YUEX DFR Separator 20141112 - JICA · yangon region government project for comprehensive urban...

REPUBLIC OF THE UNION OF MYANMAR YANGON REGION GOVERNMENT

PROJECT FOR COMPREHENSIVE URBAN TRANSPORT PLAN OF THE GREATER YANGON (YUTRA)

DATA COLLECTION SURVEY FOR THE YANGON URBAN EXPRESSWAY (YUEX) PROJECT

FINAL REPORT

JANUARY 2015

JAPAN INTERNATIONAL COOPERATION AGENCY

ALMEC CORPORATION ORIENTAL CONSULTANTS CO., LTD.

NIPPON KOEI CO., LTD. JR

14-212

EI

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)

REPUBLIC OF THE UNION OF MYANMAR YANGON REGION GOVERNMENT

DATA COLLECTION SURVEY FOR THE YANGON URBAN EXPRESSWAY (YUEX) PROJECT

FINAL REPORT

JANUARY 2015

JAPAN INTERNATIONAL COOPERATION AGENCY

ALMEC CORPORATION ORIENTAL CONSULTANTS CO., LTD.

NIPPON KOEI CO., LTD.


FINAL REPORT

i

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

Project for Comprehensive Urban Transport Plan of the Greater Yangon (YUTRA) Data Collection Survey for the Yangon Urban Expressway (YUEX) Project FINAL REPORT

ii

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


iv

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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v

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


vi

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


viii

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


x

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


xii

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


FINAL REPORT

CHAPTER 1

INTRODUCTION


FINAL REPORT

1-1

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 nation’s

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


1-2

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

(Target Year) Major Road Projects

Mid Term

(by 2025)

1) Northern Radial Section of Yangon Urban Expressway (extension of the existing

Yangon-Mandalay Expressway)

2) Inner Half Ring Section of Yangon Urban Expressway (eastern half of the ring road)

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

Long Term

(by 2035)

1) Inner Half Ring Section of Yangon Urban Expressway (western half of the ring

road)

2) Western Radial Section of Yangon Urban Expressway along Road No.5

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

(for reference)

1) Outer Ring Expressway

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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1-3

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.

Source: YUEX Survey Team based on YUTRA Final Report

Figure 1.3.1 Project Roads and Proposed Sections

M Section

(6.7km)

Y‐N‐MExpressway


1-4

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.


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.


Figure 1.5.1 Organization of Survey Team under YUTRA

July August after Sep. 2014

Work

in

Japan

Work

in

Myanmar

Discussions

Report

PreparatoryWorks

Site Reconnaissance

RoadPlanning

Structure Planning

EnvironmentalPre‐Survey

O/MPlanning

Reporting

29 Jul.PW (NPT)

1 Aug.YCDC

28 Jul.JICA (YGN)

5 Aug.JICA (YGN)

7 Jul.

PW (YGN)

27 Aug.PW (NPT)

DFR FR

28 & 29 Aug.YCDC

28 Aug.JICA /EoJ

GOM GOJ

JICAYangon Region Government

Program Coordinating Committee

Steering Committee

Joint Project Team

Working Group (Counterpart Staff) from Myanmar Side

JICA Project Team

Data Collection Survey Team for

1) Yangon Urban Expressway

2) UMRT No.1


FINAL REPORT

1-5

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 Mr. Tetsuji MASUJIMA

Deputy Team Leader/ Institution and Capacity Development Planning

1.3 Ms. Momoko ITO

Project Coodinator/ Institution and Capacity Development 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



1-6

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

29 July 2014

Ministry of Construction

U Kyaw Linn Managing Director, Public Works Department (PWD)

The outline of the survey scheme was explained showing the PPT material attached in the Appendix 1 and the draft plan drawings. PW has understood the necessity of the Project and a feasibility study to realize the Project. PW preferred PC bridges for the standard section of the Project and steel bridges for the selected sections. (PWD in Nay Pyi Taw)

7 Aug 2014

U Myint Zaw Chief Engineer, Public Works, Yangon Region

The outline of the survey scheme was explained showing the PPT material attached in the Appendix 1 and the draft plan drawings. PW has understood the necessity of the Project. (PWD in Yangon)

1 August 2014

YCDC

U Toe Aung Head of Department, City Planning and Land Administration Department

The outline of the survey scheme was explained showing the PPT material attached in the Appendix 1 and the draft plan drawings. YCDC commented that the proposed project was already listed in their master plan and recognized the necessity of the Project. YCDC 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)

5 August 2014

JICA Yangon Office

Dr. Maki Morikwa Project Formulation Advisor

The outline of the survey scheme was explained showing the PPT material attached in the Appendix 1 and the draft plan drawings. The results of the meeting with PWD and YCDC were reported. (JICA in Yangon)

28 July 2014

Ms. Ayumi Kiko Representative Ms. Noriko Sakurai

Project Formulation Advisor

27 August 2014

Ministry of Construction

U Kyaw Linn U Shwe Lay

Managing Director, Public Works Department (PWD) Chief Engineer (Bridge), Public Works Department (PWD)

The result of the survey was explained showing the PPT material attached in the Appendix 2 and submitted the Draft Final Report for their review and comments if any. PW agreed to give comments if any within 2 weeks. PW has understood the necessity of the Project and the further detailed study (feasibility study) to realize the Project. (PWD in Nay Pyi Taw)


FINAL REPORT

1-7

Date Authorities Person Positions Summary of Discussions

28 August 2014

YCDC Dr. Kyaw Lat Advisor, Urban Planning

The result of the survey was explained showing the PPT material attached in the 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 August 2014

YCDC U Nyan Thar Assistant Chief Engineer, Engineering Department (Roads & Bridges)

The result of the survey was explained showing the PPT material attached in the Appendix 2 and submitted the Draft Final Report for their review and comments if any. He mentioned that he would report to his senior. (YCDC in Yangon)

28 August 2014

JICA Yangon Office

Embassy of

Japan

Dr. Maki Morikwa Mr. Shoichi Watanabe

Project Formulation Advisor Second Secretary, Embassy of Japan

The result of the survey was explained showing the PPT material attached in the Appendix 2 and submitted the Draft Final Report. (JICA in Yangon)

29 August 2014

YCDC U Tin Maung Kyi U Nyan Thar

Head of Department, Engineering Department (Roads & Bridges) Assistant Chief Engineer, Engineering Department (Roads & Bridges)

The result of the survey was explained showing the PPT material attached in the Appendix 2 and submitted the Draft Final Report for their review and comments if any. The survey team explained the reasons of the proposed priority sections (due to land acquisition/resettlement in the re-aligned sections of R2 Section). YCDC has understood the above and the necessity of further detailed study (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)


FINAL REPORT

CHAPTER 2

ROAD PLANNING


FINAL REPORT

2-1

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

Road Classifications

Expressways Super Highway -

Major Roads Highway Main Road

Secondary Roads Divisional Road Collector Road

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. DHSHD’s 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. YCDC’s classification does not

cover the expressway.

DHSHD’s 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

Type of Facility Functions and Design

Features

ROW

(ft) Pavement

Speed

(mph)

Other Features &

Spacing

Expressways

Provide metropolitan and city

continuity and unity. Limited

access; Some channelized

grade crossing and signal at

major inter-section. Parking

prohibited.

150-300

(45-90m

)

12’ (3.6m) per

lane;

8’-10’

(2.4-3.0m)

shoulders;

8’-24’

(2.4-7.2m)

median strips

50

(=80

km/h)

Require service roads

or adequate rear lot

building setback lines

Spacing-

Variable; radial or

circumferential

Major Roads

Provide unity through

contiguous urban areas.

Usually from boundaries for

neighborhoods. Minor

access control; parking

generally prohibited.

100-150

(30-45m

)

Min. for 4

lanes;

6’-14’ median

strip

34-45

(=55-72

km/h)

Required detached

sidewalks in urban

areas, planting strips

and adequate building

setback line.

Source: Introduction to Planning Regulation, DHSHD, September 2010


2-2

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

Design Speed Expressway 80km/h

80km/h for mainline 60km/h for junctions 40km/h for interchanges

Arterial Road 55-72km/h 55-72km/h

Width of Carriageway Expressway 3.6m 3.5m Arterial Road na 3.0m for urban area

Number of Lanes Expressway na

Determined by traffic analysis

Arterial Road Minimum 4 lanes Minimum 4 lanes

Min. Curve Radius Expressway

These elements are not clearly specified. The design standard of PWD is now under revision.

350m Arterial Road varies

Width of Shoulders Expressway

2.5m (outer) 0.5m (inner)

Arterial Road 0.5m (inner/outer) Vertical Clearance 16.5ft 5.0m



FINAL REPORT

2-3

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


2-4

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 Network in 2025

Expressway Network in 2035

Expressway Network

after 2035

Source: YUTRA Study Team

Figure 2.2.3 Proposed Expressway Network by YUTRA


FINAL REPORT

2-5

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)

Metropolitan Area (km2)

Population (million)

Metropolitan Area (km2)

Population (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


2-6

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).


FINAL REPORT

2-7


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

Newtown at the north-east of Road No.7 According to YCDC, 16,000 acres development was 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

Legend:

: Proposed Expressway by 2025: Proposed Arterial Road Improvement by 2025: Proposed/On‐going New Sub‐Centers: Proposed Logistic Terminal/Depot

Road

No.3

Newtown (16,000 acre lot) under YCDC

New Logistic Terminal/Depot

New Sub‐Center (Dagon Myothit) under YCDC

Newtown under construction (Dagon Seikan) under DHSHD

Proposed Newtown (Thanlyin) under YCDC

Dagon Bridge (existing 6 lanes)

Road No.7 Improvement planned by YCDC


2-8

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 country’s 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.


Figure 2.3.3 Concept of New Logistic Route with YUEX/YORR

Legend:

: Proposed Expressway by 2025

: Proposed Arterial Road Improvement by 2025

: Proposed Logistic Terminal/Depot: Existing Truck Terminal (Bayint Naung)

Road

No.3

Truck shall be allowed to use the existing expressway.

Road No.7 shall be improved as a part of YORR.

New truck terminal shall be located along the new

logistic route.

Road No.2 shall be improved.

Access betweenDagon Bridge and Road No.2 shall be

improved.

Dagon Bridge will be maximally utilized by the above

measures.

Truck shall be allowed to use the proposed YUEX but

shall be prohibited to use the arterial roads underneath the YUEX.


FINAL REPORT

2-9

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.


2-10

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

Condition (2013)

Do-nothing

Case (2035)

Do-YUTRA

Case (2035)


Figure 2.4.1 Proposed Expressway Network by YUTRA


FINAL REPORT

2-11

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

preliminary study for YUEX and the further

specific traffic demand forecast shall be

conducted for the YUEX during the next step such

as a feasibility study.

The estimated traffic volume of the inner ring road

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

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

Note: Refer to Figure 2.4.2 for the location of each section.


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

Type of

Roads

Traffic Volume (pcu/day/both dir.) at YUEX sections

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

Type of

Roads

Required Number of Lanes (both dir.) at YUEX sections

1110

1

2

3 4

5

6

7

8

9


2-12

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.

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.

Rd No.5

CBD

YORR

YUEXRd No.5

CBD

YORR

Public Transport

YUEX


FINAL REPORT

2-13

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.

(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)

30m


2-14

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.


FINAL REPORT

2-15


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.


2-16


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)


FINAL REPORT

2-17

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

(KEY MAP)

Toll

Barriers

Function of Booths Mode of Tariff

Ticketing Payment

TB-0 IN Booths OUT Booths Distance/Area

(Y-N-M Expressway)

TB-1 - IN Booths

(YUEX) Flat (YUEX)

TB-2

IN Booths

(YORR)

IN Booths

(YUEX)

&

OUT Booths

(YORR)

Distance/Area (YORR)

Flat (YUEX)

(IN Booths of YUEX and OUT Booths of YORR could be integrated.) TB-3

TB-4 IN Booths

(YORR)

OUT Booths

(YORR) Distance/Area (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

Expressways Type of Ramps at Interchanges

Mode of Tariff ON Ramps OFF Ramps

YUEX Payment - Flat

YORR Ticketing Payment Distance/Area

Y-N-M Expressway


Y‐N‐MExpressway

(Existing)

YORR

YUEX

TB‐0

TB‐4

TB‐1

TB‐3

TB‐2


2-18

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

(recommended) Trumpet Type Cloverleaf Type


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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2-19


Figure 2.7.2 Layout of Interchanges (N/R1/E Sections)


2-20

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 (Length)

General Features and Applied Cross Sections

(Key Location Map)

N Section (16.5km)

Extension from the existing expressway. Mostly in non build-up area and the cross sections (Figure 2.5.4 and 2.5.5) are applied. (Sta.0+000-16+500)

R1 Section (14.5km)

Mostly in build-up area and the elevated cross section (Figure 2.5.3) is applied. (Sta.16+500-31+000)

E Section (6.9km)

Mostly in build-up area and the elevated cross section (Figure 2.5.3) is applied. (Sta.31+000-37+900)

R2 Section (24.3km)

Mostly in build-up area and the elevated cross section (Figure 2.5.3) is applied.

W Section (7.9km)

Mostly in non build-up area and the cross sections (Figure 2.5.4 and 2.5.5) are applied.

M Section (6.7km)


S Section (9.5km)



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

M Section


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2-21

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;


2-22

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

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

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

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”.

N Airport: Non‐developed Section: Developed Section

N: Non‐developed Section: Developed Section



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2-23

University Avenue Road

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.).

Inya Lake



2-24


Figure 2.8.2 Alignment of YUEX N Section


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


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2-25


Figure 2.8.4 Alignment of YUEX R1 Section


Figure 2.8.5 Alignment of YUEX E Section


2-26


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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2-27


Figure 2.8.8 Alignment of YUEX W Section and M Section


Figure 2.8.9 Alignment of YUEX W Section and M Section


FINAL REPORT

CHAPTER 3

VIADUCT PLANNING


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3-1

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 37.6°C and minimum 16.6°C based on data of

Kaba-Aya observatory station during 1999 to 2008. Temperature range for design shall be

15°C to 40°C about a mean of 25°C (temperature rise 10°C, temperature fall 15°C) for

ordinary bridge and 15°C to 50°C about a mean of 25°C (temperature rise 10°C,

temperature fall 25°C) for steel plate deck .


3-2

(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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3-3

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: 25～40m)

PC-U Composite Girder: 40m (applicable length: 35～60m)

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.


3-4

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

Structural Feature

Pre-casting girder segments which are fabricated at factory are assembled and erected at site. Pre-casting PC slab is used under RC slab.

Pre-casting girder segments which are fabricated at factory are assembled and erected at site. Pre-casting PC slab is used under RC slab.

It can be applied to long span. Thin plates and stiffened member.

Erection Method Track Crane at standard section and Erection Girder at narrow section.

Track Crane and bent at standard section and Erection Girder at narrow section.

Track Crane and Bent at standard section and Launching Erection at narrow section.

Construction Period

It will be short construction period at site since it is used pre-casting girder segment and pre-casting PC slab. (1.25)

It will be short construction period at site since it is used pre-casting girder segment and pre-casting PC slab. (1.25)

It will be the shortest construction period among these alternatives. But it is not so different. (1.00)

Traffic Control during erection at Narrow Section

Erection will be carried out at night time.

During erection, it is necessary to close traffic.

Erection will be carried out at night time.

During erection, it is necessary to close traffic.

Erection can be carried out even at day time.

During erection, it is not necessary to close traffic under erected span.

Cost Ratio (including

substructure per 200m)

1.00 1.00 1.16

Maintenance It is necessary to replace EXP joint an Bearing shoes once20-30 years.

It is necessary to replace EXP joint an Bearing shoes once20-30 years.

It is necessary to repaint once 20-30 year according to the traffic condition.

Aesthetic It gives most heaviness among these alternatives since there is much number of the girder.

It gives less heaviness than PC-I Girder since the number of girder is less than PC-I Girder. Smooth surface of girder makes side view looks clear.

Due to smooth surface of girder, side view looks clear. It is possible to improve aesthetics by modifying girder shape.

Technical Transfer

I It is the first trial for fabrication many precast PC girders in factory and/or fabrication yard in Myanmar.

It is the first trial for fabrication many precast PC girders in factory and/or fabrication yard in Myanmar.

Some flyover bridges in Yangon are the same type. But it is not many.

Evaluation Recommended Recommended



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3-5

～ 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.

PavementPavement

RC slab (cast-in-place)

Pre-casting PC Plate

U-shape Pre-casting Girder

Sketch of PC-U Composite Girder

Source: Japan Pre-stressed Concrete Contractors Association

New Technology

Pavement


Sketch of PC-I Composite Girder

Pre-casting PC PlateI-shape Pre-casting Girder

RC slab (cast-in-place)


3-6

(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

Type of Bridge Applicable Span Length

Steel PC Concrete

Continuous Box Girder

Concrete Slab 40m - 80m Bent Support 40m～ 70m Steel plate deck 30m～150m Cantilever Erection 50m～110m

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

Structural Feature Light superstructure is suitable for viaduct because the size of sub-structure becomes smaller.

Heavy superstructure needs a large sub-structure. And girder depth becomes higher than steel box girder.

Constructability No difficulty (launching erection during night time will be applied)

No difficulty (cantilever method or will be applied)

Construction Period Short Long Traffic Control during

Erection Erection will be carried out in the night time

Erection will be carried out in the night time

Influence on Urban Roads

Small influence on urban roads since the size of sub-structure becomes smaller.

Large influence on urban roads since the size of sub-structure becomes larger.

Construction Cost 1.00 1.00

Maintenance It is necessary to repaint once 20-30 year according to the traffic condition.

Basically it is necessary to replace EXP 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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3-7

same type. But it is still new type.

Aestheticism Due to smooth surface of girder, side view looks clear. It is possible to improve aesthetics by modifying girder shape.

Girder depth is higher and the size of substructure is larger than Steel Box 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

Inya Lake M Sta.11+020 – 11+930 2@70+7@100+70 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).


3-8

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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3-9

Table 3.2.7 Span Arrangement of Special Sections on YUEX S Section

Table 3.2.8 Span Arrangement of Special Sections on YUEX W & M Section

Name LocationBridge Length

(m)Span Arrangement

Lengh of PCGirder (m)

Length of SteelGirder (m)

Remarks

1 Flyover Sta.0+000 - 0+200 200 4@50 - 200

2 Flyover Sta.0+440 - 0+590 150 3@50 - 150

3 Intersection Sta.0+680 - - - -Arrange by PC girder(general span @40m)


5 Intersection Sta.1+190 - 1+340 140 - 140



8 Intersection Sta.2+670 - 2+840 170 50+70+50 - 170 Sakura Tower

9 Flyover Sta.3+070 - - - -Arrange by PC girder(general span @40m)


11 Curve Sta.3+710- 4+060 350 7@50 350

12 Flyover Sta.5+060 - - - -Arrange by PC girder(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


3-10

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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Figure 3.2.6 Span Arrangement of Crossing Pazundaung Creek on YUEX E

Section


3-12

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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3-13

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.


3-14

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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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.

Project for Com

prehensive Urban Transport Plan of the G

reater Yangon (YUTR

A) D

ata Collection Survey for the Yangon U

rban Expressway (YU

EX) Project FIN

AL

REPO

RT

3-16

Tab

le 3.2.10 C

om

pariso

n o

f Fo

un

datio

n T

ype at S

tand

ard S

ection


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3-17

(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)

New Technology

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.

～Screw Steel Pile～

Sketch of Screw Steel Pile


3-18

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


FINAL REPORT

3-19

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

Foundation Type Applicable Condition

Cas

t- in

-pla

ce C

oncr

ete

Pile

PH

C /

SC

Pile

Ste

el P

ipe

Pile

Dia

phr

agm

wal

l

Ste

el p

ipe

she

et p

ile

Cai

sso

n

Con

ditio

n of

C

onst

ruct

ion

Temporary Jetty Depth < 5 m Depth > 5 m

Environment Vibration Noise

Impact on Adjacent Structure

Loading Normal

Large

Gro

und

Con

ditio

n

Depth of Supporting Layer

< 5 m

5 ~ 15 m

15 ~ 25 m

25 ~ 40 m

40 ~ 60 m

>= 60 m

Soil Condition Clay (20 =< N)

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.


3-20

Table 3.2.12 Foundation Type Alternatives inside River

Foundation Type

Cast in Place Concrete Pile Steel Pipe Sheet Pile Concrete Caisson

Workability on Water

Inferior - Temporary cofferdam is

required separately. - Permanent casing is

required. - Loading test is required.

Superior- Temporary cofferdam is not

required separately. - Loading test is not required.

Moderate- Temporary cofferdam is not

required separately. - Loading test is not required.

Work Period Moderate

- Driving of many piles takes time.

Superior- After driving steel pipe,

construction is fast and safe.

Moderate- It takes time for excavation.

Against Ship Collision Inferior

- Because multi-pile structure.Superior

- Because rigid and massive structure.

Superior - Because rigid and massive

structure.

Against Scoring Inferior

- Because multi-pile structure.Superior

- Because rigid and massive structure.

Superior - Because rigid and massive

structure.

Safety of Works Moderate

- Temporary cofferdam is required separately.

Superior- Temporary cofferdam is not

required separately.

Superior - Temporary cofferdam is not

required separately. Cost Superior Moderate Moderate

Experience in Myanmar

Many - No new technology

None- New Technology and

Technical Transfer can be done

Some - No new technology.

Evaluation

- Although the construction cost is cheapest, it is inferior for ship collision and scoring.

- Although the construction cost is inferior to Cast-in-place concrete pile, it is superior in other aspects.

- And technical transfer will be done since this type has no experience in Myanmar.

- Although the construction cost is inferior to cast in place concrete pile, it is superior in some aspects.

- Some aspects are inferior to steel pipe sheet pile.

Recommended


WaterWaterWater


FINAL REPORT

3-21

～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

Special Section Screw Steel Pile/Steel Pile

Sheet Pile (inside river) RC Pier Steel Box Girder

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.

New Technology


3-22

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.


FINAL REPORT

3-23

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


3-24

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.

インドネシアの写真入れる


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.


FINAL REPORT

3-25

Below Figure shows outline of lifting erection method of PC-U Composite Girder.


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

Step-1 Setting Shoe

Step-2 Setting Pre-casting Pier Head

Step-3 Concreting Cross-beam

Step-4 Lifting Pre-casting Girder

Step-5 Setting PC Plate

Step-6 Concreting Slab Concrete

Lifting Girder

PC-U Girder

Pre-casting Girder

Proceeding Direction of Construction


FINAL REPORT

CHAPTER 4

CONSIDERATION FOR

SOCIAL ENVIRONMENT


FINAL REPORT

4-1

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.

Source: YUEX Survey Team Figure 4.1.1 Flow of the Survey

Road Alignment on the Base Map

Ground Level ROW Upper level ROW

Satellite Image (Base Map)

Site Survey to distinguish type of structures

Alignment design

-Structures exist fully or partly inside the ROW → Approximate numbers

- Residence, Shops/ Workshops, Others

- Approximate numbers of Persons to be resettled


4-2

(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.


FINAL REPORT

4-3

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

Structures to be replaced

Type Number of

Buildings to be replaced

Number of Persons to be

resettled Remarks

1 Residences One or two

storey usual houses

10 60 Including seven old houses(Photo1)

2

Shops/ Restaurants/ Offices/ Workshops

Usual building type 11 Buildings

(17 shops) 34

Including 8 shops in two Buildings (Photo2)

3 Private /Public Organizations Facilities

Large buildings /factories - -

Total 94 Source: YUEX Survey Team

(Photo 1) (Photo 2)

2) Matters to be considered for Social Environment

There is no particular issue.


4-4

(2) R1 Section

(2-1) Sub-Section R1-1


Table 4.1.2 Number of Affected Premises/Persons in R1-1 Section


Type Number of



resettled Remarks

1

Residences One or two storey usual houses

6 36

4 storey apartments

2 buildings(12 households)

72 (photo 2 below)

2


Usual building type

38 76





(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)


FINAL REPORT

4-5

(2-2) Sub-Section R1 (2)




Type Number of



resettled Remarks


storey usual houses

12 72

2


Usual building type

36 72




(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.


4-6

(3) E Section


Table 4.1.4 Number of Affected Premises/Persons in E Section


Type Number of



resettled Remarks


storey usual houses

13 78

2


Usual building type

20 40


Large buildings /factories 1 -

One fuel station will be affected.


(E Section along Road No.2)


One gas station will be located within the proposed road width and might require to be

replaced.


FINAL REPORT

4-7

(4) R2 Section





Type Number of



resettled Remarks


storey usual houses

19 114

2


Usual building type

61 122




(R2 Section along Kyeemyindaung Kannar Rd.)


There are a lot of business buildings and facilities including stock facilities relating port

logistic activities.


4-8





Type Number of



resettled Remarks


storey usual houses

47 282

2


Usual building type

143 286




(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.


FINAL REPORT

4-9

(5) S Section


Table 4.1.7 Number of Affected Premises/Persons in S Section


Type Number of



resettled Remarks


storey usual houses

21 126

2


Usual building type

88 176




(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.


4-10

(6) W Section


Table 4.1.8 Number of Affected Premises/Persons in W Section


Type Number of



resettled Remarks


storey usual houses

7 42

2


Usual building type

17 34




(Facilities of companies located newly in the area) (Road No.5)


There are no particular issues.


FINAL REPORT

4-11

(7) M Section


Table 4.1.9 Number of Affected Premises/Persons in M Section


Type Number of



resettled Remarks


storey usual houses

9 54

2


Usual building type

28 56




(Parami Rd.)


There are no particular issues.


4-12

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


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

Study

Relating

EIA

-Planning /Preparation

-Actual Environmental Survey

-Baseline study /Regal system study

-Implementation of EIA

-Submission of EIA Report

to Gov. of Myanmar

-Public Disclosure

-Approval by MOECAF

Study

Relating RAP**

-PAPs Inventory Survey

-Identification of PAPs

-Census Survey of PAPs*

-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

Priority Section Sub-Section Number of persons to be resettled

1st Priority

(1) N 94

540 (2) R1 R1 (1) 184 328

R1 (2) 144

(3) E 118

2nd Priority

(4) R2 R2 (1) 236

804

1,292 R2 (2) 568

(5) S 302 (6) W 76 (7) M 110


FINAL REPORT

CHAPTER 5

PROJECT COST ESTIMATES

AND ECONOMIC EVALUATION


FINAL REPORT

5-1

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 (Type of Superstructure)

Unit Price (JPY/m2)

Cost Ratio (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

Items Unit Price (USD/m2)

Piled Slab 410 Arterial Road (Improvement) 126 Arterial Road (New Construction) 284



5-2

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)


Table 5.1.4 Estimated Project Cost (R1-1 Section)


Expressway Arteria l Road Total

(Mi l . USD) (Mi l . USD) (Mi l . USD)

Construction Cost

Direct Construction Cost

Road Work (At‐grade) 150 59 209

Structura l Works 162 0 162

O/M Center 3 0 3

ITS Faci l i ties 5

Subtota l of Direct Cost 315 59 374

Indirect Construction Cost

Commercia l Tax (5%) 15 2 18

Phys ica l Contingency 31 5 37

Subtota l of Indi rect Cost 46 7 55

Total Construction Cost 361 66 429

Engineering Services Cost

Des ign Cost 7 2 8

Supervis ion Cost 19 4 23

Total Engineering Services Cost 26 6 31

Grand Tota l 387 72 460

Items



Construction Cost




ITS Faci l i ties 2








Des ign Cost 13 1 13




Items


FINAL REPORT

5-3



Table 5.1.6 Estimated Project Cost (E Section)




Construction Cost




ITS Faci l i ties 1








Des ign Cost 6 1 6




Items



Construction Cost




ITS Faci l i ties 1








Des ign Cost 9 1 9




Items


5-4







Construction Cost




ITS Faci l i ties 2












Items



Construction Cost




ITS Faci l i ties 3












Items


FINAL REPORT

5-5

Table 5.1.9 Estimated Project Cost (W Section)


Table 5.1.10 Estimated Project Cost (M Section)




Construction Cost




ITS Faci l i ties 2








Des ign Cost 5 1 6




Items



Construction Cost




ITS Faci l i ties 1












Items


5-6

Table 5.1.11 Estimated Project Cost (S Section)




Construction Cost




ITS Faci l i ties 2












Items


FINAL REPORT

5-7

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 India’s 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 Traffic Control Centre *1 170 million JPY

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


N

R1‐1

R1‐2

E

R2‐1

R2‐2

W M S N

R1‐1

R1‐2

E

R2‐1

R2‐2

W M S

Total

Traffic Control System

Traffic Control Center 170 LS 170

Road Side Faci l i ties 15 per km 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

Tol l Col lection System 8per tol l

booth8 4 4 2 6 9 5 4 2 64 32 32 16 48 72 40 32 16 352

Total 1817

=18 million USD

UnitItems

Unit

Cost

(mi l l ion

USD)

Quanti ty by section Cost (mi l l ion JPY) by section


5-8

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

Period

2015 – 2044 (30yrs: 1year delayed from YUTRA)

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.


FINAL REPORT

5-9

Table 5.2.2 Economic Costs Comparison between YUTRA and YUEX Survey

(USD Million)

No. Project Title Economic Cost for

YUTRA

(USD Mil.)

Economic Cost for

YUEX

(USD Mil.)

Remarks

RD-06 N Section 214.2 364.7

RD-07

Inner Ring Section

(Phase-1): R1-1 Section

527.0 633.3 Separated into

two (2) sub

projects in this

survey. Inner Ring Section


283.9

RD-08 Inner Ring Section


267.8 738.7

RD-09 E Section 342.6 413.1

RD-10 W Section 312.8 249.1



502.4 984.3


(Phase-4): S Section

368.9 638.4

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

No. Project Title EIRR

(%)

NPV

(USD Mil.) B/C

RD-06 N Section 28.0% 1,400 4.7

RD-07

Inner Ring Section

(Phase-1): R1-1

Section

22.0% 1,000 2.7

Inner Ring Section

(Phase-1): R1-2

Section

12.7% 70 1.3

RD-08

Inner Ring Section

(Phase-2): R2-1

Section

8.5% -160 0.7


5-10

RD-09 E Section 15.1% 110 1.5

RD-10 W Section 30.0%+ 380 5.0

RD-11

Inner Ring Section

(Phase-3): R2-2

Section

18.0% 180 1.7


(Phase-4): S Section 25.5% 120 2.3

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.


FINAL REPORT

5-11

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 YUTRA’s 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 project’s 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%

RD-07 Inner Ring Section (Phase-1): R1-1 Section -2.9%

Inner Ring Section (Phase-1): R1-2 Section 0.2%


RD-09 E Section -3.6%

RD-10 W Section 6.2%


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 Government’s 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.


FINAL REPORT

CHAPTER 6

IMPLEMENTATION SCHEDULE


FINAL REPORT

6-1

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.

Project for Com

prehensive Urban Transport Plan of the G

reater Yangon (YUTR

A) D

ata Collection Survey for the Yangon U

rban Expressway (YU

EX) Project FIN

AL

REPO

RT

6-2

Source: Y

UE

X S

urvey Team

Fig

ure 6.1.1

Ten

tative Imp

lemen

tation

Sch

edu

le un

til 2025

I I I I II IV I I I I I I IV I I I I I I IV I I I I II IV I I I I I I IV I I I I I I IV I I I I II IV I I I I I I IV I I I I I I IV I I I I I I IV I I I I I I IV

Feas ibi l i ty Study

Preparation of EIA, RAP

Pledge and L/A

Procurement of D/D Consul tant

Deta i led Des ign (N Section)

Deta i led Des ign (R1‐1 Section)

Deta i led Des ign (R1‐2 Section)

Deta i led Des ign (E Section)

Procurement of C/S Consul tant

(N Section)

(R1‐1 Section)

(R1‐2 Section)

(E Section)

Pre‐construc on Services(Tendering)

(N Section)

(R1‐1 Section)

(R1‐2 Section)

(E Section)

Construction and Supervis ion

(N Section)

(R1‐1 Section)

(R1‐2 Section)

(E Section)

Post Construc on Services (Defect Liabi l i ty Period)

Land Acquis i tion/Resettlement

20202016Financia l Year

2021 2022 2023 2024 20252015 2017 2018 2019


FINAL REPORT

CHAPTER 7

SUGGESTIONS FOR APPROPRIATE

OPERATION AND MAINTENANCE


FINAL REPORT

7-1

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 Yangon–Mandalay 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.)


7-2

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 2 – 4 2 – 4

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



FINAL REPORT

7-3

Source: Expressway Maintenance Unit (EMU) of PW

Figure 7.2.1 Map of Yangon-Mandalay Expressway

Yangon

Naypyitaw

Sagar inn

Mandalay

325.12 km

242.28 km

21.92 km


7-4

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.


FINAL REPORT

7-5

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

Items Length

(km)

Traffic Volume (Veh./day, 2012)

2011 2012 2013

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


7-6

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


FINAL REPORT

7-7

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)


7-8

Table 7.3.1 Outline of Tasks of Departments in EMU

Department Outline of tasks

Civil Department To maintain the structural strength, geometrical formation

To develop road safety

Mechanical Department To assist civil engineers in the field with machineries

To conduct O/M of machineries

Electrical Department To install lighting, solar powered lights

To conduct O/M of electrical works in rest camps

Administrative Department To collect toll fares

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

Operation Offices

(Miles / Furlongs)

(1) No(3) Junction (1/0)

(2) Myo Yoe Taung (20/5)

(3) Baw Natt Gyi (40/3)

(4) (42) mile

(5) Mayan Chaung (68/5)

(6) Ye New (83/6)

(7) Aung Myae Gone (85/7)

(8) Kun Chaung (105/5)

(9) Pyuu Chaung (115/5)

(10) Shwe Nyaung Pin (134/2)

(11) Yay Shan Gone (142/4)

(12) Ywar Thit (154/2)

(13) Tha Ga Ya (176/4)

(14) Kayin Lel Kyin (179/2)

(15) Yepyar (192/0)

(16) Palway (204/5)

(17) Pan Tin (221/1)

(18) Sin Thei (242/3)

(19) Yin Khat Gone (258/0)

(20) Chaung Kauk (283/1)

(21) Kan Kaung (293/0)

(22) Kan Pat Lel (312/1)

(23) Pyin Si (325/7)

(24) Ou Min (342/1)

(25) Saga Inn (352/3)



FINAL REPORT

7-9

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

(within annual budget) 2.944 4.309 3.272



7-10


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 doesn’t 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 doesn’t 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


2.944

18.466

10.86

2.9444.309

3.272

0.00

2.00

4.00

6.00

8.00

10.00

12.00

14.00

16.00

18.00

20.00

2011 2012 2013

Ann

ual a

nd O

/M b

udge

t (B

illio

n K

yat)

Fiscal Year

Annual Budget O/M budget


FINAL REPORT

7-11

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



7-12

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

12 Concrete Texturing Machine

1


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

2 AC Paver 6 8 Bitumen Heater & Sprayer

1

3 Tandem or Vibration Roller

5 9 Bitumen Distributer 1

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)


FINAL REPORT

7-13

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.


7-14

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


FINAL REPORT

7-15

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)

Inspection of road structures

Standard / manual are not equipped

Inspection is conducted by EMU directly (not outsourced to specialists)

Only visual base periodical inspection is conducted

Not sufficient inspection equipment / tools are existed

Asset Management System (BMS / PMS) is not developed

Road maintenance works


Maintenance works are conducted EMU directly (not outsourced to specialists)

Mainly simple routine works such as cleaning, mowing etc. and rehabilitation of damaged structures (Pavement etc.) are conducted.

Toll collection


Toll collection is conducted EMU directly (not outsourced to specialists)

Toll fares are collected by manual base

ETC system has not yet being introduced

Traffic control


Traffic information collection and provision are not conducted on the 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.


7-16

Table 7.4.2 Outline of O/M Works of Expressways

Items Outline of Works

Overall Management

Development of business plan, financing plan

Management of budget allocation and implementation

Development of required standards and manuals

Management of contract

Coordination with relevant organizations

Supervision of inspection and maintenance works, toll collection works and traffic control works

Inspection and Maintenance 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

Prioritization of deterioration and rehabilitation

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

Toll Collection Works

Development of plan of toll collection methods, facilities, required toll collection lanes (booths), required toll collectors

Response of inquiries from road users etc.

Implementation of toll collection works

Matching, storage and transmission of collected toll fares

Traffic Control Works

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.

Enforcement and warning of violated vehicles with traffic police

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.


FINAL REPORT

7-17

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.


7-18

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 inspection

To confirm initial condition of structures When constructed and/or renovated

Routine inspection

To confirm general situation of road traffic and structures to ensure safe and smooth traffic

4 to 7 times per 2 weeks

Periodic inspection

To confirm overall condition of structures

To confirm damages of structures / places where influences of third parties are forecasted

1 time per year

Detailed inspection

To get detailed condition of structures

To confirm soundness of structures 1 time per 5 year

Emergency inspection

To confirm condition of structures after natural disasters, unusual weather etc.

As necessary


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.


FINAL REPORT

7-19


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,


7-20

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 vehicle・hour).


FINAL REPORT

7-21

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

Fiscal Year

Time loss at toll gate (104 vehicle・hour) Rate of ETC users (%)

96% decreased

Time Loss at toll gate Rate of ETC users


7-22

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.


FINAL REPORT

7-23


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.


FINAL REPORT

CHAPTER 8

CONCLUSIONS AND

RECOMMENDATIONS


FINAL REPORT

8-1

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


8-2

Government’s 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.

Project for Comprehensive Urban Transport Plan of the Greater Yangon (YUTRA) Data Collection Survey on The Project for Construction of Yangon Urban Expressway (YUEX)

FINAL REPORT

APPENDIX 1-1

PRESENTATION MATERIAL(1)

YUEX YANGON URBAN EXPRESSWAY

AGGENDA OF DISCUSSION

1. INTRODUCTION OF YUEX STUDY TEAM UNDER YUTRA STUDY

W h

2014 2015 2017 2022

Feasibility Study(9 months)

SupplementalStudy (1 month)

We are here now.

Selection of ( )

Tender/Construction (48 months)

Detailed Design

(18 months)

Consultant(6 months)

2. INTRODUCTION OF THE PROPOSED PROJECT (YUEX AND YORR)

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

1

5. FURTHER SCHEDULE

6. OTHERS IF ANY

What is YUEX ?What is YUEX ?

2

Project for Comprehensive Urban Transport Plan of the Greater Yangon

PROPOSED FUTURE MEGA PROJECT

YANGON URBAN EXPRESSWAY

(YUEX)(YUEX)

ALMEC

Oriental ConsultantsOriental Consultants

NIPPON KOEI3

(Wai Za Yantar Road)

OULINE OF YUEX

4


1. BACKGROUND OF THE PROPOSAL

1) ROAD NETWORK PROPOSED IN SUDP (2013)

Construct high‐capacity road network to cope with future traffic demandtraffic demand.

Radial‐circumferential road system is intended.

1) The outer ring road located in suburban area (less land acquisition issue)1) The outer ring road located in suburban area (less land acquisition issue) was proposed to enhance decentralization of the urban area.

2) The inner rind road was proposed as an additional option for further study.

F R d N k f G Y i(PW Plan)

2018 2025 2040 Additional

Road]

n of

al Road

2018 2025 2040 Additional

Future Road Network for Greater Yangon ‐ tentative( )

Improvementof E‐WCorriror 2

[Inne

rRing R

Constructio

Elevated

Radia

5

Legend:: Road to be constructed: Completed Road: Existing Road



Source: The Project for the Strategic Urban Development Plan of the Greater Yangon, JICA, 2013


2) ROAD NETWORK PROPOSED IN YUTRA (2014)2) ROAD NETWORK PROPOSED IN YUTRA (2014)

Traffic demand forecast was conducted and it concluded that;

1) Th i i d k h ll b h b b h id i d ffi1) The inner ring road network shall be strengthen to absorb the recent rapid increased traffic demand.

2) The outer ring road shall be strengthen later depending on the development of the suburb area.

Future Road Network for Greater Yangon ‐ definitive2018 2025 2035 after 2035

6Source: The Project for Comprehensive Urban Transport Plan of the Greater Yangon, JICA, 2014


2. OUTLINE FEATURES OF YUEX

***k l U b E

1) STRATEGIC LAYOUT OF YUEX TOWARD 2025NEW

AIRPORT

***km long Urban Expressways

‐ Circular road network in NE area

o.3

‐ Integration with Y‐N‐M Expressway, thefuture new airport and the Thilawa SEZ‐ Diversion of the logistic route to suburban

Road

No

areas to ease traffic jam in the city‐Expansion of Road Capacity in the densebuilt‐up area by the elevated viaductsbuilt up area by the elevated viaducts‐ Future backbone of intra urban activities‐ Accelerate the development of suburbanarea by the ring network of YUEX/YORRarea by the ring network of YUEX/YORR

to Thilawa SEZ

7

: Proposed Expressway by 2025

: Proposed Arterial Road Improvement by 2025: Proposed/On‐going New Sub‐Centers: Proposed Logistic Terminal/Depot

YUEX YANGON URBAN EXPRESSWAY2) CROSS SECTIONAL CONCEPT OF YUEX

4 lanes Urban Expressways on Existing 6 lanes Aarterial roads‐ Expansion of Road Capacity in the dense built‐up areaEl d i d “ ” h i i id i l d‐ Elevated viaduct structure “on” the existing wide arterial roads

(CURRENT ARTERIAL ROADS) (IMAGE OF ELEVATED EXPRESSWAY)

6 lanes road (width of each lane is approx. 3.6m.) (Before: Traffic Jam) (After: Free Flow)

(PROPOSED YUEX)

8

See perspective movie

9

3) TRAFFIC DEMAND FORECAST BY YUTRA (2014)

The results of the traffic demand forecast indicated;;

1) Most of the major arterial roads will be saturated in “DO‐NOTHING” case.

2) The capacity of the arterial roads need to be extended but the widening will be a difficult d t l d i itimeasure due to land acquisition.

3) In YUTRA/SUDP, “viaduct ring road” was proposed to extend the capacity of the arterial roads. Also the modal split to MRT was considered in the traffic analysis.

10DO-NOTHING CASE

(2035)DO-MAXIMUM CASE

(2035)

4) PROJECT EVALUATION BY YUTRA (2014)

Preliminary economical/financial evaluation was conducted by YUTRA MP in 2014.

EIRR 18%EIRR 18%

B/C 1.7

FIRR 13.1%

11


3. PROPOSED ALIGNMENT OF YUEX

S di lSee appendix pls.

12


4. TECHNOLOGY CHALLENGING1) Application of Precast Prestressed Concrete Beam1) Application of Precast Prestressed Concrete Beam

・Construction of Viaduct Structure on the Existing Arterial RoadsTraffic flow on the arterial roads shall be maintained even during the construction of YUEX (mainly viaduct structures.Need Quick Girder Erection ⇒ Apply Precast Concrete Beam

[Characteristic][Characteristic]・The precast prestressed concrete beams are manufactured at a factory/fabrication yard outside the project site.

・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.

13

Source: Study Team

2) Application of Screwed Steel Pile

・A lot of buildings/houses along YUEXIt is important to minimize noises vibrations and deformations ofIt is important to minimize noises, vibrations and deformations of ground conditions caused by piling work.

Against the abo e iss es ⇒ Appl Scre ed Steel PileAgainst the above issues ⇒ Apply Screwed Steel Pile

[Characteristic]・It is possible to make small footing and reduce noise vibration and・It is possible to make small footing and reduce noise, vibration and

deformation of ground conditions.・This pile can be applied over 60m depth.

Source: JFE Steel Corporation http://www.jfe-steel.co.jp/products/construction/1mai_best/best05.html

14

3) Advanced ITS Devices on the Expressway

15

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