti es 2
Des i gnCos t 5 1 6
Table 5.1.10 Estimated Project Cost (M Section)

Items
Cons tructi onCos t
ITSFa ci li ti es 1
5-5
FINAL REPORT
Table 5.1.11 Estimated Project Cost (S Section)

Items
Cons tructi onCos t
ITSFa ci li ti es 2
5-6
FINAL REPORT
5.1.4 Traffic Control System and Toll Collection System (for reference)
The estimate of unit costs for traffic control system and toll collection system of YUEX is
shown in Table 5.1.12. The unit costs are referred from similar Indias projects which are
conducted under JICA ODA Project. Appropriate O/M organization system and required
facilities will be developed in the following feasibility study of YUEX, therefore these costs
need to be re-calculated with accuracy at next stage.
Table 5.1.12 Unit Cost of Traffic Control System and Toll Collection System
Items Unit Price Unit
Traffic Control Centre *1 170 million JPY

Traffic Control
Road Side Facilities *2 15 million JPY per km
Toll Collection *3 8 million JPY per toll booth
Note *1 : Including back-up centre, and not including buildings and land acquisition of traffic control centre and
back-up centre
Note *2 : Including VMSs, CCTVs, ATCCs, Emergency telephones, weather monitoring stations, optical fiber cables,
optical transmission devices, other back-up facilities etc.
Note *3 : Including ETC (non-stop, touch and go) system , manual toll collection system etc.
Table 5.1.13 Estimated Cost of Traffic Control System and Toll Collection System
Qua nti tybys ecti on Cos t(mi l l i onJPY)bys ecti on

Uni t
Cos t
Items Uni t
(mi l l i on
R11
R12
R21
R22
R11
R12
R21
R22
Total
M
M
W
W
N
N
E
E
S
S
USD)
Tra ffi cControl Sys tem
Tra ffi cControl Center 170 LS 170
Roa dSi deFa ci l i ti es 15 perkm 16.5 10.3 4.2 6.9 9.4 14.9 7.9 6.7 9.5 248 155 63 104 141 224 119 101 143 1295
pertoll
Tol l Col l ecti onSys tem 8 8 4 4 2 6 9 5 4 2 64 32 32 16 48 72 40 32 16 352
booth
Total 1817
=18millionUSD
5-7
FINAL REPORT
5.2 Economic and Financial Evaluation
Project evaluation for the YUEX projects was conducted. As traffic demand projection per
each Sub-project basis was not conducted, only overall project benefits of YUEX were
evaluated in YUTRA as a single project. Therefore, the YUEX Survey Team estimated the
traffic demand volume of each Sub-project consisting of the YUEX this time. The following
assumption and methodology was employed for calculation purpose.
5.2.1 Economic Analysis

1) Methodology and Assumption
The basic conditions set for the calculation of economic analysis of YUEX remain same as
those of YUTRA. The indicators of Economic Internal Rate of Return (EIRR), Net Present
Value (NPV), and Cost Benefit Ratio (B/C) were calculated to assess the economic
viability of each Sub-project.
The following table is the summary of basic conditions.

Table 5.2.1 Basic Conditions for Calculation
No. Item Content
01 Project Evaluation 2015 2044 (30yrs: 1year delayed from YUTRA)

Period
02 Project Life Period 50years for YUEX projects. (same as YUTRA)
03 Traffic Assignment 2018, 2025, and 2035 (same as YUTRA)
04 Social Discount Rate 10% (same as YUTRA)
05 Economic Cost Standard Conversion Factor was set at 0.85 (same as YUTRA)
06 F/S and Design Cost 7% of Initial Construction Cost (same as YUTRA)
07 Maintenance Cost 5% of Initial Construction Cost per annum (same as YUTRA)
08 Exchange Rate 1USD is equivalent to Ks.1,000 (same as YUTRA)
09 Tariff Ks.35/ km for car/ Ks.105/ km for truck as of 2013 (same as YUTRA)
Source: YUEX Survey Team based on YUTRA Report
By calculating the differences of total passenger-km and passenger hours by comparison

of with and without each Sub-project case, the Travel Time Cost (TTC) and Vehicle
Operating Cost (VOC) per each Sub-project were estimated. The same unit economic
value of TTC by each travel mode and VOC by vehicle type estimated in YUTRA were
applied for this survey.
For the economic cost components, the difference of the construction costs for each
Sub-project between YUTRA and YUEX Survey was confirmed as shown hereunder.
5-8
FINAL REPORT
Table 5.2.2 Economic Costs Comparison between YUTRA and YUEX Survey
(USD Million)
No. Project Title Economic Cost for Economic Cost for Remarks
YUTRA YUEX
(USD Mil.) (USD Mil.)
RD-06 N Section 214.2 364.7
Inner Ring Section 527.0 633.3 Separated into

(Phase-1): R1-1 Section two (2) sub
RD-07 projects in this
Inner Ring Section 283.9
survey.
(Phase-1): R1-2 Section
Inner Ring Section 267.8 738.7

RD-08
RD-09 E Section 342.6 413.1
RD-10 W Section 312.8 249.1

RD-11

RD-12
(Phase-4): S Section
RD-13 M Section 261.0 510.9
Overall YUEX Project 2,796.5 4816.1
Note: The above figure is direct project costs and engineering and other indirect costs are excluded.
2) Evaluation Results for Economic Analysis
The evaluation results for the economic analysis of each Sub-project were summarized as
following Table 5.2.3.
Table 5.2.3 Economic Evaluation Results
EIRR NPV
No. Project Title B/C
(%) (USD Mil.)
RD-06 N Section 28.0% 1,400 4.7
Inner Ring Section

(Phase-1): R1-1 22.0% 1,000 2.7
Section
RD-07
Inner Ring Section
(Phase-1): R1-2 12.7% 70 1.3
Section
Inner Ring Section

RD-08 (Phase-2): R2-1 8.5% -160 0.7
Section
5-9
FINAL REPORT
RD-09 E Section 15.1% 110 1.5
RD-10 W Section 30.0%+ 380 5.0
Inner Ring Section

RD-11 (Phase-3): R2-2 18.0% 180 1.7
Section
Inner Ring Section 25.5% 120 2.3

RD-12
(Phase-4): S Section
RD-13 M Section 30.0%+ 210 3.8
Overall YUEX Project 21.6% 7,120 3.8
The calculated major economic indicators shown above mentioned that all of the YUEX
Sub-projects are economically viable. Especially, the Sub-projects RD-06, RD-10, RD-12
and RD-13 recorded quite high figures.
Regarding the overall YUEX Project, EIRR was 21.6%, USD 7,120 million for NPV, and
B/C was 3.8. These figures are slightly lower than the figures calculated in the preceding
YUTRA, which were 25%, USD 7,313 million and 4.6, respectively.
Finally, a sensitivity analysis was conducted by the following case;

- i) 30% increase in the cost stream;
- ii) 30% decrease in the benefit stream; and
- iii) the both case (30% increase in the costs and 30% decrease in the benefits).
For the EIRR of the overall YUEX project, the sensitivity analysis results were i) 19.4%, ii)
18.6%, and iii) 16.5%, respectively. These figures also confirmed that implementation of
YUEX project is economically viable.
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FINAL REPORT
5.2.2 Tentative Financial Analysis

1) Methodology and Assumption
In YUTRA, only the Sub-project RD-06: North Section was selected for the financial
evaluation, as YUTRAs traffic assignment model assumed only this Sub-project was the
toll portion. However, the financial analysis for the remaining eight Sub-projects was also
conducted in this survey by conducting the preliminary traffic demand volume analysis per
each Sub-project basis.
2) Evaluation Results for Financial Analysis
The financial internal rate of return (FIRR) of the each Sub-project was shown in the
following Table. As YUTRA preliminary set the fare as Ks. 35 per km for car, and Ks. 105
per km for truck as of FY2013, the FIRR of each Sub-project were projected very low. The
overall YUEX projects FIRR was negative and five (5) of the total nine (9) Sub-projects
recorded negative FIRR, too. There is the room for discussions of the amendment of this
fare setting in the following feasibility study for this Sub-project.
Table 5.2.4 Financial Evaluation Results
No. Project Title FIRR

RD-06 N Section 9.7%
Inner Ring Section (Phase-1): R1-1 Section -2.9%
RD-07
Inner Ring Section (Phase-1): R1-2 Section 0.2%
RD-08 Inner Ring Section (Phase-2): R2-1 Section -3.5%
RD-09 E Section -3.6%
RD-10 W Section 6.2%
RD-11 Inner Ring Section (Phase-3): R2-2 Section -1.9%
RD-12 Inner Ring Section (Phase-4): S Section -4.4%
RD-13 M Section 0.5%
Overall YUEX -1.8%
The financial evaluation results indicated that the implementation of YUEX is financially
viable for several sections but for the remaining sections the Governments subsidiaries or
special financing will be required for the smooth operation. It is required to examine the
appropriate tariff setting and financing plan based upon in the following F/S stage.
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FINAL REPORT
CHAPTER 6
IMPLEMENTATION SCHEDULE
FINAL REPORT
6 IMPLEMENTATION SCHEDULE
6.1 Implementation Structure

Considering the scale of the Project, Public Works Department (PWD) under Ministry of
Construction (MoC) is expected to be the executing agency and owner of the Project.
The executing agency will be responsible for all project works as described below:
Pre-construction works comprising engineering design, land acquisition,

relocation/resettlement, and tendering
Construction and Construction Supervision
Operation and maintenance of civil works and equipment
Traffic safety management
It is noted that the part of the above could be handed over to the others such as individual
toll road operators.
6.1.1 Implementation Schedule

The implementation program (I/P) in this survey was established based on the following
assumptions:
Scheme of Japanese ODA loan will be applied

Feasibility Study will be commenced in 2015
Loan agreement will be signed in 2016
Procurement of D/D consultant will begin after the pledge of the Japanese
government
The implementation milestone and I/P are shown in Figure 6.1.1 assuming that common
practice will be adopted.
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FINAL REPORT
2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
Fi na nci a l Yea r
I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV
Figure 6.1.1
Fea s i bi li tyStudy
Prepa ra ti onofEIA,RAP
Pl edgea ndL/A
ProcurementofD/DCons ul ta nt
Deta i l edDes i gn(NSecti on)
Deta i l edDes i gn(R11Section)
Deta i l edDes i gn(R12Section)

Tentative Implementation Schedule until 2025
Deta i l edDes i gn(ESecti on)
ProcurementofC/SCons ul ta nt
(NSecti on)
(R11Section)
6-2
(R12Section)
(ESecti on)
Precons truc onServices (Tenderi ng)
(NSecti on)
(R11Section)
(R12Section)
(ESecti on)
Cons tructi ona ndSupervi s i on
(NSecti on)
(R11Section)
(R12Section)
(ESecti on)
Pos tCons truc onServi ces (DefectLi a bi l i tyPeri od)
La ndAcquis i tion/Res ettl ement

FINAL REPORT
CHAPTER 7
SUGGESTIONS FOR APPROPRIATE
OPERATION AND MAINTENANCE
FINAL REPORT
7 SUGGESTIONS FOR APPROPREATE OPERATION AND

MAINTENANCE
7.1 Introduction
The Yangon-Mandalay expressway is the sole expressway in Myanmar opened in March
2009 between Yangon and Naypyitaw, and in March 2010 extended to Mandalay. This
Yangon-Mandalay expressway is operated and maintained by Public Works (PW) of
Ministry of Construction (MOC) in present.
In this chapter, 1) firstly outline of the existing Yangon-Mandalay expressway is described,

2) then current situation (issues and problems) of the Yangon-Mandalay expressway is
summarised and analysed, 3) and finally suggestions for appropriate and efficient O/M of
Yangon Urban Expressway (YUEX), which is newly proposed expressway in the YUTRA
Project, are given.
In order to confirm current situation of O/M of the existing roads and expressway, several
interviews with organizations mentioned below were conducted in this Study.
Public Works (PW) of Ministry of Construction (MOC)
Engineering Department (Roads & Bridges) of Yangon City Development

Committee (YCDC)
7.2 Outline of the Yangon-Mandalay Expressway
7.2.1 Background of the Yangon-Mandalay Expressway

The YangonMandalay Expressway is the expressway that connects Yangon, which is the
largest city in Myanmar, the capital city Naypyitaw and the second largest city Mandalay.
The first plan of the Yangon-Mandalay expressway was developed in the late 1950s, and
first feasibility study was carried out by the U.S. consultant (the Louis Berger and
Associates of Engineering Consultants) in 1959 and reported to the government of
Myanmar next year. Until 2005, some attempts were carried out to construct the
Yangon-Mandalay expressway, however they were ceased and not completed mainly
because of lack of budget.
The construction of the existing Yangon-Mandalay expressway was officially started in

October 2005 by PW and Directorate of Military Engineering, Ministry of Defence, and
opened to the public in 3 steps as follows.
Yangon- Naypyitaw (325.12km) : 25 March 2009.
Naypyitaw-Sagar Inn (242.28km) : 29 December 2010
Sagar Inn-Mandalay (21.92km) : 23 November 2011
The Yangon-Mandalay Expressway has been developed to fulfil the following objectives:
To minimize the travel time between Yangon and Mandalay. (By using this
expressway, the travel time from Yangon to Mandalay is observed to shorten from
13 hours by train or 16 hours by former highway to 7 hours.)
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FINAL REPORT
To open up avenue for industrial and urban development of the region and provide
the base for convergence to tourism and other allied industries.
To relieve traffic congestion on former Yangon-Tangoo-Mandalay Highway.
To attain direct improvement for national security, social and economic

development.
7.2.2 Outline of the Yangon-Mandalay Expressway

An outline and map of the Yangon-Mandalay expressway are given in Table 7.2.1 and
Figure 7.2.1. Also typical cross section of the expressway is given in Figure 7.2.2.
Currently the Yangon-Mandalay Expressway is opened tentatively consisting of only 2

lanes with narrow shoulder in each direction and semi-access controlled system. The
expressway has been improved and widened by PW in present. After the completion of
the widening, the expressway will have 4 lanes with full scale shoulder and some stretch
will have a service road for the neighbouring villages.
Table 7.2.1 Outline of the Yangon-Mandalay Expressway
Items Yangon - Naypyitaw Naypyitaw - Mandalay
Opening Year March 2009 March 2010
Length 325 km 264 km
Design Speed 100 km/h
No of Traffic Lane 24 24
Width of Traffic Lane 3.6 m (after completion 3.8 m)
No of Interchange 2 4
No of Rest Area 3 2
No of Toll Gate 3 3
Total Length of Bridges 4,273 m 3,621 m
No of Bridge 124 99
No of Bridge (L<30m) 40 39
No of Bridge (30<L<60m) 64 41
No of Bridge (60m<L) 20 19
No of Culverts 564 346
No of Under Pass 40 21
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FINAL REPORT
Mandalay
Sagar inn 21.92 km
242.28 km
Naypyitaw
325.12 km
Yangon
Source: Expressway Maintenance Unit (EMU) of PW

Figure 7.2.1 Map of Yangon-Mandalay Expressway
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FINAL REPORT
Source: EMU of PW
Figure 7.2.2 Typical Cross Section of the Yangon-Mandalay Expressway
7.2.3 Traffic Volume of the Yangon-Mandalay Expressway

Traffic volume of the Yangon-Mandalay expressway is given in Table 7.2.2. After opening
the expressway, the traffic volume has been gradually increasing but not so high as
expected. According to the interviews of Expressway Maintenance Unit (EMU) of PW, one
of the reasons of less traffic volume is that heavy vehicles over 10 tons except for buses
are prohibited to use the Yangon-Mandalay expressway, because the existing number of
lane is not enough to drive large size vehicles safely. these vehicles will be able to drive on
the expressway after the completion of the improvement.
Table 7.2.2 Traffic Volume of the Yangon-Mandalay Expressway
Unit: vehicles/day
Section 2009-2010 2010-2011 2011-2012 2012-2013 2013-2014
Yangon - Naypyitaw 1,303 2,185 3,313 4,211 5,212
Naypyitaw - Mandalay - 287 2,116 4,707 5,744
7.2.4 Accidents on the Yangon-Mandalay Expressway

The statistic data of the accidents on the Yangon-Mandalay expressway is given in Table
7.2.3. And comparison of accidents between the Yangon-Mandalay expressway and
expressways managed by East Nippon Expressway Co., Ltd (NEXCO-East) is given in
Table 7.2.4.
Compared to the Japanese expressways, many fatal accidents have occurred on the
Yangon-Mandalay expressway. Safety countermeasures such as speed measurement
and enforcement for over speed vehicles (Figure 7.2.3) or placement of chatter bar
(Figure 7.2.4), bump pavement (Figure 7.2.5), have being conducted by PW and traffic
police, however number of accidents have not been decreased.
In addition, emergency phone service 1880 hot line (Figure 7.2.6) is started by PW from
July 2014. This call is directly connected to Yangon-Mandalay Express Call Centre, and
the call centre has taken necessary actions such as to inform the nearest agencies (police,
fire brigade, hospital, PW) etc.
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FINAL REPORT
Table 7.2.3 Accidents on the Yangon-Mandalay Expressway
Items 2009-2010 2010-2011 2011-2012 2012-2013 2013-2014

No of Accident 103 73 55 186 259
No of Injured (person) 170 145 148 192 622
No of death (person) 47 38 47 78 113
Table 7.2.4 Comparison of the Number of Deaths on the Expressway
Unit: persons
Length Traffic Volume
Items 2011 2012 2013
(km) (Veh./day, 2012)
Yangon-Mandalay 589 Approx. 4,500 47 78 113
NEXCO-East* 3,746 Approx. 26,500 59 70 59
*Source: NEXCO-East HP

Figure 7.2.3 Speed Measurement Figure 7.2.4 Chatter Bar

Figure 7.2.5 Bump Pavement Figure 7.2.6 1880 Hot Line
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FINAL REPORT
7.2.5 Improvement of the Yangon-Mandalay Expressway

The Master Plan (Action Plan) of the Yangon-Mandalay expressway was developed by
PW of MOC to improve current situation. Items mentioned in the Master Plan are;
To widen all the bridges from 2 lanes to 4 lanes (for 1 direction).
To install lighting system on the bridges as well as curvy and hilly sections of the
expressway.
To change all the raised medians to depressed medians for improving drainage
system.
To place rough concrete surface shoulder between carriage way and medians.
To install guard rails from the start to the end of the expressway.
To install road signs and signals to make a complete set of road furniture.
To extend the 4 lane (both directions) carriage way to 6 lane carriage way system,
and there after 8 lane system.
To evaluate and re-construct the super elevation for the curve section according to
the design speed, centripetal forces and centrifugal forces.
To install necessary facilities for expressway, such as guard rails, fencings, CCTV
and traffic control stations etc.
The improvement works have been implemented by PW in accordance with the Master
Plan of the Yangon-Mandalay expressway step by step, especially widening of the
existing bridges (Figure 7.2.7), instalment of lighting system, guard rails (Figure 7.2.8) etc.

Figure 7.2.7 Widening of Bridges on the Expressway
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FINAL REPORT
Lighting System Guard Rails

Figure 7.2.8 Instalment of Lighting System and Guard Rails on the Expressway
7.3 Current Situation (Issues and Problems) of O/M of the Yangon-Mandalay

Expressway
7.3.1 Organizations
(1) Expressway Management Unit (EMU) of PW
The organization chart of the Yangon-Mandalay Expressway Maintenance Unit (EMU)

under PW is shown in Figure 7.3.1. EMU of PW is in charge of operation and maintenance
including improvement and development of the existing Yangon-Mandalay expressway
and also responsible for the designs and implementation plan, and calculation of the
yearly budget for each and every fiscal year.
EMU comprises 4 department (Civil, Mechanical, Electrical and Administrative) and

currently has totally about 300 officers including approximately 50 engineers and skilled
workers. The outline of tasks of each department in EMU is given in Table 7.3.1.

Figure 7.3.1 Organization Chart of Expressway Maintenance Unit (EMU)
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FINAL REPORT
Table 7.3.1 Outline of Tasks of Departments in EMU
Department Outline of tasks

To maintain the structural strength, geometrical formation
Civil Department
To develop road safety
To assist civil engineers in the field with machineries
Mechanical Department
To conduct O/M of machineries
To install lighting, solar powered lights
Electrical Department
To conduct O/M of electrical works in rest camps
To collect toll fares
Administrative Department
To manage toll gates as well as HR control
EMU has 2 regional head offices and 25 operation offices under regional head offices. The
list of regional head offices and operation offices are given in Table 7.3.2 and organization
chart of operation offices is shown in Figure 7.3.2. Operation offices manage construction
and maintenance works of Yangon-Mandalay expressway and assist road safety.
Basically operation office comprises 3 sections (construction, maintenance, draftsman)
and approximately 41 officers are working including 1 engineers per office.
Table 7.3.2 List of Regional Head Offices and Operation Offices of EMU
Section Yangon Naypyitaw Naypyitaw Mandalay
Regional Head Offices Baw Natt Gyi Pyin Si
(1) No(3) Junction (1/0)

(2) Myo Yoe Taung (20/5)
(3) Baw Natt Gyi (40/3)
(16) Palway (204/5)
(4) (42) mile
(17) Pan Tin (221/1)
(5) Mayan Chaung (68/5)
(18) Sin Thei (242/3)
(6) Ye New (83/6)
(19) Yin Khat Gone (258/0)
(7) Aung Myae Gone (85/7)
Operation Offices (20) Chaung Kauk (283/1)
(8) Kun Chaung (105/5)
(Miles / Furlongs) (21) Kan Kaung (293/0)
(9) Pyuu Chaung (115/5)
(22) Kan Pat Lel (312/1)
(10) Shwe Nyaung Pin (134/2)
(23) Pyin Si (325/7)
(11) Yay Shan Gone (142/4)
(24) Ou Min (342/1)
(12) Ywar Thit (154/2)
(25) Saga Inn (352/3)
(13) Tha Ga Ya (176/4)
(14) Kayin Lel Kyin (179/2)
(15) Yepyar (192/0)
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FINAL REPORT
Where () : Number of officers

Figure 7.3.2 Organization Chart of Operation Office of EMU
7.3.2 Budget
Annual budget and O/M budget allocated to EMU for works of the Yangon-Mandalay
expressway in the past 3 years (after opening) are shown in Table 7.3.3 and Figure 7.3.3.
Required budget for the Yangon-Mandalay expressway is calculated by EMU and
requested from EMU to MOC each and every year, therefore budget has varied quite a bit
through the years and budget for improvement of Yangon-Mandalay expressway is larger
than O/M budget in recent years.
Currently simple maintenance works have been conducted such as mowing, restoration
works of accidents etc., and also damaged pavement has been rehabilitated on the
expressway by PW, therefore it is considered that minimal budget for maintenance works
have been allocated, in addition enough budget for improvement works have also been
allocated because of prioritized issues for PW.
Table 7.3.3 Annual and O/M budget for the Yangon-Mandalay Expressway
Unit: Billion Kyat
Section 2011-2012 2012-2013 2013-2014
Annual Budget 2.944 18.466 10.860
O/M Budget
2.944 4.309 3.272
(within annual budget)
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FINAL REPORT
20.00 18.466
Annual and O/M budget (Billion Kyat)

18.00
16.00
14.00
12.00 10.86
10.00
8.00
6.00 4.309
4.00 2.944 2.944 3.272
2.00
0.00
2011 2012 2013
Fiscal Year
Annual Budget O/M budget

Figure 7.3.3 Annual and O/M budget for the Yangon-Mandalay Expressway
7.3.3 Current Situation of Inspection of Road Structures

(1) Standards / Manuals
There is no standard or manual for inspection on the Yangon-Mandalay expressway. EMU

is trying to develop necessary manuals for inspection of road structures in present.
(2) Current situation of Inspection of Road Structures on the Expressway
Current situation of inspection of road structures on the Yangon-Mandalay expressway is

summarized in Table 7.3.4. Inspection plan is developed by the head of EMU
(Superintending engineer) and inspection works mentioned in Table 7.3.4 are conducted
by engineers in EMU directly. EMU doesnt have special equipment or machineries for
inspection of road structures, therefore all inspections are conducted by visual base. In
addition, inspection results are reported to MOC for budget request of rehabilitations of
deteriorated structures, however these results are not summarized and accumulated by
PMU using database such as BMS (Bridge Management System) or PMS (Pavement
Management System). EMU doesnt own the database system (BMS/PMS) and also
inspection forms.
Table 7.3.4 Current Situation of Inspection on the Expressway
Items Frequency Current situation

Routine 2 times / year To maintain road furniture and structure
Periodic 1 time / year To perform periodic maintenance
Detailed 1 time / year To know the deterioration of pavement and bridges
Emergency As necessary For prompt repair
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FINAL REPORT
7.3.4 Current Situation of Road Maintenance Works
There is no standard or manual for road maintenance on the Yangon-Mandalay

expressway. EMU is trying to develop necessary manuals for road maintenance in
present.
(2) Current Situation of Road Maintenance Works on the Expressway
Current situation of road maintenance on the Yangon-Mandalay expressway is

summarized in Table 7.3.5. Annual maintenance plan is developed by the head of EMU
(Superintending engineer), however middle and long term maintenance plans have not
been developed yet.
And road maintenance and asphalt pavement equipment / machineries owned by EMU
are given in Table 7.3.6 and Table 7.3.7 and the examples of photos of these machineries
are given in Figure 7.3.4. Maintenance works of the Yangon-Mandalay expressway
mentioned in Table 7.3.5 are basically conducted by EMU directly by using these
equipment and machineries.
Table 7.3.5 Current Situation of Road Maintenance on the Expressway
Items Frequency Current situation

Routine daily To maintain less water impact
Periodic yearly To maintain the shape and structure
Large Scale yearly To improve strength of pavement
Emergency on time To repair damages
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FINAL REPORT
Table 7.3.6 List of Road Maintenance Equipment / Machineries owned by EMU
No Name of Machineries Quantity No Name of Machineries Quantity

1 Dozer 6 13 Generator 3
2 Motor Grader 4 14 10 Ton Dump Truck 3
3 Excavator 4 15 Ta Ta Dump Truck 7
4 Mini Excavator 3 16 8 Ton Dump Truck 4
5 Loader 2 17 SKAT 6 Ton Dump Truck 10
6 Backhoe Loader 1 18 Hino KB Dump Truck 1
7 Three Wheel Roller 4 19 Truck 6
8 Vibratory Roller 3 20 Truck Crane 6
9 Hand Guide Roller 2 21 Water Bowzer 11
10 Batching Plant 3 22 Fuel Bowzer 1
11 Concrete Paver 1 23 Agitator 3
Concrete Texturing
12 1
Machine
Table 7.3.7 List of Asphalt Pavement Equipment / Machineries owned by EMU
No Name of Machineries Quantity No Name of Machineries Quantity

1 Asphalt Concrete Plant 7 7 Bitumen Hand Sprayer 1
Bitumen Heater &
2 AC Paver 6 8 1
Sprayer
Tandem or Vibration
3 5 9 Bitumen Distributer 1
Roller
4 Tyre Roller 7 10 Generating Set 6
5 Bitumen Sprayer 4 11 Tipper (8 ton) 3
6 Asphalt Kettle 2
Motor Grader (Komatsu) Dozer (Komatsu)
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FINAL REPORT
AC Paver (CAT) Asphalt Concrete Plant (Niigata)

Figure 7.3.4 Examples of Machineries / Equipment owned by EMU
7.3.5 Current Situation of Toll Collection

There is no standard or manual for toll collection on the Yangon-Mandalay expressway.
(2) Toll Rate of the Yangon-Mandalay Expressway
Current toll rate of the Yangon-Mandalay is given in Table 7.3.8. Vehicle type is
categorized into 5 types (Class 1 to 5) depending on the weight of vehicles and class 5
vehicle is not allowed to drive the Yangon-Mandalay expressway currently.
Table 7.3.8 Toll Rate of the Yangon-Mandalay Expressway
Unit: Kyat per one way
Section Class 1 Class 2 Class 3 Class 4
Yangon Naypyitaw 2,500 5,000 7,500 12,500
Naypyitaw - Mandalay 2,000 4,000 6,000 10,000
(3) Current situation of toll collection of the Yangon-Mandalay expressway
There are 6 toll gates on the Yangon-Mandalay expressway, and toll fares are collected by
manual base at every toll gate at present. Collected toll fares have been included in
national budget until now.
Some toll gates are equipped with Electric Toll Collection (ETC) system, however these
systems are not operated in proper way and toll fares are currently collected by manual
base directly by officers of EMU.
EMU is now trying to develop ETC system and automatic toll collecting with private
companies and banks. Photo of toll gate and ETC system on the expressway are shown in
Figure 7.3.5.
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FINAL REPORT
Toll Gate (Naypyitaw) ETC system (Yangon)

Figure 7.3.5 Toll Gate and ETC System on the Yangon-Mandalay Expressway
7.3.6 Current Situation of Traffic Control

There is no standard or manual for traffic control on the Yangon-Mandalay expressway.
(2) Current Situation of Traffic Control of the Yangon-Mandalay Expressway
Traffic information collection and provision have not been conducted until now. CCTV
cameras are equipped at all 6 toll gates, however these cameras are used for toll
collection only. EMU is now trying to develop traffic control centre and constructing
buildings, however details have not been decided yet. Photo of constructing traffic control
centre is shown in Figure 7.3.6.
In case of traffic speed and weigh control, there are some speed cameras on the
expressway (Figure 7.2.3) and some toll gates are equipped weigh station. There facilities
are operated and used for enforcement of violators by PW and traffic police. Weigh station
equipped at toll gate is shown in Figure 7.3.7.
In addition, even if it is heavy rain or strong wind etc., the expressway can be used
because there is no rule and manual of traffic regulation or restriction under severe
weather condition, and also weather monitoring along the expressway is not conducted by
PW. This situation is one reason for many traffic accidents on the expressway.

Figure 7.3.6 Traffic Control Centre Figure 7.3.7 Weigh Station
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FINAL REPORT
7.4 Suggestions for Appropriate and Efficient O/M of Expressways
7.4.1 Summary of Issues and Problems of O/M of the Yangon-Mandalay Expressway

Issues and Problems of O/M of the existing Yangon-Mandalay expressway described in
Section 7.3 is summarized in Table 7.4.1.
Table 7.4.1 Summery of Current Situation of the Expressway
Items Current Situation (Issues and Problems)
Standard / manual are not equipped

Inspection is conducted by EMU directly (not outsourced to specialists)
Inspection of
Only visual base periodical inspection is conducted
road structures
Not sufficient inspection equipment / tools are existed
Asset Management System (BMS / PMS) is not developed
Road
Maintenance works are conducted EMU directly (not outsourced to specialists)
maintenance
works Mainly simple routine works such as cleaning, mowing etc. and rehabilitation of
damaged structures (Pavement etc.) are conducted.
Toll collection is conducted EMU directly (not outsourced to specialists)
Toll collection
Toll fares are collected by manual base
ETC system has not yet being introduced
Traffic information collection and provision are not conducted on the
Traffic control Yangon-Mandalay expressway
Over speed vehicles are enforced by traffic police using speed cameras
Over weight vehicles are enforced by traffic police using weigh stations
7.4.2 Suggestions for Organizations of O/M of Expressways

(1) Suggestions for Organizations
Yangon Urban Expressway (YUEX) is being planned as next expressways in Myanmar

with totally about 86 km-length, and also planned first full access controlled expressways.
Since YUEX is located in highly urbanized area with heavy traffic of volume of maximum
over 60,000 PCU, appropriate O/M should be required for YUEX to ensure the safe and
reliable expressways, and the organization system for appropriate O/M should be
established before opening.
In general, O/M of expressways is mainly categorized into 3 works, 1) inspection and

maintenance works, 2) toll collection works, and 3) traffic control works, and other works
such as O/M of rest areas etc. is also required depending on the expressways facilities.
The outline of each work is given in Table 7.4.2.
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FINAL REPORT
Table 7.4.2 Outline of O/M Works of Expressways
Items Outline of Works

Development of business plan, financing plan
Management of budget allocation and implementation
Development of required standards and manuals
Overall
Management Management of contract
Coordination with relevant organizations
Supervision of inspection and maintenance works, toll collection works and traffic
control works
Development of inspection plan, maintenance plan
Development of improvement plan, disaster management plan
Implementation of inspection of road structures
Accumulation of inspection results, judgement of soundness
Inspection and Prioritization of deterioration and rehabilitation
Maintenance
Works Development of long-/mid- term maintenance plan
Implementation of maintenance works
Implementation of improvement and disaster management works
Implementation of emergency works (inspection, works etc.)
Monitoring after maintenance, rehabilitation works
Development of plan of toll collection methods, facilities, required toll collection
lanes (booths), required toll collectors
Toll Collection Response of inquiries from road users etc.
Works
Implementation of toll collection works
Matching, storage and transmission of collected toll fares
Collection of traffic information from various organizations, road users
Collection of traffic and road information from patrol team, road side facilities
(CCTV, emergency telephone etc.)
Provision of traffic and road information using VMS, highway radio etc.
Traffic Control
Enforcement and warning of violated vehicles with traffic police
Works
Implementation of regular and ad hoc patrolling
Communication of traffic control centre
Response of emergency incidents (accident, obstructs, disabled vehicles etc.)
and required actions (traffic regulation, contact to police, fire brigades etc.)
Above mentioned functions and works are required for effective and efficient O/M of
expressways and should be collaborated each other, therefore appropriate organization
system should be set up corresponding to above functions and works under management
of head organization or company.
In case of Japanese expressway (NEXCO-East), these functions and works are

implemented by group companies (subsidiaries) under management of NEXCO-East for
safe and reliable expressways. The outline of organization system of NEXCO-East is
given in Figure 7.4.1.
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FINAL REPORT
Source: YUEX Survey Team from relevant information of NEXCO-East HP etc.

Figure 7.4.1 Outline of O/M Organization System of Japanese Expressway
(NEXCO-East Group)
Suitable O/M organization should be established for O/M of YUEX before opening,
therefore detailed survey and proposal is required in next feasibility study.
7.4.3 Suggestions for Inspection and Maintenance Works of Expressways

(1) Suggestions for Inspection and Maintenance Works
Appropriate inspection and maintenance works are necessary to keep safe and extend life
time of road structures. For these purposes, more strategic and well-planned frameworks
should be established for YUEX considering currently conducted inspection and
maintenance works on the Yangon-Mandalay expressway.
Inspection is conducted to confirm and evaluate condition of road structures and decide
rehabilitation methods and measures of damaged structures.
In order to implement appropriately, detailed inspection such as hammering inspection,

palpation etc. need to be introduced for all members and structures with appropriate
timing and some engineering examinations using simple equipment such as neutralization
or chloride concentration measurement may also be required.
Inspection framework of Japanese expressway (NEXCO-East) is given in Figure 7.4.2.

Inspection is mainly classified into 5 categories, these are Initial, Routine, Periodic,
Detailed and Emergency inspection. The purpose and frequency of these inspection
are given in Table 7.4.3. Basically periodic inspection is required to conduct once per
year and detailed inspection is once per 5 years. Hammering, palpation and
non-destructive methods are also applied for these inspections.
7-17
FINAL REPORT
Source: YUEX Survey Team from relevant standards / manuals of NEXCO-East

Figure 7.4.2 Inspection Framework of Japanese Expressway (NEXCO-East)
Table 7.4.3 Purpose and Frequency of Inspections
Items Purpose Frequency (Indication)
Initial When constructed and/or

To confirm initial condition of structures
inspection renovated
Routine To confirm general situation of road traffic and
4 to 7 times per 2 weeks
inspection structures to ensure safe and smooth traffic
To confirm overall condition of structures
Periodic
To confirm damages of structures / places where 1 time per year
inspection
influences of third parties are forecasted
Detailed To get detailed condition of structures
1 time per 5 year
inspection To confirm soundness of structures
Emergency To confirm condition of structures after natural
As necessary
inspection disasters, unusual weather etc.
Inspection results are summarized and inputted into database such as BMS / PMS, and
deterioration grades are judged and evaluated depending on their condition, then future
condition of structures and deterioration speed are forecasted. Based on information
obtained by this procedure, priorities of maintenance works of damaged structures are
given, and finally long-/mid- term maintenance plans are developed in consideration with
life cycle cost (LCC).
The outline of procedures from inspection to maintenance works of bridges is shown in

Figure 7.4.3. Development of the framework and implementation of works are required for
appropriate inspection and maintenance works.
7-18
FINAL REPORT

Figure 7.4.3 Outline of Procedures of Inspection and Maintenance Works
Currently minimum maintenance works have been conducted such as mowing, cleaning,
restoration works of accidents etc., and also damaged pavement has been rehabilitated
on the Yangon-Mandalay expressway. Structures on the Yangon-Mandalay expressway
are comparatively new, therefore many rehabilitation works may not be necessary today,
however deteriorations and damages are progressing with their ages, periodical
inspection and development and implementation of maintenance plan are highly
recommended before damages become severe condition.
For appropriate inspection and maintenance works for YUEX, development of framework,
standards and/or manuals for inspection and maintenance works and training and
education for engineers should be required.
(2) Suggestions for Advanced Inspection and Maintenance Works
To achieve more efficient and effective inspection and maintenance works, introduction of
non-destructive inspection can be considered. Examples of non-destructive inspections
are shown in Figure 7.4.4.

Figure 7.4.4 Outline of Procedures of Inspection and Maintenance Works
The left photo shows pavement inspection using road surface condition measuring vehicle,
7-19
FINAL REPORT
and the right photo shows sample of screening survey results of deterioration of bridge
using infrared camera.
In general, non-destructive equipment / tools are used to get uniformed inspection results
and to extract damaged places and members of structures efficiently and effectively to
conduct detailed inspection, therefore these methods of inspection can be considered to
introduce as next step.
7.4.4 Suggestions for Toll Collection Works of Expressways

(1) Suggestions for Toll Collection Works
Traffic congestions at toll gates are rarely occurred on the Yangon-Mandalay expressway
because of not much traffic volume (Table 7.2.2) and fixed toll rate (Table 7.3.8), although
toll fares are collected by manual base on the expressway currently. However, in case of
YUEX, over 60,000 PCU/day of traffic volume are forecasted and also enough number of
toll gates is not installed because of limited land space, therefore installation of efficient
and effective toll collection system is highly recommended.
Electric Toll Collection (ETC) system is one of the solutions to mitigate traffic congestion at
toll gate. ETC system is the system which collects toll fares automatically without stopping
at gate by communicating road side antennas and on-board unit (OBU) of vehicles.
In case of Japanese expressway, ETC system have been installed since 2000, and almost
90% of road users are using ETC system today. The outline image and photo of ETC
system in Japan are given in Figure 7.4.5.
Source: MLIT HP (Image) and YUEX Survey Team (Photo)

Figure 7.4.5 Outline of Image and Photo of ETC System in Japan
By introducing ETC system, several effects can be expected.
Improvement of convenience and comfort of road users
Mitigation of traffic congestion at toll gates
Reduction of operational cost
Implementation of flexible measures of toll rate
Regarding mitigation of traffic congestion at toll gate, experiences of NEXCO-East is given

in Figure 7.4.6. By installing ETC system at every toll gate and increasing ETC users from
4% to 85% between 2002 and 2012, about 96% of time loss at toll gate is decreased from
630 to 20 (103 vehiclehour).
7-20
FINAL REPORT
Time loss at toll gate

(104 vehiclehour) Rate of ETC users (%)
Time Loss at toll gate

Rate of ETC users
96% decreased
Fiscal Year
Source: NEXCO-East HP
Figure 7.4.6 Experiences of Mitigation of Traffic Congestion at Toll Gate in Japan
ETC system requires appropriate O/M of facilities, therefore it is necessary to develop

standards and manuals including O/M of ETC facilities, and also education and training of
toll collectors and facility engineers are required.
Necessity of instalment of ETC system and soft (non-physical) component are to be

studied in next feasibility study.
7.4.5 Suggestions for Traffic Control Works of Expressways

(1) Suggestions for Traffic Control Works
Appropriate traffic control works are required to ensure safe and smooth traffic on
expressways. Major tasks of traffic control works are;
To collect 1) traffic information such as traffic jam etc., 2) road information such as
obstructs on roads and 3) weather information through regular and ad hoc
patrolling and road side facilities such as CCTV, traffic counter, emergency
telephone etc., and to take necessary actions for emergency incident such as
accidents, disabled vehicles etc.
To enforce and warn violated vehicles (over speed vehicles, over weight vehicles)
with close communication with traffic police.
To collect traffic information through road side facilities (CCTV, traffic counter etc.),
then to accumulate and analyze collected information, and to provide this
information to road users
To ensure safe and reliable expressways, traffic control system should be established and
steadily implemented. For smooth implementation, road side facilities should be
introduced and O/M of these facilities are also required. Therefore it is necessary to
develop standards and manuals for traffic control works including O/M of road side
facilities.
In addition, training and education should be required, because traffic control works are
7-21
FINAL REPORT
required to have special knowledge and experiences of traffic control, to communicate
other organizations such as traffic police etc., and also to conduct road works on
expressways sometimes.
In case of Japanese expressways (NEXCO-East), traffic, road and weather information

are collected in real-time through deployed road side facilities and patrolling. Images of
road side facilities and patrolling team are given in Figure 7.4.7.
Road Side Facilities Patrolling Team

Figure 7.4.7 Images of Road Side Facilities and Traffic Patrolling Team
(2) Suggestions for Advanced Traffic Control Works
YUEX is planed as expressway in Yangon metropolitan area, and consist of 2 ring roads
(Inner ring road, Outer ring road) and several radial roads. After completion of YUEX, road
users can take several routes through ring roads depending on traffic situation and road
condition. Therefore wide-range traffic information collection and provision are required.
In this case, establishment of Traffic Control Centre (TCC) should be considered, having
centralized traffic control system. All relevant information is gathered to TCC, then
accumulated and analyzed, and provided to road users through TCC. In addition,
necessary actions for emergency incidents are ordered to patrolling teams from TCC.
In case of Japanese expressways (NEXCO-East), TCCs belong to every regional head

offices, and traffic control work is implemented in each TCC by NEXCO-East and
patrolling companies together with traffic police. The outline of traffic information control
(collection, accumulation and provision) of NEXCO-East is given in Figure 7.4.8.
In addition to traffic information provision using road side facilities such as Variable
Message Sign (VMS), highway radio conducted by NEXCO-East, all traffic information of
expressways, national highways, arterial roads are collected by Japan Road Traffic
Information Centre (JATRAC) and provided through broadcasts and mobile phone etc.
7-22
FINAL REPORT

Figure 7.4.8 Images of Traffic Information Control of NEXCO-East
It is necessary to develop and establish efficient and appropriate traffic information system
and implementation framework, because real time traffic information collection and
provision is necessary to ensure safe and smooth road traffic. Therefore, additional survey
and proposal is required for traffic control system and framework in next feasibility study in
consideration with phase-wise development of YUEX.
7-23
FINAL REPORT
CHAPTER 8
CONCLUSIONS AND
RECOMMENDATIONS
FINAL REPORT
8 CONCLUSIONS AND WAY FORWARD
The following are the main findings and way forward of this data collection survey:
8.1 Conclusions
The road network proposed by YUTRA has been prepared in line with the VISION
2040 of Government of Myanmar. The Project, YUEX (Yangon Urban Expressway),
is expected to become a backbone of the development of Yangon City. Due to rapid
increase of the traffic demand, the capacity of the road network inside the City shall
be increased. YUEX will serve to increase the road capacity to ease the traffic
congestion inside the City.
YUEX is proposed to link with Thilawa SEZ, National Highways, and Hanthawaddy
Airport via the existing expressway (Yangon-NayPyiTaw-Mandalay Expressway).
YUEX is also expected to become a logistic artery for the sustainable development of
the country. The alternative route indicated in this survey shall be further studied in
the next step of the study or design.
In the built-up area, the construction of the new alignment will be quite difficult. Thus
the alignment of YUEX is generally planned on and along the arterial roads which
have wider ROW (=100 ft).
The proposed number of lanes of YUEX is 4 lanes (2+2) for both directions based on
the traffic demand forecast of YUTRA. The arterial roads underneath the YUEX
could accommodate BRT network according to the results of the demand forecast.
The elevated viaduct structure is proposed for the built-up area. On the other hand,
the at-graded cross section is proposed for the non built-up area (N Section).
YUEX is planned to connect with the Outer Ring Road via double trumpet
interchange which will accommodate the different type of the toll levy system. The
diamond type interchange is proposed for the ON/OFF ramps of YUEX in the built-up
area.
PC (Pre-cast) Girder bridges are proposed for the type of the structure for the
standard sections of YUEX. PC Girder could be mass produced in the factory yard
with uniform quality control.
The proposed alignment of YUEX will require the long span bridges for the specific
sections where cross over the intersections, rivers/creaks or other existing structures.
Accordingly the steel bridges are proposed for these sections.
The affected number of houses/buildings and people to be resettled have been

preliminary estimated based on the plan drawings on the satellite maps. Further
detailed environmental study shall be conducted to update the above numbers.
The economic evaluation results indicated the implementation of YUEX would be

economically viable for all sections of YUEX.
The tentative financial evaluation results indicated that the implementation of YUEX
would be financially viable for several sections but for the remaining sections the
8-1
FINAL REPORT
Governments subsidiaries or special financing might be required for the smooth
operation. The fare rate set based on YUTRA is low so that it is required to examine
the appropriate tariff setting and financial plan during the feasibility study.
8.2 Way Forward

The plan drawings, alignment and the bridge layout, have been prepared on the
available satellite photos which were taken in 2012 under SUDP. The further detailed
topographic survey or aero photo survey shall be conducted to determine the detailed
alignment. Also the geotechnical survey shall be required for the further detailed
planning of the type of structures. The feasibility study shall be conducted for the
above.
The overall traffic demand forecast used in this survey was conducted in 2013 under
YUTRA Master Plan. The detailed demand forecast shall be conducted especially for
the Project (YUEX). The route option as indicated in this survey (i.e. necessity of S
Section, etc.) will be studied in the feasibility study.
In this survey, the economic and financial analysis was preliminary conducted based
on the available demand forecast and indicators such as tariff setting, etc. by YUTRA.
The detailed analysis shall be re-examined to justify the feasibility of the Project.
The further detailed environmental study shall be required to establish IEE/EIA and
RAPs prior to the implementation of the Project.
8-2
Data Collection Survey on The Project for Construction of Yangon Urban Expressway (YUEX)
FINAL REPORT
APPENDIX 1-1
PRESENTATION MATERIAL(1)
AGGENDA OF DISCUSSION YUEX
YANGON URBAN EXPRESSWAY
1. INTRODUCTION OF YUEX STUDY TEAM UNDER YUTRA STUDY

2014 2015 2017 2022
W are here
We h now.
Supplemental
Study(1month)
FeasibilityStudy
((9months)) Selectionof
Consultant Detailed
(6months) Design
2. INTRODUCTION OF THE PROPOSED PROJECT (YUEX AND YORR)

(18months)
Tender/Construction(48months)
What is YUEX ?
3. INQUIRIES TO MOC FROM THE TEAM
3.1 General comments to the YUEX (positive or negative)
3.2 Development plan of MOC regarding the urban expressway
3.3 Possibility of J-ODA funding
4. INQUIRIES FROM MOC TO THE TEAM
5. FURTHER SCHEDULE
1 2
6. OTHERS IF ANY
ProjectforComprehensiveUrbanTransportPlanoftheGreaterYangon OULINE OF YUEX

(Wai Za Yantar Road)
PROPOSED FUTURE MEGA PROJECT

(YUEX)
ALMEC
OrientalConsultants
Oriental Consultants
NIPPONKOEI
3 4
1. BACKGROUND OF THE PROPOSAL YUEX YUEX
YANGON URBAN EXPRESSWAY YANGON URBAN EXPRESSWAY
1)ROADNETWORKPROPOSEDINSUDP(2013) 2) ROAD NETWORK PROPOSED IN YUTRA (2014)

2)ROADNETWORKPROPOSEDINYUTRA(2014)
Constructhighcapacityroadnetworktocopewithfuture Trafficdemandforecastwasconductedanditconcludedthat;
traffic demand
trafficdemand. 1) Theinnerringroadnetworkshallbestrengthentoabsorbtherecentrapidincreasedtraffic
Th i i d k h ll b h b b h id i d ffi
demand.
Radialcircumferentialroadsystemisintended.
2) Theouterringroadshallbestrengthenlaterdependingonthedevelopmentofthesuburbarea.
1) The
Theouterringroadlocatedinsuburbanarea(lesslandacquisitionissue)
outer ring road located in suburban area (less land acquisition issue)
wasproposedtoenhancedecentralizationoftheurbanarea. FutureRoadNetworkforGreaterYangon definitive
2) Theinnerrindroadwasproposedasanadditionaloptionforfurtherstudy. 2018 2025 2035 after2035
((PWPlan))
F
FutureRoadNetworkforGreaterYangon
R dN kf G Y tentative
i
2018 2025 2040 Additional
2018 2025 2040 Additional
ElevatedRadiaalRoad
Road]
Constructionof
[Inner RingR
Improvement
ofEW Corriror2
Le ge n d: Le ge n d: Le ge n d:
: Road to be constructed : Road to be constructed : Road to be constructed
: Completed Road : Completed Road : Completed Road
: Existing Road : Existing Road : Existing Road
5 Source:TheProjectforComprehensiveUrbanTransportPlanoftheGreaterYangon,JICA,2014 6
Source:TheProjectfortheStrategicUrbanDevelopmentPlanoftheGreaterYangon,JICA,2013
2. OUTLINE FEATURES OF YUEX YUEX YUEX

YANGON URBAN EXPRESSWAY 2)CROSSSECTIONALCONCEPTOFYUEX YANGON URBAN EXPRESSWAY
NEW
1)STRATEGICLAYOUTOFYUEXTOWARD2025 AIRPORT 4lanesUrbanExpresswaysonExisting6lanesAarterialroads
ExpansionofRoadCapacityinthedensebuiltuparea
***k l
***kmlongUrbanExpressways
Ub E Elevatedviaductstructureontheexistingwidearterialroads
El d i d h i i id i l d
CircularroadnetworkinNEarea (CURRENTARTERIALROADS) (IMAGEOFELEVATEDEXPRESSWAY)

o.3
Road No
IntegrationwithYNMExpressway,the 6lanesroad(widthofeachlaneisapprox.3.6m.) (Before:TrafficJam) (After:FreeFlow)

futurenewairportandtheThilawaSEZ
Diversionofthelogisticroutetosuburban
areastoeasetrafficjaminthecity
ExpansionofRoadCapacityinthedense
builtup
built upareabytheelevatedviaducts
area by the elevated viaducts
Futurebackboneofintraurbanactivities (PROPOSEDYUEX)
Acceleratethedevelopmentofsuburban
area by the ring network of YUEX/YORR
areabytheringnetworkofYUEX/YORR
toThilawaSEZ
:Proposed/OngoingNewSubCenters 7 8
3)TRAFFICDEMANDFORECASTBYYUTRA(2014)
Theresultsofthetrafficdemandforecastindicated;;
1) MostofthemajorarterialroadswillbesaturatedinDONOTHINGcase.
2) Thecapacityofthearterialroadsneedtobeextendedbutthewideningwillbeadifficult
measureduetolandacquisition.
d t l d i iti
3) InYUTRA/SUDP,viaductringroadwasproposedtoextendthecapacityofthearterialroads.
AlsothemodalsplittoMRTwasconsideredinthetrafficanalysis.
Seeperspective
movie
DO-NOTHING CASE DO-MAXIMUM CASE

9 10
(2035) (2035)
4)PROJECTEVALUATIONBYYUTRA(2014) 3. PROPOSED ALIGNMENT OF YUEX YUEX

Preliminaryeconomical/financialevaluationwasconductedbyYUTRAMPin2014.
EIRR 18%
B/C 1.7
FIRR 13.1%
S
Seeappendixpls.
di l
11 12
YUEX 2) Application of Screwed Steel Pile
4. TECHNOLOGY CHALLENGING YANGON URBAN EXPRESSWAY A lot of buildings/houses along YUEX
1) Application of Precast Prestressed Concrete Beam It is important to minimize noises,
noises vibrations and deformations of
Construction of Viaduct Structure on the Existing Arterial Roads ground conditions caused by piling work.
Traffic flow on the arterial roads shall be maintained even during the
construction of YUEX (mainly viaduct structures. Against the abo
above iss es Apply
e issues Appl Screwed
Scre ed Steel Pile
Need Quick Girder Erection Apply Precast Concrete Beam [Characteristic]
[Characteristic] It is possible to make small footing and reduce noise
noise, vibration and
The precast prestressed concrete beams are manufactured at a deformation of ground conditions.
factory/fabrication yard outside the project site. This pile can be applied over 60m depth.
The precast beams can be produced during the construction of the
substructures at the site
at the same time.
A track crane or launching girders will be used for erection.
Source: JFE Steel Corporation http://www.jfe-steel.co.jp/products/construction/1mai_best/best05.html
3) Advanced ITS Devices on the Expressway

13 14
Source: Study Team
15

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REPUBLICOFTHEUNIONOFMYANMAR

PROJECT FOR COMPREHENSIVE URBAN TRANSPORT

Perspective Image of YUEX (ex. Wai Za Yan Tar Road)

(After Implementation of the Project)

Data Collection Survey for

1.1 Survey Background and Objectives ............................................................................. 1-1

1.2 Survey Objectives ........................................................................................................ 1-3

1.3 Survey Area ................................................................................................................. 1-3

1.4 Survey Schedule .......................................................................................................... 1-4

1.5 Organization of Survey Team ....................................................................................... 1-4

1.6 Discussions with Concerned Authorities during Survey ............................................... 1-6

2 ROAD PLANNING .............................................................................................................. 2-1

2.1 Design Conditions ........................................................................................................ 2-1

2.1.1 Design Standard/Regulation in Myanmar ............................................................. 2-1

2.1.2 Proposed Design Conditions for YUEX................................................................. 2-2

2.2 Preliminary Route Selection by SUDP/YUTRA ............................................................ 2-3

2.3 Relevant Development Projects ................................................................................... 2-5

2.3.1 Sub-centers and Newtowns .................................................................................. 2-7

2.3.2 Improvement of Road No.7 (Outer Ring Road)..................................................... 2-7

2.3.3 Logistic Facilities ................................................................................................... 2-8

2.3.4 Airports (YIA and HIA) .......................................................................................... 2-9

2.3.5 Public Transport Projects ...................................................................................... 2-9

2.4 Traffic Demand Forecast and Number of Lanes ........................................................ 2-10

2.5 Definitive Route and Typical Cross Sections.............................................................. 2-13

2.5.1 Definitive Route .................................................................................................. 2-13

2.5.2 Typical Cross Sections of YUEX ......................................................................... 2-13

2.5.3 Typical Cross Sections of YORR (for reference) ................................................. 2-15

2.6 Toll Levy System ........................................................................................................ 2-17

2.6.1 Toll Barriers ......................................................................................................... 2-17

2.6.2 ON/OFF Ramps at Interchanges ........................................................................ 2-17

2.7 Layout of Interchanges and Toll Barriers .................................................................... 2-18

2.7.2 Layout of Interchanges and Toll Barriers............................................................. 2-18

2.8 Alignment Study ......................................................................................................... 2-20

2.8.1 General Features of Sections ............................................................................. 2-20

2.8.2 Design Control Points of YUEX (N Section)........................................................ 2-20

2.8.3 Design Control Points of YUEX (R1 Section)...................................................... 2-20

2.8.4 Design Control Points of YUEX (E Section) ........................................................ 2-21

2.8.5 Design Control Points of YUEX (R2 Section)...................................................... 2-21

2.8.6 Design Control Points of YUEX (W Section) ....................................................... 2-21

2.8.7 Design Control Points of YUEX (M Section) ....................................................... 2-22

2.8.8 Design Control Points of YUEX (S Section) ........................................................ 2-23

2.8.9 Implication for Selection of Priority Sections ....................................................... 2-23

3 VIADUCT PLANNING ......................................................................................................... 3-1

3.1 Design Standards ........................................................................................................ 3-1

3.1.1 Structural Guidelines ............................................................................................ 3-1

3.1.2 Design Criteria ...................................................................................................... 3-1

3.2 STUDY OF BRIDGE TYPE SELECTION..................................................................... 3-2

3.2.1 General ................................................................................................................. 3-2

3.2.2 Selection of Superstructure Type .......................................................................... 3-3

3.2.3 Selection of Sub-structure and Foundation Type ................................................ 3-13

3.3 STUDY OF CONSTRUCTION METHOD................................................................... 3-21

3.3.1 Construction Method for Each Work Item ........................................................... 3-21

4 CONSIDERATIONS FOR SOCIAL ENVIRONMENT .......................................................... 4-1

4.1 Outline of the Survey ................................................................................................... 4-1

4.1.1 Purpose of the Survey .......................................................................................... 4-1

4.1.2 Method of the Survey ............................................................................................ 4-1

4.1.3 Results of the Survey ............................................................................................ 4-3

4.1.4 Implication for Selection of Priority Sections ....................................................... 4-12

5.1 Project Cost Estimates................................................................................................. 5-1

5.1.1 General Condition ................................................................................................. 5-1

5.1.2 Unit Costs of Construction Works ......................................................................... 5-1

5.1.3 Estimated Project Cost ......................................................................................... 5-3

5.2 Economic and Financial Evaluation ........................................................................... 5-13