REPUBLIC OF THE UNION OF MYANMAR

RESEARCH STUDY
ON
REVIEW AND APPLICATION OF THE BRIDGE
ENGINEERING TRAINING CENTRE PROJECT
IN
MYANMAR

FINAL REPORT

SEPTEMBER 2012

JAPAN INTERNATIONAL COOPERATION AGENCY

ORIENTAL CONSULTANTS CO., LTD.
INTERNATIONAL DEVELOPMENT CENTER OF JAPAN INC.
TECHNOLOGY CENTER OF METROPOLITAN EXPRESSWAY (TECMEX)
FUKKEN CO., LTD. EI
EAST NIPPON EXPRESSWAY COMPANY LIMITED JR
12 - 195
REPUBLIC OF THE UNION OF MYANMAR

RESEARCH STUDY
ON
REVIEW AND APPLICATION OF THE BRIDGE
ENGINEERING TRAINING CENTRE PROJECT
IN
MYANMAR

FINAL REPORT

SEPTEMBER 2012

JAPAN INTERNATIONAL COOPERATION AGENCY

ORIENTAL CONSULTANTS CO., LTD.
INTERNATIONAL DEVELOPMENT CENTER OF JAPAN INC.
TECHNOLOGY CENTER OF METROPOLITAN EXPRESSWAY (TECMEX)
FUKKEN CO., LTD.
EAST NIPPON EXPRESSWAY COMPANY LIMITED
 TABLE OF CONTENTS
Page

CHAPTER-1: INTRODUCTION
1.1 STUDY BACKGROUNDS 1
1.2 STUDY OBJECTIVES 1
1.3 STUDY IMPREMENTATION METHOD 3
1.4 MEMBER OF THE STUDY TEAM, SCHEDULE OF FIELD SURVEY 5
1.4.1 Member of the Study Team 5
1.4.2 Schedule of the Field Survey 5

CHAPTER-2: BETC PROJECT REVIEW AND LESSONS LEARNED

2.1 OUTLINE OF THE BETC PROJECT 8
2.1.1 Project Backgrounds 8
2.1.2 Preparation for the Project 9
2.1.3 Contents of the Project 11
2.1.4 Activities after the Project 23
2.2 STUDY METHOD 25
2.2.1 Subject of evaluation (simulated PDM) 25
2.2.2 Implementation procedure of evaluation 27
2.2.3 Evaluation restrictions 29
2.2.4 Outline of past evaluations 30
2.3 RESULTS OF EVALUATION (RELEVANCE, EFFECTIVENESS, IMPACT, EFFICIENCY,
AND SUSTAINABILITY) 32
2.3.1 Relevance 32
2.3.2 Effectiveness 34
2.3.3 Impact 44
2.3.4 Efficiency 48
2.3.5 Sustainability 54
2.4 COMPREHENSIVE EVALUATION OF THE BETC PROJECT 64
2.5 LESSONS LEARNED FROM THE BETC PROJECT 66
2.5.1 Promoting and impeding factors 66
2.5.2 Lessons learned from the BETC Project 67

CHAPTER-3: SEQUEL TO THE BETC PROJECT

3.1 OUTLINE OF ROAD AND BRIDGE SECTOR IN MYANMAR 73
3.1.1 Characteristics of the transport network 73
3.1.2 Current status of roads and bridges 78
 3.2 STUDY ON CURRENT STATUS AND PROBLEMS OF BRIDGE PROJECT
MANAGEMENT SYSTEM IN MYANMAR 82
3.2.1 General situation after the BETC Project 82
3.2.2 Current status and problems 82
3.3 STUDY ON CURRENT STATUS AND PROBLEMS OF EXISTING BRIDGES IN
MYANMAR 92
3.3.1 Bridge survey (local roads) 92
3.3.2 Bridge survey (major trunk roads) 102
3.4 NEEDS IN BRDIGE SECTOR 107
3.4.1 Needs from road and bridge sector study 107
3.4.2 Needs from the survey on the software side of bridge sector 114
3.4.3 Needs from the survey on the hardware side of bridge sector 119
3.5 POSSIBILITY OF JAPANESE FUTURE COOPERATION IN BRIDGE SECTOR IN
MYANMAR 121

CHAPTER-4: SUGGESTION TO FUTURE TECHNICAL COOPERATION PROJECTS

4.1 SUGGESTION TO GENERAL TECHNICAL COOPERATION PROJECTS 125
4.2 SUGGESTION TO THE PROJECT FOR IMPROVEMENT OF ROAD TECHNOLOGY
IN DISASTER AFFECTED AREA 128
4.3 CASE STUDY SUGGESTION TO TECHNICAL COOPERATION PROJECT FOR
BRIDGE MAINTENANCE 131
4.3.1 Project plan 131
4.3.2 Application of lessons from the BETC Project 134

APPENDIX
Appendix-1: List of Completed Bridges, 180ft and above in length, since 1988
Appendix-2: Bridge Diagnosis (Field Survey)
 RESEARCH STUDY ON REVIEW AND APPLICATION OF
THE BRIDGE ENGINEERING TRAINING CENTRE PROJECT IN MYANMAR
FINAL REPORT

1. INTRODUCTION

1.1 STUDY BACKGROUNDS

JICA has carried out the Bridge Engineering Training Centre Project (the BETC Project) for 6
years from 1979 to 1985 in Burma. Both an In-Center Training and an On-the-Job Training
(OJT) at actual construction site of precast concrete (PC) bridge were conducted in the Project
and bridge construction technologies were transferred to 57 engineers in the In-Center
Training and 25 engineers and 120 technicians in the OJT. Even after completion of the
Project, bridge engineers who had taken the training have been carrying out bridge design and
construction supervision in Myanmar. These projects helped the trainees to maintain their
technologies and also to give young bridge engineers chances of the On-the-Job Training.
Bridge technologies which originated from the BETC Project have still been carried on up until
today. Bridge construction is essential in Myanmar especially in the Irrawaddy delta in order to
ensure all-year traffic, therefore, it can be considered that the BETC Project was successfully
completed because design and construction technologies were transferred suitably in the
Project and many bridges have been constructed after the Project by their own self-reliant
efforts as a result.

On the other hand, there are few reports in which lessons and backgrounds of the BETC
Project are compiled systematically, while there are many reports in which result of the Project
are retained for record. Compiling and analyzing the lessons learned from the BETC Project
become an urgent issue because BETC-related persons are decreasing both in Myanmar and
Japan. Chances of activation of JICA Project in Myanmar are high nowadays, therefore,
lessons from the BETC Project can be helpful information for JICAs future cooperation to
Myanmar.

1.2 STUDY OBJECTIVES

Considering above study backgrounds, objectives of the Study are set as follows;

a) To compile Outputs and issues of the BETC Project and identify success factors and
lessons by surveying status of utilization of technologies after the BETC Project which
were transferred to engineers in the Project and current status of bridge sector,

b) To identify needs for capacity development in Myanmar by researching current status and
issues in bridge sector, and

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RESEARCH STUDY ON REVIEW AND APPLICATION OF
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c) (Considering above a) and b)) To show how to utilize lessons learned from the BETC
Project in future projects, such as currently-projected technical cooperation in road
technology improvement project in disaster-prone areas and future capacity development
project in bridge sector.

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1.3 STUDY IMPREMENTATION METHOD

Figure 1.1 shows implementation flow of the Study. Firstly, the Study Team reviewed existing
reports and carried out an interview survey to the BETC-related persons in Japan. Then,
backgrounds, objectives and overall goal of the BETC Project were summarized in a form of
Project Design Matrix 1 (PDM). PDM had not been made at that time, therefore, it was
simulated in this study. Next, evaluation grid was made using simulated PDM and review of
the BETC Project was conducted based on interview survey and review of existing documents
and drawings in Myanmar. Based on results of the evaluation and the site investigation of
existing bridges, which had been constructed after the BETC Project, promoting and impeding
factors against outcomes of the BETC Project were summarized and lessons were drawn.

And based on survey of existing bridges and present status of road and bridge sector in
Myanmar, the Study Team grasped present problems and needs of bridge development in
Myanmar and possibility of Japanese future cooperation was studied. Furthermore, the Study
Team studied how lessons from the BETC Project could be applied to future Japanese
technical cooperation projects, considering local needs and present problems.

Figure1.1 Implementation flow of the Study

1
Detailed explanation of PDM is in Chapter-2.

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RESEARCH STUDY ON REVIEW AND APPLICATION OF
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Internal committees consisting of ex-experts of the BETC Project and JICA staff were held
three times in this Study. Details of the committee are shown below.

First internal committee

Date 16th April 2012

Contents Confirmation of backgrounds and implementation method of the Study,

Advice to the Study Team from members of the committee

Second internal committee

Date 26th June 2012

Contents Report of field survey

Third internal committee

Date 7th August 2012

Contents Discussion on contents of Draft Final Report

Members of the committee are listed below.

Hajime ASAKURA (ex-expert of the BETC Project: 1979.12.201982.3.31)

Yukitake SHIOI (ex-expert of the BETC Project: 1981.2.281981.3.16)

Minoru FUJIWARA (ex-expert of the BETC Project: 1984.1.41985.7.13)

Moriyasu FURUKI (JICA expert)

Koichi YOKOYAMA (ex-expert of the BETC Project: 1982.3.31984.3.31)

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FINAL REPORT

1.4 MEMBER OF THE STUDY TEAM, SCHEDULE OF FIELD SURVEY

1.4.1 Member of the Study Team

Members of the Study Team are listed below.

Table 1.1 Member of the Study Team

Assignment Name Company
ORIENTAL CONSULTANTS CO.,
Team Leader Isamu GUNJI
LTD. (OC)
Deputy Team Leader/ INTERNATIONAL
Mimi SHEIKH DEVELOPMENT CENTER OF
Project Evaluation JAPAN Inc.
TECHNOLOGY CENTER OF
Road and Bridge Expert-1 Yoshifumi NAGATA METROPOLITAN EXPRESSWAY
(TECMEX)
EAST NIPPON EXPRESSWAY
Road and Bridge Expert-2 Tadashi MARUYAMA
COMPANY LIMITED

Construction Management Specialist Hiroyuki KAKEMOTO FUKKEN CO.LTD

INTERNATIONAL
Transport Specialist Atsushi SAITO DEVELOPMENT CENTER OF
JAPAN Inc.
ORIENTAL CONSULTANTS CO.,
Coordinator Yasuhisa SUGANUMA
LTD. (OC)

EAST NIPPON EXPRESSWAY

Supporting Staff-1 (Bridge Engineer) Tsuyoshi HIROSE
COMPANY LIMITED

ORIENTAL CONSULTANTS CO.,

Supporting Staff-2 (Bridge Engineer) Isao NAMIKAWA
LTD. (OC)

1.4.2 Schedule of the Field Survey

The Study Team conducted a field survey in Myanmar from 7th May 2012 to 4th June 2012.
The survey schedule is shown below.

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Table 1.2 Schedule of the Field Survey

Date Survey schedule
7 May 2012 (Mon) NaritaBangkokYangon(Gunji, Nagata, Maruyama, Saito, Kakemoto,
Namikawa, Suganuma)
8 May (Tue) (AM)JICA Myanmar Office courtesy call
(PM)Site investigation in Yangon
9 May (Wed) (AM) Move to Nay Pyi Taw
(PM) PW courtesy call
10 May (Thu) (AM) Move to Yangon
(PM) Discussion with TOP Consultant
11 May (Fri) (AM) Meeting with TOP Consultant
(PM) Office work in Yangon
Hiroses arrival in Yangon
12 May (Sat) Office work in Yangon
Site investigation in Mawlamyaine (Maruyama, Hirose)
13 May (Sun) Office work in Yangon(Gunji, Saito, Suganuma)
Site investigation in Yangon (Nagata, Kakemoto, Namikawa)
Bridge investigation in Mawlamyaine (Maruyama, Hirose)
Sheikhs arrival in Yangon
14 May (Mon) (AM) Meeting with TOP Consultant
(PM) Meeting with PW Yangon office
Visiting Thuwunna Bridge and Thuwunna Training Centre
Survey on national highway from Mawlamyaine to Nay Pyi Taw
(Maruyama, Hirose)
15 May (Tue) Office work in Yangon
Interview to BETC-related person (Sheikh)
Survey on national highway from Nay Pyi Taw to Mandalay (Maruyama,
Hirose)
16 May (Wed) Office work in Yangon
Interview to BETC-related person (Sheikh)
Site investigation in Mandalay (Maruyama, Hirose)
17 May (Thu) Office work in Yangon
Interview to BETC-related person (Sheikh)
Site investigation in Mandalay (Maruyama, Hirose)
18 May (Fri) Office work in Yangon
Interview to BETC-related person (Sheikh)
Move from Mandalay to Yangon (Maruyama, Hirose)
19 May (Sat) Ngawun Bridge, Site investigation of Ayarwaddy bridge
Office work in Yangon(Maruyama, Hirose)
20 May (Sun) Team meeting, Office work in Yangon (Gunji, Nagata, Saito, Maruyama,
Hirose, Suganuma)
Pathein, Site investigation around Myaungmya (Sheikh, Kakemoto,
Namikawa)
YangonBangkokJapan (Maruyama, Hirose)
21 May (Mon) Office work in Yangon
Interview to BETC-related person (Sheikh)
22 May (Tue) Office work in Yangon
Interview to BETC-related person (Sheikh)
Interview to Yangon Technological University (Sheikh, Namikawa,
Suganuma)

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Date Survey schedule

23 May (Wed) Office work in Yangon
Interview to BETC-related person (Sheikh)
Interview to MES (Sheikh, Suganuma)
24 May (Thu) Office work in Yangon, Team meeting
Meeting with PW Nay Pyi Taw (Saito, Suganuma)
Visiting Thuwunna Training Centre and reviewing curriculum of bridge
training course (Sheikh, Namikawa)
25 May (Fri) Progress report to JICA Myanmar Office (Gunji, Suganuma)
Progress report to PW Yangon (Gunji, Suganuma)
Interview to BETC-related person (Sheikh)
YangonBangkokJapan (Gunji)
26 May (Sat) Move to Mandalay, Site investigation (Yadanarpon bridge (Nagata,
Kakemoto, Namikawa)
Office work in Yangon(Sheikh, Saito, Suganuma)
27 May (Sun) Site investigation (Pakokku bridge), Move to Bagan (Nagata, Kakemoto,
Namikawa)
Office work in Yangon(Sheikh, Saito, Suganuma)
YangonBangkokJapan (Sheikh)
28 May (Mon) Meeting with PW Yangon (Saito, Suganuma)
Site investigation (Malon bridge), Move to Nay Pyi Taw (Nagata, Kakemoto,
Namikawa)
29 May (Tue) Office work in Yangon
Move from Nay Pyi Taw to Yangon (Nagata, Kakemoto, Namikawa)
30 May (Wed) Office work in Yangon
31 May (Thu) Office work in Yangon
01 June (Fri) Meeting with PW Yangon
Office work in Yangon
02 June (Sat) Office work in Yangon
03 June (Sun) Office work in Yangon
04 June (Mon) (AM)Discussion at JICA Myanmar Office
(PM) Discussion at PW Yangon Office
YangonBangkokJapan (Nagata, Kakemoto, Saito, Namikawa,
Suganuma)
05 June (Tue) Arrival in Japan

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RESEARCH STUDY ON REVIEW AND APPLICATION OF
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2. BETC PROJECT REVIEW AND LESSONS LEARNED

This chapter outlines the BETC Project based on existing reports and evaluates the BETC
Project according to PDM. It also identifies factors that promote and impede the outcome of
the Project as a way to clarify lessons drawn from the Project.

2.1 OUTLINE OF THE BETC PROJECT

This chapter was written referring to Record of technology transfer and activities in Bridge
Engineering Training Centre, Thuwunna Kai and JICA: May 1998" and After the Bridge
Engineering Training Centre Project in Burma,Road, Minoru FUJIWARA: January 1986.

2.1.1 Project Backgrounds

The Burmese government was promoting development projects on agriculture and industry for
the purpose of economic growth of Burma at that time. However, enough outcomes could not
be obtained because of insufficient transportation infrastructure. Road network at that time did
not satisfy needs as means of transportation because total length and pavement ratio were
insufficient and road network development at delta area, such as the Irrawaddy delta, was
especially required. In order to improve these conditions and accelerate development of
transportation infrastructure, Construction Corporation (present Public Works, hereinafter PW)
set a goal of following two points as a key measure;

1) To extend existing road network and to improve pavement ratio and,

2) To build river crossing bridges at important locations in delta area, in order to achieve
connection of north-south trunk road

In order to achieve these objectives, the Burmese government requested Japan in May 1975
to provide technical support for training of civil engineers who could design and construct road
and bridge which were lacking in Burma at that time.

It was requested as a follow-up project for the planning of the Irrawaddy River Bridge
Construction, which had been conducted by JICA from August 1973 to October 1975, because
Japanese technology level for road and bridge construction was highly valued by the Burmese
government.

Construction Corporation requested Japan again in September 1976 to provide training

program for construction method of PC bridge, in which cement was procured in Myanmar and
used, for the purpose of establishing it as a core method in Myanmar.

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2.1.2 Preparation for the Project

(1) Dispatch of preliminary survey team (29th November 1976 16th December 1976)

Regarding above mentioned request from Myanmar, discussions were made among
Japanese authorities concerned and it was decided to carry out training course only for bridge
field for the meanwhile. After getting agreement from Burma side, three experts were
dispatched as a preliminary survey team which was chaired by Mr.Tetsuo Kunihiro (Director of
Public Works Research Institute, Ministry of Construction: at that time).

The preliminary survey team conducted discussions with Burmese authorities concerned,
visited existing bridges and construction site and collected related information in order to
confirm backgrounds of Burmas request and to study possibility and validity of cooperation by
technical cooperation center method. As a result, it was confirmed that the Project would be
needed to cultivate bridge engineers capable of contributing to development of infrastructure
in Burma and also cooperation from Burma side could be received sufficiently.

(2) Dispatch of Implementation Survey Team (16th March 1978 25th March 1978)

After receiving the report from the preliminary survey team, a discussion was held among
domestic related authorities. As a result, a team with 5 experts headed by Mr.Tetsuo Kunihiro
was dispatched. The period was planned to be from 16th March 1978 to 31st March 1978.The
purpose was to discussed with Burmese related persons about detailed plan on the BETC
Project, such as dispatch plan of Japanese experts, plan for provision of machinery and
equipment, acceptance plan of Burmese counterparts in Japan, construction plan of the
training center building, plan of actual bridge construction training, treatment for Japanese
experts, operation and management of the center, arrangement plan of Burmese staff and
schedule and cooperation period of Japanese technical cooperation. And the result of the
discussion was entered on the minutes of discussion.

After the team had discussed with Burma side for about a week, a site visit was conducted.
But the plane with the Team crashed on 25th March 1978. All experts of the team and two
Burmese counterparts died in the line of duty and the minutes of discussion have not been
signed.

Table 2.1 is a list of the people who died in the accident.

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RESEARCH STUDY ON REVIEW AND APPLICATION OF
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Table 2.1 List of the airline fatalities

Position Name Affiliation(at project time)
Director of Public Works Research Institute, Ministry of
Team Leader Mr.Tetsuo Kunihiro
Construction
Member Mr.Takashi Yamaki Department of Roads, Ministry of Construction
Public Works Research Institute, Ministry of
Member Mr.Toshio Furuya
Construction
Member Mr.Yasutoshi Shii Tokyo Expressway Public Corporation
Member Mr. Sadayuki Kato JICA
Traveling companion Mr.Norio Aikawa Ministry of Foreign Affairs
Principal, Thuwunna Central Training Centre, Ministry
Burmese Counterpart U Aye Pe
of Construction
Administrative Officer, Thuwunna Central Training
Burmese Counterpart U Hla Yin
Centre, Ministry of Construction

(3) Dispatch of short-term expert team (26th August 1978 2nd September 1978)

Because the Implementation Survey Team had a plane accident, the project had to be
temporarily suspended. Three short-term experts of a team that Mr. Tatsuo Asano
represented have been dispatched. This purpose was to confirm contents of discussion
between the team and Burma side and how to proceed the project. After the discussion, the
team fulfilled the purpose and felt the enthusiasm from Burma side for the Project.

(4) Dispatch of Implementation Survey Team (18th April 1979 4th May 1979)

Japanese Implementation Survey Team which has five members and headed by Mr.Kozo
IMAMURA (Director of Construction Department, Nagoya Construction Bureau, Japan
Highway Public Corporation at the time) as a team leader visited Burma. The team surveyed
states of bridge construction technology in Burma and local condition for dispatch of experts.
And discussions were held with Burmese related agencies on operational management for the
BETC Project and result of the discussion was entered on the minutes.

Regarding On-the Job Training which was essential for the Project, minutes were revised at
the time of arrangement of budgetary measures of both Japan and Burma, because the
budgetary measures had been unclear at the time of dispatch of the team.

The Record of Discussions between the Japanese Implementation Survey Team was signed
on 12th July 1979 and the BETC Project was started.

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(5) Dispatch of detailed design team (19th August 1979 2nd September 1979)

A detailed design team which has six members including Mr.Kiyoshi MIYAMOTO (Japan
Highway Public Corporation at the time) as a team leader was sent. Tasks to be done by the
team were to conduct necessary data collection on bridge construction plan for On-the-Job
Training in the BETC Project, to make necessary design documents for the bridge
construction plan and to make a report for provision of machinery and equipment by grant aid
assistance.

2.1.3 Contents of the Project

Trainees of the BETC Project were engineers of Construction Corporation and training on
bridge design and construction was carried out. There were In-Center Training and
On-the-Job Training in the BETC Project. 57 engineers studied design of bridge substructure,
reinforced concrete bridge and prestressed concrete bridge through the In-Center Training
and Thuwunna Bridge was built in the On-the-Job Training. Details of the BETC Project are
shown below;

(1) Project Operation

1) Operating structure of the Project

Operating structure of the Project is mainly stated in the minutes of discussion signed on 12th
July 1979 and minutes signed on 22nd May 1981. Based on these minutes, design technology
of PC bridge was transferred through lectures, exercises and experiments that were done in
In-Center Training in BETC at Thuwunna Central Training Centre. And bridge construction
technology was transferred in the On-the-Job Training through Thuwunna Bridge construction
project.

Responsibility of both Construction Corporation staff and Japanese experts were stated in
above mentioned minutes. Managing Director of Construction Corporation was responsible for
the entire project including Thuwunna Bridge construction. Principal of BETC was responsible
for management of BETC. Director of Thuwunna Bridge construction office was responsible
for the bridge construction. And Team Leader of Japanese expert presided over Japanese
experts and gave advice and introduction on technical matters to Managing Director of the
Construction Corporation, Director of Road Department, Principal of BETC and Director of
Thuwunna Bridge construction office. Japanese experts gave technical advice and instruction
to Burmese counterparts.

2) Project Co-ordination Committee and Project Implementation Committee

Project Co-ordination Committee was held at the timing of discussion on the bilateral

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agreement that were stated in the minutes. It was held only one time on 8th June 1982 for the
purpose of deliberation on the pros and cons of extension of the project period. Normal
matters were deliberated in Project Implementation Committee.

With a substantiation of On-the-Job Training, Project Implementation Committee which was

headed by Managing Director of Construction Corporation and consisting of Construction
Corporation staff and Japanese experts, was set up in Construction Corporation for the
purpose of success of Thuwunna Bridge construction Project. The committee was held 24
times in total from 1981 to 1985.

3) Domestic support system in Japan

The BETC Establishment Committee, which was headed by JICA administration officer and
consisting of JICA staff and staff of related agencies, was set up in JICA for the purpose of
deliberation on basic policy for cooperation of the Project, implementation plan, investigation,
dispatch of experts, provision of machinery and equipment and plan of training of Burmese
personnel in Japan, etc.

Expert Committee consisting of persons who belonged to dispatching undertaking authority

was set up under the committee. This committee contributed to smooth implementation of the
Project as a domestic supporting organization keeping close coordination with Japanese
experts in Myanmar.

(2) Support from Japan

The BETC Project was carried out by way of JICA Technical Cooperation Project. This system
focuses on dispatch of Japanese experts, provision of machinery and equipment and training
of Burmese personnel in Japan. Futhermore, detailed design of Thuwunna Bridge was also
done in a JICA development study because a bridge was to be built during the process of
techical transfer in this Project. And machineries and equipments that were necessary for the
construction were provided by grant aid assistance.

1) Dispatch of Japanese Experts

50 experts in total, 22 long-term experts and 28 short-term experts, were dispatched during 6
years project period. Total amount of cost for the dispatch was about 760 million yen.
Short-term experts were dispatched according to the progress of the Project. Regarding the
In-Center Training, twelve short-term experts were dispatched to give lectures on soil
mechanics, foundation mechanics, microcomputer, etc. Regarding the OJT, thirteen
short-term experts were dispatched to teach how to operate construction machineries such as
crane. And three experts were dispatched to set up and run the Project.

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2) Provision of machinery and equipment

Total amount for provision of machinery and equipment during the Project corresponded to
580 million Yen.

3) Training of Burmese personnel in Japan

Total number of trainees which were accepted through the Project was thirty one and most of
them were counterpart or trainee of the Project. Contents of the training in Japan were
surveying condition of road and bridge in Japan, studying design technology in private
companies and studying construction technology at actual bridge construction sites.

4) Detailed design

Detailed design of Thuwunna Bridge was conducted in fiscal 1979 and working administrative
committee for Thuwunna Bridge construction was organized in JICA.

5) Grant aid assistance

Total amount of grant aid assistance in fiscal 1980 for the purpose of constructing Thuwunna
Bridge corresponded to 500 million Yen.

6) Dispatch of the Study Team

Thirteen study teams including fifty five members in total were dispatched from preliminary
survey team in November of 1976 until evaluation team in June of 1985.

(3) In-Center Training

1) Outline

Original goal of the In-Center Training was to make Burmese bridge engineers learned how to
design PC long-span bridge. At the beginning, the training started with an aim to make 20
engineers in a year, who could design PC long-span bridge. However, conditions in Burma at
that time were as follows;

Lower level of Burmese civil engineering than expected,

Only a few chances of bridge construction for engineers due to small-scale project,

No experience of almost Burmese civil engineers on bridge design,

Ten PC bridges had been already built at that time, but nothing more than copy of New
Thaketa Bridge constructed in 1962 by technical aid from Canada,

No design calculation sheet of reinforced concrete bridge

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Because of those above mentioned matters, it was proved that making all 20 trainees learned
design method of PC long-span bridge in a year was difficult.

Therefore, the original goal was changed. Being a general bridge design engineer became a
goal for trainees in Basic Course. And learing design method of PC long-span bridge was a
target in the counterpart training (Advanced Course) only for selected persons amoung
counterparts and trainees.

2) Preparation for commencement of the training (from July 1979 to March 1980)

Until dispatching the first expert team in December 1979, following items were preparered in
Japan in terms of In-Center Training;

Policy and contents of In-Center Training,

Selection of testing equipment and making budget documents such as specifications,

Reference books and stationery

On April 1980, two counterparts were arranged and 20 trainees were selected for the
In-Center Training. The In-Center Training started on 21st April 1980.

3) Basic Course (training from fiscal 1980 to fiscal 1982)

From April 1980 to March 1983, one year training course was held. There were 57 trainees in
total, 20 trainees in the first year, 17 trainees in the second year and 20 trainees in the third
year. Trimester system was applied in each year. In the first term, lectures on basic theory,
which was essential for bridge design such as structural mechanics and soil mechanics, were
held. In the second term, lectures and exercises on design method of foundation, RC bridge,
PC bridge and Dywidag method were held. And in the thrid term, group execises on training
items for the second term were done targeting an actual planned bridge.

In the first year, Japanese experts took charge of almost lectures and exercises because
experience of Burmese counterparts was not sufficient. In the second year, two counterparts
who had completed previous years training course were joined as a counterpart. And lectures
and exercises were done by Burmese counterparts with Japanese expers advice and support.

In the third year, the counterparts gave lectures and exercises in Burmese because additional
two counterparts were joined, educational materials were supplemented and ability of the
counterparts was improved. In addition, counterpart training was also given such as design
exercises, workshop on the Japanese Specification for Highway Bridges and design of PC
bridge. Training method and outcomes are summarized bellow;

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a) Training method

Adoption of trimester system

At the beginning, semester system had been planned. However, additional term for training of
basic technology was decided to be supplemented because it had been proved that almost
trainees could not apply theory in practical works. The contents are as follows;

Adoption of the training method by using many examples

In order to improve their understanding, the training method was gradually shifted from theory
explanation to lectures using many examples since 1981. Way of training was based on a flow
of theory explanation example explanation exercises and it produced effectiveness.

Adoption of group system in the exercises

Group system was applied in the second term training. This way made a positive result due to
environment, in which they could easily consult with each other, and provision of detailed
teaching depending on each trainees ability. And grouping by training item was adopted in the
third term and it produced effectiveness in a short period.

Method of lecture

Burmese counterparts held lectures on their own initiative with advice and support from
Japanese experts since 1981, while lectures in the first year had been given by Japanese
experts based on lecture notes. Lectures in Burmese by the counterparts were easy to
understand for the trainees and they resulted in effective training.

Complement of counterpart

There had been two exclusive counterparts at the beginning, but excellent trainees were
selected and additionally appointed to be a counterpart after completion of Basic Course.
However, some of them were transferred to other department owing to circumstances of their
belonging agency and the training was bit affected.

b) Outcomes

57 bridge engineers were trained during the three years Basic Course

Standard design of RC bridge and PC bridge, corrected design of Thuwunna Bridge and
design document for 9 bridges were obtained in the design practice and result of the
training was used in actual bridge construction.

Burmese counterparts acquired ability to give lectures by themselves after three years
experience, while Japanse experts had prepared lecture note and given lectures at the
beginning of the Project.

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Lots of time was spent for learning fundamental knowledge because almost trainees had
not had basic knowledge on bridge design at the beginning. Technical level of graduate of
Basic Course remained at the level of learning basic knowledge and technology for bridge
design, and they could not be a engineer who could design PC long-span bridge
independently.

After the BETC Project, many trainees worked not in bridge sector but in a road
construction, road maintenance and architecture field, etc. except for persons who studied
in Advanced Course as a counterpart. It can be said that there was no way owing to less
chances of bridge construction in Burma at that time.

c) Others

It seems to have been very hard for the trainees to be separated from their families, stayed
one year in dormitory and had overtime study and homework.

Level of trainees in the second and third term was comparatively low because they
participated the Project by official order, while that of the first term had been selected
among applicants. Futhermore, ensuring 20 trainees was not easy, so only 16 trainees
could be obtained at the beginning of the third term.

4) Advanced Course (training from fiscal 1983 to fiscal 1984)

Advanced Course was held for 10 counterparts of Basic Course from April 1983 to March
1985 and training on design of Dywidag bridge, which was similar size as Thuwunna Bridge,
was given.

In the first year, superstructure group learned design theory of Dywidag bridge, while
substructure group learned design theory of reverse circulation drill method, caisson
foundation and temporary structure. In the second year, design practice on Ngawun Bridge,
which was similar size as Thuwunna Bridge, was done and data collection and preparation of
design calculation sheet and drawings were conducted.

Training method and outcomes of the Advanced Course are summarized below;

a) Training method

Adoption of two years training

Two years training system was adopted aiming to make trainees learned design technology of
PC long-span bridge. In fiscal 1983, design and construction of PC bridge by Dywidag method
and temporary structure were taught using translated textbook in English in order to transfer
necessary knowledge and design technology for practice of design of PC long-span bridge.
And practice for open caisson and steel bar arrangement which was a key of design were

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given. In fiscal 1984, design practice of Ngawun Bridge which was planned on Pathein -
Monywa Road was given aiming to transfer practical design technology of PC long-span
bridge in a consistent design work.

Selection of trainee

Number of trainee was only 10 and excellent personnels were selected from counterparts of
the Basic Course and trainees owing to advanced contents of the course.

Adoption of group work and practical work

Trainees were divided into two groups, superstructure group and substructure group. Group
leaders were arranged at each group and training with many excersises were done with their
own initiative.

b) Outcomes

Detailed design documents of Ngawun Bridge were made in a design practice in fiscal
1984.

After taking the Advanced Course, trainees could almost design PC long-span bridge
which was same type and similar size as Thuwunna Bridge. However, the training was
given to superstructure group and substructure group separately considering
effectiveness of the course, therefore, each trainee lacked in experience in the field which
was out of their purview, while the combined group could achieve the design. And
comprehensive knowledge and lots of experiences were required to learn high-level
technology such as arrangement of PC steel member, therefore, only one time experience
in this design practice was not enough.

c) Others

Advanced Course was an in-service training and trainees were required to have their
initiative. However, traditional way of education and work for Burmese engineers was
so-called top-down system and they tended to refuse to take action without instruction or
order from the top. Therefore, they were not good at carrying out their work from their own
motive. After 2 years training, it was improved gradually.

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(4) On-the-Job Training

1) Outline

Thuwunna Bridge is a PC bridge which was built over the Nga Moe Yeik River for the purpose
of connecting Thuwunna region in Thingangyun Township in Rangoon City and Thaketa
Township. The bridge length is 300m (30m70m100m70m30m) and the width is
11.8m (0.4m+1.5m8.0m1.5m+0.4m). Main bridge is three spans continuous PC box
girder by Dywidag method, which span arrangement is 70m100m70m with a center hinge,
and the approach bridges are simple composite girder bridge of 4 main girders by Freyssinet
method with span length of 30m.

Type of foundations at two piers located at the center of main bridge is open caisson with
length of 18m and 28m respectively and diameter of 14m. The foundations were constructed
using temporary islands with sheet piles and embankment which were made from both sides
temporary bridges. Other two piers and two abutments were located on shore and the
foundations were cast-in-place concrete piles by reverse circulation drill method with diameter
of 1.5m and length of 30 to 45m.

Design of Thuwunna Bridge was based on the Japanese Specification for Highway Bridges
and TL-20 was applied as the design live load. And value of design horizontal seismic
coefficient was 0.12 and design strength for concrete of superstructure was 350kg/cm.
Quantities of major material were 11.300cm of concrete (substructure 8,500cm,
superstructure 2,800cm), 824t of rebar and 365t of PC steel bar and wire.

Although there were only two Japanese experts arranged in the construction site, they
proceeded the construction work with teaching construction supervision method on various
types of work to Burma side. And Japanese skilled workers were sent depending on progress
of the construction and training for Burmese skilled workers and opertors was provided.
Regarding safety control, enough and sufficient equipments were sent from Japan.

Construction cost of Thuwunna Bridge was about 2 billion and 230 million yen in total which
consisted of 990 million yen for provision of machineries and equipments by Japanese grant
aid assistance and technical cooperation as part of foreign currency, and 1 billion and 240
million yen (as of end of March 1985 based on information from project engineers office of
Thuwunna Bridge construction Project, 1 kyat=30 yen) as part of Burmese domestic currency.
Breakdown of the domestic currency was 690 million yen of material cost, 210 million yen of
labor cost, 80 million yen of equipment ownership cost, 220 million yen of taking-over cost (tax,
shipping cost, etc.) for machineries and equipments and 40 million yen of field office expenses
(salary, electric fee, administrative fee, etc.). Above 4 items includes 24.31% of general
overhead expense respectively.

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Photo 2.1 Thuwunna Bridge (LeftOverall view, RightUnder slab at approach

bridge)(May 2012)

SourceMinoru FUJIWARA: After the Bridge Engineering Training Centre Project in Burma, Road, Jan. 1986

Figure2.1 General view of Thuwunna Bridge

2) Preparation for commencement of construction

Right after commencement of the Project, detailed design team had been dispatched from
August 1979 to September 1979 and design condition of Thuwunna Bridge was confirmed.
Base on this, detailed design of Thuwunna Bridge was conducted. And a team for explanation
of Draft Final Report was dispatched at the time of completion of draft version of detailed
design document in January 1980 and contents of the detailed design were confirmed
between Japanese experts and Burma side.

Two long-term experts incharge of on-the-job training were dispatched in April 1980 and
making construction plan and work for budgetary provision of both countries, which was
necessary for procurement of construction machinery and equipment, were carried out based
on detailed design documents. These works were mainly done by Japanese experts because
it was the first time for Construction Corporation to be involved such kind of construction work
and technical cooperation project.

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A construction plan document was made in November 1980 and construction order was given
after an approval by Minister of Construction. And temporary organization for the construction
was made in December 1980 and embankment for access road and construction yard of
Thuwunna side was started.

3) Preparation works

A discussion team was dispatched from March 1981 to April 1981 and minutes on the
on-the-job training were signed on 22nd May 1981. Based on this, organization of construction
office was made and 24 engineers were arranged under the Director of the office for each
department. And 330 workers were totally arranged under them consisting of 120 skilled
workers such as carpenters and smiths, 50 normal workers, 40 labors for light work (including
ladies and children), 50 night guards, 30 drivers, 25 administrative staffs and 15 draughtsmen
(The amount was at the peak of the construction.).

After that, collection of aggregate was started, machineries and equipments from Japan began
to arrive, building and warehouse were built in August 1981 and short-term experts were
dispatched. Construction of temporary facilities, such as fablication of concrete plant and
construction of temporary bridges at Thuwunna side, was started from September 1981.
Groundbreaking ceremony was carried out on 13th October 1981 at the Thuwunna Bridge
construction site.

Operation of concrete plant was started in December 1981 and construction of temporary
bridge at Thuwunna side was completed. Construction of temporary island was completed in
January 1982. Construction of temporary bridge at Thaketa side was started in January 1982
and construction of temporary island was completed in May 1982.

4) Substructure

Cutting edge of caisson at Thuwunna side which length was 18m was set on the temporary
island in February 1982 and concrete placement and installation were started. After that,
concrete placement for pile cap was completed in September 1982 and concrete placement
for pier body was completed in March 1983. Cutting edge of caisson at Thaketa side which
length was 28m was set on the temporary island in May 1982 and concrete placement and
installation were started. After taking 1 month for removing trees in the ground, concrete
placement for pile cap was completed in April 1983 and concrete placement for pier body was
completed in November 1983.

Regarding cast-in-place concrete piles on shore by reverse circulation drill method, the first
concrete placement was conducted at a pier of Thuwunna Bridge in February 1982. After that,

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concrete placement was conducted at each pile, footing and structure until completion of
concrete placement at a pier at Thaketa side in October 1982.

5) Superstructure

Fabrication of vorbauwagen was started at main bridge at Thuwunna side in April 1983 and
concrete placement was started in May 1983. Concrete placement at construction part of the
wagen was completed in November 1983 and concrete placement at support portion was
completed in April 1984. At Thaketa side, fabrication of vorbauwagen was started from
Thuwunna side in November 1983 and concrete placement was started in December 1983.
Concrete placement at construction part of the wagen was completed in June 1984 and
concrete placement at support portion was completed in September 1984.

Concrete placement was conducted in January 1983 for the first girder of simple composite
girder bridge at the approach bridge of Thuwunna side and concrete placement for slab was
completed in April 1984. At Thaketa side, concrete placement was conducted in September
1983 for the first girder and concrete placement for slab was completed in June 1984.

Concrete placement at center hinge at the main bridge was conducted in October 1984. In
commemoration of this event, ceremony for the connection was held on 26th October 1984 on
the Thuwunna Bridge and Managing Director of Construction Corporation, counselor of
Japanese Embassy and Japanese exparts, etc. were attended the ceremony.

Installation of handrail, side walk, lighting device, etc. began in earnest from November 1984
and pavement structure was constructed in March 1985 and all construction work for
Thuwunna Bridge was completed. Opening ceremony was conducted on 1st April 1985 at the
construction site and many related persons from Burma side including Minister of Construction,
Planning and Finance, Transport and Communications, Agriculture and Forests, Labour and
Home and Religious Affairs were attended the ceremony. And related persons from Japan
side including Japanese ambassador, director of JICA, Japanese exparts, etc. were also
attended.

6) Outcomes of On-the-Job Training

Many types of machinery were provided for the construction of Thuwunna Bridge and main
contents of the technical transfer using these equipments were as follows. Contents of
technical transfer at the stage of preparation work were construction of temporary bridges
using large-size H section steel by vibro hummer, construction of temporary islands using
large-size sheet piles and fabrication of concrete plant and aggregate plant. Contents of
technical transfer at the stage of substructure construction were execution of cast-in-place
piles by reverse circulation drill method and execution of large diameter open caisson.

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Contents of technical transfer at the stage of superstructure were construction of Dywidag

bridge by using vorbauwagen, etc. And production of ready-mixed concrete was transfered as
a common subject.

Althogh they were new to Burma, trainees slowly learned due to both ambition and effort of
both sides. Especially ability of skilled workers affected result of the construction. Technical
transfer was engaged from Japanese skilled workers (machinery operator, etc.) dispatched as
an expert to Burmese works overcoming linguistic handicap by using gesture. Thus, 25
engineers including a manager of the construction office and 120 skilled workers learned
bridge construction technology within a planned project period without any accident in
Thuwunna Bridge construction. Japanese expert team suggested Burma side not to disperse
these engineers and skilled workers and to try to improve their technology for constructing PC
bridges continuously using machineries and equipments provided from Japan in the Project.

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2.1.4 Activities after the Project

Capability of construction in Burma was improved dramatically due to technical transfer of

construction technology on cast-in-place pile for bridge substructure and temporary work using
vibration hummer through OJT of the BETC Project. For example, Construction Corporation
started to construct of Nganwun Bridge, which had been designed during In-Center Training of
the BETC Project (PC bridge with the length of 355m and a central span of 110m), in May
1985. The Burmese government requested the Japanese government in June 1987 to provide
technical cooperation on construction of Ngawun Bridge due to commencement of full-scale
construction of substructure from June 1986, and Japanese cooperation resumed from
November 1987. For the construction of Ngawun Bridge, less Japanese short-term experts
(only 24 MM in total) were dispatched compared with that of Thuwunna Bridge, in which
several Japanese experts (580 MM in total) were dispatched and resident at the site. The
experts conducted training mainly on checking of design documents, design method and
construction schedule control. The reason why less experts were required in Ngawun Bridge
construction was that many engineers and skilled workers who had been trained in the BETC
Project joined the construction and cast-in-place piles which execution was comparatively
easy were adopted in the Ngawun Bridge construction, while caisson foundations had been
adopted for main bridge of the Thuwunna Bridge.

Photo 2.2 Ngawun Bridge (Left: Overall view, Right: Slab at approach bridge)( May 2012)

Furthermore, several engineers who had participated in training in Japan were engaged in
giving technical instructions as a BETC counterpart since returning Burma and they trained
many Burmese bridge engineers. The trained engineers have been active in bride construction
in Myanmar until now. For example, according to information from PW, 276 bridges with the
length of 54m or more have been built since 1988, while 198 bridges before 1988. Although
this can be said only for bridges with the length of 54m or more, number of bridges which was

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built since 1988 until 2012 exceeds that of before 1988 substantially. In spite of stoppage of
assistance from Western countries, graduates of the BETC Project continued to construct
bridges by themselves. The BETC Project is evaluated to be a succeeded project among
Japanese technical cooperations due to these impacts and durabilities

Photo 2.3 Present training center (May 2012)

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2.2 STUDY METHOD

The review method of this Study is evaluation based on the New JICA Guidelines for Project
Evaluation2.While this Study evaluates the Project based on the Project Design Matrix3 (PDM),
its top priority is the systematic organization of outcomes that have been continuously
achieved even after Project completion and identifying important lessons learned from the
Project.

2.2.1 Subject of evaluation (simulated PDM)

Evaluation means verifying the differences, if any, between the original purposes stated in
PDM and the actual result and analysis of the cause of such differences. On the other hand,
as of July 2012, 27 years have already passed since completing the BETC Project. Since the
Project itself is very old, no PDM was prepared and the Study Team therefore cannot evaluate
it. Therefore, information on the purpose of the BETC Project and the means used to achieve
its objective has not been theoretically or systematically organized. With this in mind, existing
data on the BETC Project were collected and organized, and the Study Team, as a third party,
simulated a PDM for the Project based on the data and the interview survey in Japan and used
as the subject of evaluation. The project purpose and overall goal in PDM are applied from the
documents prepared in the past.

The standard procedure for JICA project evaluation is to evaluate projects by aid modality. But
in the planning stage the BETC Project was intended to be a combination of grant aid
assistance and technical cooperation, and since the two were intimately connected to each
other during the implementation of the Project, it was decided that the support provided by
these two schemes be organized in a single PDM. Table 2.2 is an outline of a project extracted
from PDM.

2
New JICA Guidelines for Project Evaluation, First Edition, June 2010
3
In academic terms this is referred to as a logical framework (logframe).The core of the theoretical composition of
a logframe is a logic with the chain relationship of "activities - outputs - project purpose - overall goal. It is an
if-then logic, as in: "If an activity is conducted, then an outcome was achieved. If the outcome is achieved, then
the project purpose was fulfilled. If the project purpose was fulfilled, then it will help achieve the overall goal."
Planning a project entails making a hypothesis.

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Table 2.2 Project outline

4
Overall goal Develop the road network necessary for Burma's economic growth
Project purpose5 Develop engineers well-versed in the design and construction of bridges
Output 1: Transfer of PC bridge design technology (57 trainees for the Basic Course and
10 for the Advanced Course)
Output6 Output 2: Transfer of construction technology containing the construction of bridges with
100 meter long-spans using the cast-in-place cantilever erection method (25 engineers
and 120 skilled workers) as a result of the construction of Thuwunna Bridge
1) In-Center Training (at Thuwunna Training Centre)
[Basic Course (first period to third period)
First term: Basic theories of structural mechanics, soil mechanics, foundation engineering,
concrete materials, reinforced concrete, and pre-stressed concrete
Second term: Basic skills of design for reinforced concrete bridges, PC bridge and
substructure
Third term: Design practice for actual bridges
[Advanced Course (fourth period)]
First year: Practical lessons, including design and construction of PC bridges using the
Dywidag method, open caissons for substructure, and arrangement of steel bars for
superstructure
Second year: Practical lesson on design for the purpose of learning long-span PC bridge
design techniques
Activity7
2) Field training (Thuwunna Bridge)
Type of bridge:PC bridge, Length of bridge: 300 meters
Span arrangement: 30 m + 70 m + 100 m + 70 m + 30 m
Width: 11.8 m (= 0.4 + 1.5 + 8.0 + 1.5 + 0.4), Load: TL-20
Superstructure: three-span continuous hinged PC box girder rigid-frame bridge and
I-shaped simple composite girder bridge
Substructure: caisson foundation bridge pier, cast-in-place large-diameter pile foundation
bridge abutment and pier
Superstructure: cast-in-place cantilever erection method (Dywidag method) and
post-tensioning method using shoring (Freyssinet method)
Substructure: open caisson method using the filled cofferdam method, reverse circulation
drill (RCD) method
Training for 31 Burmese engineers in Japan

4
This is a long-term effect that is expected as the result of a project. When a project is planned, how the overall
goal contributes to the subjects development (or the development of the subject itself may be the overall goal,
depending on the project) must be fully studied. In JICA technical cooperation projects, the overall goal is
defined as "the outcome that takes place in the subject society about 3 to 5 years after completing the project."
This is also called final outcome.
5
A direct effect on the target group (including people and organizations) or on the subject society that is expected
as a result of implementing a project. "Project purpose" in the case of technical cooperation is generally
achieved when the project is complete in principle. The level of achievement of this "project purpose" is an
indicator of whether or not the project has produced results or of whether any meaningful result has been
achieved from implementing the project.
A project in which an output has been generated but no benefit has been produced for the target group will
waste large inputs of resources. Such an outcome is also called an "intermediate outcome."
6
Goods or services produced from a project in the process of fulfilling the "project purpose." The "project
purpose" indicates positive changes for the target group and other beneficiaries, while the "output" is what is
produced by the implementers of the project. For a project mainly consisting of training, for instance,
"implementation of training" is an output, while "improvement of the trainees' knowledge" or "effective use of the
learned skills at the work place" may be viewed in terms of project purpose level.
7
A series of actions necessary to produce an "output" when using those "inputs" and a matter implemented by
the project team at the project site. A logframe describes major activities that indicate the strategy of the project,
but since it is a table of the outline plan, a detailed activity plan is prepared separately.

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[Japan side]
Long-term experts: 22
Short-term experts: 28
Materials and equipment for training in the Center: 70 million
Materials and equipment for bridge field training: 470 million
Grant aid assistance (August 1980): About 500 million for materials and equipment for
8
Input construction of Thuwunna Bridge
[Burma side]
1. Arranging counterpart
2. Cost of running the training center
3. Land, labor cost, materials cost, machine rent, etc. necessary for construction of
Thuwunna Bridge, which is about 35,281,000 Kyat (equivalent to about 1,050 million
based on the then exchange rate of 1 Kyat to 30).
Cooperation money About 1,030 million (excluding the cost to dispatch experts)
Cooperation period 1979 to 1985
Organizations of the Construction Corporation (today's Public Works)
counterpart country
Ministry of Construction (today's Ministry of Land, Infrastructure, Transport and Tourism)
Japan Highway Public Corporation (today's NEXCO)
Metropolitan Expressway Public Corporation (today's Metropolitan Expressway
Company)
Japanese cooperating
Honshu-Shikoku Bridge Authority (today's Honshu-Shikoku Bridge Expressway
organization
Company)
Kajima Corporation
Sumitomo Construction Co., Ltd. (today's Sumitomo Mitsui Construction Co., Ltd.)
Chiyoda Engineering Consultants, Co., Ltd.
Irrawaddy River Bridge Construction Project (1973 to 1975)
Related projects Study Report on The Thuwunna Bridge Construction Project, Burma (Design Outline)
(1980)

2.2.2 Implementation procedure of evaluation

(1) Major study items

Major study items were organized in the evaluation grid according to the simulated PDM, and
the details of those items were shared at the first internal committee. For DAC evaluation
criteria--meaning relevance, effectiveness, efficiency, impact, and sustainability--the basic
policy was to analyze all of them, but a lot of time was allotted to studying effectiveness,
impact, and sustainability because they are factors considered to be deeply related to
identifying success factors and lessons. When the evaluation was made, facts were always
checked based on the evidence. The viewpoints of the DAC evaluation criteria are shown
below.9

8
Resources necessary to produce an "output," which may include human resources, materials, equipment,
running costs, and facilities). Inputs are described for the Japanese side and for the recipient country
9
JICA (2010) p19

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Relevance: The degree of consistency between the subject development assistance and the
priority and policy of the target group, recipient nation, and donor

Effectiveness: Criterion to measure the degree of achievement of the development assistance

goal

Efficiency: Qualitative and quantitative measurement of outputs relative to inputs. This is an

economic term indicating that the subject development assistance uses the least
costly resources to achieve the expected outcome. To confirm if the most efficient
process has been adopted, it is usually necessary to compare it with other
approaches.

Impact: Negative and positive changes that occur directly or indirectly from development
assistance either intentionally or unintentionally. These include major influences or
effects that the subject development assistance has on local society, economy,
environment, and on other development indicators.

Sustainability: Whether or not development assistance benefits continue even after the donor's
support has ended is measured. Development assistance must be sustainable both
environmentally and financially.

(2) Collection of information and data

Relevant information and data were collected mainly from 1) reviews of existing materials and
bridge drawings, 2) interview surveys with relevant people, and 3) field survey. The details are
shown below:

1) Review of existing materials and bridge drawings

Relevance of bridge drawings, including drawings of Thuwunna Bridge and Ngawun Bridge,
as well as drawings of PC bridges constructed after completing the Project was verified by
checking them against the technology transferred as a result of the Project.

2) Interview surveys with relevant people

Interview surveys were conducted with 7 Japanese ex-experts and 17 Burmese engineers
related to the BETC Project using a questionnaire (Burmese interviewees were listed in Table
2.3). The subjects comprise 40% of the total number of the In-Center trainees, or 41.10 On the
other hand, although there are 145 people, including engineers and skilled workers, who were
involved in field training, only three were available for the interview. It was difficult to find
engineers and skilled workers because they were sent to construction sites all over the country
after the Project was completed.

10
41 is the number out of 59 trainees minus 13 untraceable trainees and five deceased.

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Table 2.3 List of interviewees

Name Attended Term Role in BETC Project

1 U Han Zaw 4th (Advance) CP (In-Center-Training)
2 U Khin Maung Oo 4th (Advance) CP (In-Center-Training)
3 U Aung Min - CP (OJT)Machine management
CP (OJT)Electric Equipment
4 U Than Tun -
Management
CP (OJT)Vice Director at the
5 U Htay Myint 1st
Project Site
6 U Win 1st4th (Advance) CP (In-Center-Training)
7 U San Lwin 1st CP (In-Center-Training)
8 U Tint Lwin 1st -
9 U Ohn Han 1st -
10 U Myint Lwin 2nd, 4th (Advance) CP (In-Center-Training)
11 U Khin Maung Sai 2nd -
12 U Than Swe 3rd -
13 U Myint Aung 3rd -
14 Daw Yi Yi Myint 3rd, 4th (Advance) CP (In-Center-Training)
15 U Khin Mg. Win 3rd -
16 U Soe Aung 3rd, 4th (Advance) CP (In-Center-Training)
17 U Soe Tint 3rd -
SourceStudy Team
Notes: CP=Counterpart

2.2.3 Evaluation restrictions

As mentioned earlier, the BETC Project was completed nearly 30 years ago, and many of the
people that had been involved in the Project are already retired. It was therefore decided to
hire the local consultant TOP11 to find people who had worked on the Project and make
arrangements for interviews and group discussions. As a result, the Study Team successfully
met and interviewed 17 people who had been involved in the BETC Project during the field
survey period. Other than PW, the Study Team was unable to find trainees and field trainees
sent from governmental organizations. Although information on people involved in the project
but unavailable for interview could not be obtained, information obtained from interviews with
people involved in the In-Center Training was used to make up for this lack.

When the Project was conducted, no institutional arrangement was in place requiring the
preparation of PDM in project planning. There was no other project purpose or output indicator
established either, let alone PDM. Therefore, evaluation was made using actual quantitative
data collected in the past as the baseline.

11
A consultant firm formed by former employees of PW. It also receives study service contracts from PW.

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2.2.4 Outline of past evaluations

The BETC Project was evaluated in 1983 and 1985. Both evaluations analyzed the project
purpose, the status of activity achievement, and problems to be solved. In this section, the
major points of these past evaluations are reviewed to provide feedback, particularly for the
analysis of relevance, efficiency, and sustainability.

(1) First evaluation (1983): Burma Bridge Technical Training Centre Evaluation Team
Study Report, March 1983, Social Development Department, JICA

Purpose: The evaluation aims to make sure that human resources development, which is
conducted through In-Center Training, has been smoothly promoted and that materials and
equipment provided to local recipients at the time of human resource development are being
used effectively at the Thuwunna Bridge construction site. In addition, an evaluation should be
made with a specific focus on the relation between In-Center Training and field training and
requests for technical assistance after completion of the Project.

In-Center Training: The training through the Project has steadily produced positive results,
thereby helping Burma foster bridge engineers and experts, which are currently insufficient in
number. On the other hand, since civil engineering trainees had less knowledge than expected,
after a year of training, the goal of "developing engineers skilled at the design of long-span
bridges" has yet to be fulfilled. Nonetheless, the In-Center Training is definitely bearing fruit as
a provider of knowledge and skill that will form the basis for bridge design. Technical transfer is
still insufficient in terms of planning (survey, condition setting, selection of construction method,
and type of bridge and span arrangement). More success in this field is expected as a result of
future cooperation. Furthermore, it is recommended to continue counterpart training, arranging
in the field training stage appropriate coordination with oncoming superstructure work, and try
to "foster core bridge engineers capable of professional independence".

Field training (On-the-job-training): The organization necessary to perform the work has mostly
been established, and the techniques and skills for substructure work have been transferred to
local engineers. The Project will enter the stage of erecting the superstructure, which requires
transfer of the most advanced technology. This requires, therefore, extending the duration of
the Project. Technical transfer of equipment maintenance, inspection, operation, and
management is steadily being advanced through daily work.

Future tasks: The BETC Project is cultivating many Burmese bridge engineers. It is
recommended that the recipient country start a long-span bridge project following the Project
as a way to consolidate technical transfers facilitated by the Project in Burma.

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Others: The Burma leadership saw this as a project to construct Thuwunna Bridge rather than
as a project that transfers bridge construction technology and insisted on completing the
bridge by March 1985. The efforts of Japanese experts who have made every effort to
advance construction and technical transfers without accident so far is worthy of recognition.

(2) Second evaluation (1985): Burma Bridge Technical Training Centre Evaluation Team
Study Report, June 1985, Social Development Department, JICA

Purpose: With completion of the Project around the corner, the results of cooperation, ranging
from the start to the present day, needs to be evaluated, and whether or not this Project can be
transferred to Burma also needs to be discussed.

In-Center Training: Lectures and exercises on design techniques for concrete foundation work,
substructure work, superstructure work, and on concrete materials were provided to 57
trainees over three periods. In the fourth period, an Advanced Course was provided to a select
group of 10 trainees, chosen from counterparts and trainees who finished the Basic Course,
and including a review of the design of Thuwunna Bridge and training on the design technique
in the first year and the design exercise using a bridge of similar scale (Ngawun Bridge) in the
second year. The conclusion was that the design technique of PC long-span bridges had been
mostly transferred by completion of the fourth period.

Field training (OJT): The opening ceremony was held in April 1985 with no accidents, and a
PC bridge with a central span of 100 meters was completed using the Dwydag method. This
achievement is evaluated as the outcome of the successful transfer of construction
technology.

Future tasks: It is necessary to accumulate more experience in bridge planning, including the
determination of span arrangement and type of bridge, and field related to the series of
management procedures ranging from bridge maintenance to bridge project survey and
management.

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2.3 RESULTS OF EVALUATION (RELEVANCE, EFFECTIVENESS, IMPACT,

EFFICIENCY, AND SUSTAINABILITY)

2.3.1 Relevance12

(1) Consistency with development policy and the needs of Burma

The 20-year long-term economic development plan formulated by the Burma Socialist Plan
party in June 1971 prioritized (1) maximum development of natural resources for export, (2)
development of import substitution industries, and (3) development of heavy industries based
on domestic mineral resources. But development of social infrastructure centering on a road
network was indispensable to the development plans success. One of their most important
tasks was constructing bridges, particularly in areas with many rivers and estuaries, like the
Irrawaddy Delta area, to ensure smooth east-west traffic in the delta and to extend the total
length of roads and improve the road pavement ratio.

On the other hand, Construction Cooperation faced an extreme shortage of engineers skilled
at bridge construction. Here the Study Team will look at the state of bridge technology in
Burma at the time the Project was requested. New Thaketa Bridge, a PC bridge with a 30
meter span length constructed in Yangon city with Canadian grant aid assistance in 1962, was
the first PC bridge constructed in the country. It was a post-tensioned composite girder bridge
constructed with the Freysinnet method. A total of 9 bridges of this type were constructed
before the BETC Project started. For the substructure, a very large scale open caisson work
was prepared, and RC piles were also used. Other than these bridges, many multi-span
cantilever RC bridges with a span length of about 20 meters were also constructed.

When promoting its development plan, the Burmese government realized bridges with a span
length of about 30 meters were not good enough for a country that needed to construct
bridges over wide rivers, and they felt an urgent need to establish the technology for
constructing longer span bridges. They also wanted to establish PC bridge construction
technology as one of their core bridge construction methods, because the country can procure
cement domestically 13 . In other words, in those days Burma did not have steelmaking

12
The major viewpoints for the analysis of relevance are as follows:
1) Necessity: does it meet the needs of the subject area or society or the needs of the target group?
2) Priority: is it consistent with Japan's assistance policy or JICA's nation-specified project implementation
plan? Is it consistent with the development policy of the recipient country?
3) Relevance of the means: is the project appropriate as a practical strategy for the development task of the
recipient country's subject field or sector? (Is the approach, subject, or area of the project appropriately
selected? What synergy is expected from assistance cooperation with other donors? Is the selected target
group appropriate (in terms of subject or scale)? Is Japanese technology predominant (is the know-how of
the subject technology of Japan assimilated?))
13
Japan provided yen loan for Kyangin Cement Plant Expansion Project in 1979.

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technology and had to rely on imported materials if they were to construct steel bridges, but
the construction costs would be very high. Therefore, constructing bridges mainly with
concrete was the right choice for Burma since it lessens the need for foreign currency and
utilizes domestic resources.

The In-Center Training on design and construction technology of long-span concrete bridges
and the field training of actual construction of the 300 meter long Thuwunna bridge, the core of
the Project, was exactly what the Burmese government needed.

(2) Consistency with Japan's assistance policy

Japan started providing the Burmese government with loan assistance in 1968 and grant aid
assistance in 1975. Grant aid assistance constructed the Baluchaung power plant and
factories for assembling buses, trucks, agricultural instruments, and electric appliances.
Japanese technical assistance provided assistance to a virus research laboratory, a dentist
college, forestry development of the Arakan Mountains, and livestock development. In the
1970s, the Foreign Ministry did not have priority policies or fields by country like they do today.
Therefore, the Study Team cannot verify the consistency by checking the documents on
political measures between the Project and the Japanese assistance policy at the time. But it
is reasonable to assume that the Project was appropriately defined in light of the history of the
bilateral relationship between Japan and Burma, including war reparations.

(3) Appropriateness of the target group

The target group contains counterparts and engineers selected by Construction Corporation
and engineers of other ministries (intended only for In-Center Training). As explained in detail
in the section on impact, it was found that Construction Corporation personnel effectively used
the technology and knowledge transferred by Japan in the bridge, road, and construction fields
after completion of the Project. This proves that the appropriate target group was selected for
the Project. On the other hand, personnel from organizations other than Construction
Corporation (namely, 13 from the Ministry of Defense, Burma Railways, Irrigation Department,
etc.) were selected based on the government's objectives, but since the Project was mainly
focused on bridge design, it is assumed that, compared to Construction Corporation personnel,
these employees had only limited opportunities to use the technology and knowledge they
obtained from the Project after its completion.

(4) Appropriateness of assistance means

In regard to Japans comparative advantage in the assistance field, JICA provided the
Burmese government with support of the Irrawaddy River bridge construction plan from
August 1973 to October 1975. As a result, Burma was very impressed with the technical
standards of Japan's road and bridge construction and requested implementation of this

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Project as a follow-up project. At the time, Japan had a high level of technical expertise on
long-span concrete bridges as well as extensive construction experience. It was therefore
appropriate that Japan provided support to Burma in this field.

The assistance means adopted included a combination of In-Center Training by technical

assistance and OJT (field training) by grant aid assistance along with periodic training in Japan.
It was not easy for JICA to promote assistance in step with In-Center Training and field training,
as explained in the section on effectiveness, but it is judged that simultaneous implementation
of a dual training scheme was essential to achieving the Projects purpose.

As analyzed above, it is concluded that the Project was appropriate in terms of responding to
the needs of the Burmese government and the assistance means selected and was highly
relevant.

2.3.2 Effectiveness14

The degree of output achieved is summarized as follows;

(1) Output 1: Achieving "transfer of PC bridge design technology"

In-Center Training was intended to transfer bridge design technology to a total of 57 engineers.
10 trainees in the Advanced Course achieved a level of technical mastery sufficient to design
a real PC bridge using the technology they obtained when working together as a group. The
remaining 47 trainees achieved the purpose in terms of developing bridge engineers. But as
suggested by past evaluations, the level they attained was not enough to actually design
long-span PC bridges.

As explained above, the wide difference in the level of technology and knowledge the trainees
obtained is mainly attributable to the unevenness in the original ability of the trainees. All those
who took In-Center Training from 1980 to 1982 had almost no experience in the design and
construction of bridges. Their basic knowledge of bridges was less than the Japanese experts
expected. As a result, In-Center Training started with lectures on structural mechanics and,
after a year of training, ended successfully with the trainees having learned the design
techniques for RCT girder bridges and post-tensioned PC girder bridges of about 30 meters in
span length. This final result, however, was not the kind of technical transfer that the Project
originally aimed for.

14
The major viewpoints for analyzing effectiveness are as follows:
Is the Project purpose clearly established (are the indicators, target values, and acquisition means
appropriate)?
Was the Project purpose achieved?
Was it generated from the output of the Project?
Was the Project affected by external conditions until it fulfilled its objectives?
What are the factors that promoted or impeded effectiveness?

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In an interview survey, the counterparts who participated in the In-Center Training commented
that they were unable to master the ability to design a PC bridge even after one year of training
and that they could not move on to understanding superstructure design. Civil engineers in
Burma are generally inclined to prefer field work to indoor work, and it is said that some of the
trainees were not very interested in bridge design to begin with. So the background is that
trainees motivation was not at the same level, because the trainees who joined in the second
period did so at the order of their superiors while most of the trainees selected in the first
period were interested in receiving the training.

Aware of this difference in level, Japanese experts engaged in the In-Center Training checked
training progress every term and improved the contents and procedure to match the level of
the trainees and the degree of improvement of the counterparts. For example, the second and
third terms of the first period training were originally intended for design exercises, but since
the result of the first term final examination was poorer than expected, the focus was shifted to
acquiring basic techniques. In the second period training, more examples were introduced in
lessons to help trainees better learn theory whereas lessons in the first period training focused
on theoretical explanations. In addition, those counterparts who did well in the first period
training and attained an adequate level of skill and knowledge were invited to serve as
lecturers for the second period training.

Table 2.4 below summarizes the major contents of the first to fourth period training, describes
their relationship with field training, and outlines the training policy of each term in the remarks
column.

Table 2.4 Descriptions of training from the first to fourth period

Training
Description Remarks
period
First period 1st term: structural mechanics, soil Although the second and third terms
(April 1980 mechanics and foundation engineering, were originally meant for design
to the end reinforced concrete, pre-stressed concrete, exercises, the results of the first term
of March and concrete materials (lecture in AM and final examination lead to shifting priority
1981) exercise in PM) to mastering basic techniques.
2nd term: design of reinforced concrete
bridge, design of foundation work, design of
PC bridge, and design of Dywidag bridge
(lecture in AM and exercise in PM)
3rd term: Design exercises in four groups
Dywidag bridge for Group 1, PC bridge for
Group 2, foundation design for Group 3, and
actual bridge design for Group 4

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[Relationship with field training]

Since construction of Thuwunna Bridge had
yet to start, there were no field visits, but
trainees did visit construction sites for
Dontami Bridge and a PC bridge between
Pathein and Monywa Road.
Second 1st term: Same as the first period More case examples were introduced
period 2nd term: Same as the first period in lessons as compared to the
(April 1981 3rd term: Design exercises distributed among theory-centered instruction of the first
to the end six groups period.
of March Ngawun Bridge for G1, Zawgyi-Chaung
1982) Bridge for G2, Kun Chaung Bridge for G3, Counterparts were assigned to serve
Thuwunna Bridge for G4, standard design of as lecturers (in English).
PC composite girders for G5, and review of a
bridge for Prom-Magwe Road for G6
[Relationship with field training]
Sheathing, installation of temporary bridges,
and filled cofferdam works were conducted at
the construction sites, which the trainees
observed. When the third term started,
lecturers met with the Construction
Corporation headquarters bridge design
manager every Saturday to discuss the
progress and problems of trainees during the
previous week's training. Counterparts
engaged in field training were also called to
the center and assigned to review
substructure design.
Third 1st term: Same as the first period 20 trainees were expected, but only
period 2nd term: Same as the first period 16, including those from other
(April 1982 3rd term: Design exercises were conducted on organizations, took part. Counterparts
to the end the substructure of an actual bridge whose were added to the group of trainees.
of March design was requested by the Construction
1983) Corporation Head Office. Trainees were In the third term, based on the report of
divided into five groups. the evaluation team sent in December
Padaw Chaung Bridge for G1, Ma Mya 1982, training shifted more to planning
Chaung Bridge for G2, Kanyin Chaung Bridge and application. Trainees learned
for G3, Thebyu Chaung for G4, and Pa Shin superstructure techniques using the PC
Chaung for G5. standard design developed by the
[Relationship with field training] counterparts, and practiced substructure
Substructure work started at the site. design in the exercise section.
Construction of RCD piles, abutments, and
open caissons was conducted, and trainees
visited and observed the work depending on
its progress.

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Fourth 1st year: Thuwunna Bridge was used as the Lesson focus shifted from
period teaching subject. Training on the basics of the lecture-centered instruction to group
(1983 to design of a long-span concrete bridge was lessons and learning through
1985) provided to trainees. application.
2nd year: Trainees learned practical design Trainees were divided into a
routines, from planning to design and superstructure group and a substructure
construction, with Ngawun Bridge as the group to conduct exercises (6 for the
subject. superstructure and 4 for the
Specifically, the program consisted of: substructure group).
Superstructure: structural analysis, design,
and computer programs
Substructure: design of piers of a general
bridge, concrete quality control, design of
open caisson, design of pile foundation, and
temporary structures
[Relationship with field training]
Construction of the superstructure started at
the work site. Trainees visited the site to
observe, depending on the progress of
construction.
Source: Prepared by the Study Team based on Project-related reports

As indicated in the above table, the relationship with field training changed over the period
from the first period to the third period. In the first period, field training had just started, and
there were no visits to the Thuwunna Bridge construction site. Instead, trainees visited nearby
bridge construction sites. In the second period, trainees learned construction of sheathing and
temporary piers. In the third period, the construction of the substructure had finally started, and
work on RCD piles, abutments, and open caissons were available for field visits. Construction
of the superstructure, however, had not yet begun. When the third period ended, the level of
trainees had not reached "the level of mastery of design and construction technology for a
long-span PC bridge." Since construction of the superstructure of Thuwunna Bridge was about
to start, the trainees of the first to third period completed their training without seeing the
superstructure work of a long-span bridge.

The 1983 evaluation pointed out that the In-Center Training output goal of "developing
engineers expert in designing long-span bridges" had yet to be achieved. This conclusion was
shared among Project team members. According to the local interview survey, the Managing
Director of Construction Corporation knew that Burmese trainees were not yet capable of
designing and constructing bridges by themselves even with Japanese technical assistance,
and even though Project completion was just around the corner, told the Burma Project
counterparts that the goal must be achieved in the remaining two years. The Burma
counterparts strongly felt that the Project needed to change course by extending the Project.

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As a result, the original training programs were rearranged in 1983 so that the first, second,
and third period training comprised the Basic Course and the fourth period was the Advanced
Course. In the Advanced Course, a total of 10 trainees, including 8 trainees who had obtained
an adequate level of ability in the Basic Course and two counterparts who joined the training
when it started, were given more practical training than provided in the Basic Course. A
group-based learning system was used to provide training to these 10 trainees, who were
divided into the superstructure group and substructure group. In the first year, the
superstructure group and substructure group learned design theory and conducted exercises
for PC bridges, with the former using the Dywidag method and the latter the basics of caisson
and temporary structures. In the second year, design exercises were conducted with Ngawun
Bridge, which was of a scale similar to that of Thuwunna Bridge and was planned to be
constructed using Burma capital, for which the trainees conducted a whole set of design
operations, including collecting data and preparing design calculations and drawings. It was
Burma's strong desire from the beginning of the project that Burmese engineers design a
long-span bridge on their own, and this desire was met by completing the Advanced Course.

As explained above, it is concluded that "Output 1: Transfer of PC bridge design technology"

was fulfilled.

(2) Output 2: Transfer construction technology for constructing bridges with 100 meter
long-spans using the cast-in-place cantilever erection method

For this Project, 25 engineers and 120 skilled workers who received technical know-how of
bridge construction through OJT were engaged in the construction of Thuwunna Bridge.
Construction of Thuwunna Bridge was not conducted as an ordinary grant aid assistance
project; use of the OJT system was intended to allow Japanese engineers to join construction
in a leadership role while Burmese engineers carried out the actual work. There is a difference
between bridge construction by ordinary grant aid assistance and bridge construction using
the OJT system. The former aims to simply complete construction, whereas the latter aims to
teach and transfer technical know-how for bridge construction processes to Burmese
engineers so that they can construct the same kind of bridges on their own after the Project is
completed. Since a bridge constructed by technical transfer requires the same level of quality
and completion date as that of a bridge constructed by ordinary grant aid assistance, the
contribution of the Japanese experts who participated in the Project is beyond measure.

The bridge was completed as scheduled and without any major problems upon completion.
Also worthy of praise is the fact that no accidents occurred during the Project. This must be the
result of including "safety controls" for technical transfer items and implementing it during the
Project. Evaluation of work upon completion of the Project and the main reasons for the

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conclusions reached are shown in Table 2.5. The majority of items were given an "A"
evaluation. This means that technical transfer through OJT obtained outstanding results.

Table 2.5 Evaluation of work and main reasons for the conclusions reached
Evaluation criteria A: Burmese engineers can sufficiently accomplish on their own
B: Some concerns arise if Burmese engineers work unassisted
C: Burmese engineers cannot complete without assistance

Preparation work
Cannot adequately apply design standards, as
Check design plan items B
required by changes.
Prepare execution plan and They cannot create a clear image of a new work
B
execution drawings item and basically need instruction from experts.
Ordering and load-in of materials and There is almost no process delay. Trainees can
A
equipment functionally plan ordering and load-in.
Construct materials and equipment
B Insufficient application capability.
storage site
The counterparts voluntarily planned room
Construct offices and dormitories A arrangement of the office and construction of a
dormitory.
The counterparts can plan and construct a
Construct unloading temporary
A temporary bridge on their own if it is wood
bridge
construction.
Temporary work
They can almost voluntarily manage facilities but
Install and maintain power facilities B their checking and maintenance of power cables
in terms of safety is unsatisfactory.
They can perform task most with no problems,
Install and maintain water supply but their water supply equipment is not extensive
A
equipment enough to provide water for the office and
dormitory.
They received three months of technical
Electric power equipment A instruction on the construction planning stage
and are fully capable.
They can keep equipment operational without
Concrete plant equipment A
any problems.
They have acquired enough knowledge to carry
Sheathing A
out future planning on their own.
Planning and
construction
Their attention to safety during construction is
A
Construct temporary bridge still insufficient. The same applied to their crane
Safety and
operating technique.
crane
operation B
They completed work almost as scheduled.
Remove temporary bridge A
Though they were trained to always have an
Construct filled cofferdam work B in-depth talk before starting work, this practice
did not go down to the terminal worker level.
They removed the wall as planned.
Remove cut-off wall A

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Substructure
Instruction was completed.
Install RCD piles A Their technique will improve if given many
opportunities to work at sites in the future.
The counterparts voluntarily conducted the work
Construct abutment A
and needed little guidance.
They have acquired sufficient technique in terms
of planning and construction.
Construct open caissons A
They need more experience on responding to
unexpected developments.
Superstructure
Construct sheath A They completed work with almost no trouble.
Although they sometimes had problems, they,
Concrete work (P2) A including laborers, were able to complete work
smoothly.
Although their work was not outstanding in
regard to concrete surfaces because of form
Concrete work (P3) A
problems, their overall work receives a passing
grade.
Although they had difficulty removing forms, their
Formwork A
work was excellent.
Putting values from calculation sheets into
Stressing (P2) A (partly B) stressing tables was completely performed by
Japanese.
They conducted work under the guidance of
Stressing (P3) A Japanese in attendance. They completed work
smoothly with no major problems.
Whenever a problem occurred, the trainees
were instructed and corrected by Japanese.
Anchoring A
They had difficulty with limited locations during
work.
Despite some problems, their work receives a
Anchoring (P3) A
passing grade.
A problem occurred due to improper jointing, and
trainees conducted retouching and restressing,
Joint work (P2) A
which made them very attentive of their
subsequent work.
Joint work (P3) A Their jointing work was accurate and fast.
Construct intermediate cross beams They completed the work with almost no
A
(P2) guidance.
Construct intermediate cross beams They completed the work with almost no
A
(P3) guidance.
Reinforcement work (P2 side bridge Their rebar fabrication and arrangement was
A
pier and superstructure) better than in Japan.
Reinforcement work (P3 side bridge Their rebar fabrication and arrangement was
A
pier and superstructure) better than in Japan.
Although they did the work manually, it took a lot
PC steel bar production work A
of time, but the result was sufficient.
They completed their work relatively smoothly.
Assemble traveling form (P3 side) A When assembling the second form, they did not
need very much guidance.
They completed the work but lacked confidence
Column capital support planning (P2
B unless they checked the results with Japanese
side)
personnel.

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They completed the work but lacked confidence

Column capital support planning (P3
B unless they checked the results with Japanese
side)
personnel.
Column capital work (P2 side) A They could handle the work.
They could handle the work and cope flexibly
Column capital work (P3 side) A
with the process.
Travelling form equipment plan (P2 Although they used materials different from
A
side) those used in Japan, the work was good.
Traveling form equipment plan (P3
A Same as above
side)
They completed the work with both sides
proposing ideas and working on them. The work
Erect traveling form construction was not of such good quality because of the use
A
blocks (P2 side) of veneers, with which the Japanese had little
experience, but they managed to get the work
completed.
Based on the experience of P2, they used
Erect traveling form construction
A lumber to cope with the reduction in strength.
blocks (P3 side)
The results were good.
The Japanese took the lead until the fifth setting,
and thereafter the Burmese trainees took the
Setting of the traveling form (P2 side) A
initiative. In the 26th setting the trainees did all
the work on their own.
Setting of the traveling form (P3 side) A Same as above
They completed the work although it took them
Dismantle traveling forms (P2 side) A
time to do it.
They completed the work using what they
Dismantle traveling forms (P3 side) A
learned from P2.
Side span support plan (P2 side and Trainees proposed additional piles (for
B
P3 side) reinforcement) and used this method.
Construct side span support (P2 Japanese experts and Burmese trainees
A
side) exchanged ideas and completed the work.
Construct side span support (P3
A Same as above
side)
A 55 mm gap occurred among 25 blocks at P2
and P3, and the trainees were advised on how to
Construct central connections A
cope with the gaps and conducted the work
under the guidance of Japanese experts.
They repeatedly corrected the plan, solved the
Grouting (P2 side) A
problem, and completed the work.
Having learned the lesson from P2, they
Grouting (P3 side) A
smoothly completed the work.
The trainees could not complete all processes by
Simple girder production planning B
themselves and needed Japanese help.
Construct simple girders (P1 to A1 They had the experience, and the completed
A
side) work was of comparatively high quality.
They used Burma-made Portland cement with
Set shoes A
good results.
The height of the sidewalk had to be changed,
which was handled by Japanese. The Burmese
Correct expansion joints A trainees were then advised to correct three joints
out of five, and the remaining two were fully
corrected by Burmese personnel.

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Common work
This is beyond the effort, capability, and
responsibility of engineers. Their ability to study
Management of construction
B the method, calculation and arrangement of
schedule
materials, making preparations and managing
the work flow continued to improve.
Although it took them time, they completed
Quality control (concrete) A
almost all the work on their own.
Their results show a high degree of precision,
Quality control (other than concrete) A to C but they have not fully applied what they learned
as a system approach.
Although their basic thinking could not be
changed, they learned enough to determine how
Safety control B (partly C)
to do safety checks. Further standardization is
necessary.
They flexibly coped with the task and organized
Labor management
workers within the assigned range.
They learned how to manage spare parts using
a balance sheet, but their equipment
Equipment management (machines
B management ability for future plans based on
and spare parts)
operation condition and repair condition needs
more improvement.
They need to put more effort into improving their
Equipment management (other than
B equipment management skills as well as process
machinery)
management skills.
They completed change work with excellent
Vibration work A results. They are also sufficiently capable of
maintaining equipment.
They don't have sufficient basic abilities in both
Repair of cranes B
servicing and technical aspects.
A (technical) They became skilled in operating techniques but
Crane operation and maintenance B (safety and have not made daily maintenance and
maintenance) inspection a part of their daily routine.
Operation and maintenance of They have mostly mastered operation and
A
vibration hammer maintenance skills.
They have learned enough to conduct gas fusing
Gas handling A
and fusing dimensioning.
They can do most of it properly, but they still
need more practice when it comes to removing
Electric welding A to B sputters after tack-welding, inclusion of blow
holes, pin holes, and slag during welding of the
first pass, and overhead position welding.
Source: Prepared by the Study Team base on Burma Bridge Technical Training Centre Record of Technical
Transfer and Activities, May 1998, Thuwunna Association, JICA

When the Study Team visited Thuwunna Bridge, our visual inspection did not find any cracks
on the concrete surface even though construction was completed 20 years ago and cracks are
the most common type of damage for concrete structures. There was also heavy traffic on the
bridge.

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Based on the interview survey, it is

considered that major factors
contributed to constructing such a high
quality bridge, including accurate
application of technical know-how of
bridge construction by Burmese
engineers through the technical transfer
from Japanese experts to the actual
construction of the bridge, as well as the
partial participation of Japanese
Photo 2.4 Thuwunna Bridge photographed in
engineers in construction work based
May 2012
on the judgment of the local engineers'
technical competence. For instance, Japanese experts took the initiative in executing work
and providing guidance to Burmese engineers for some operations which the local engineers
could not do on their own such as work plan development, cost estimation, and materials and
equipment planning prior to commencement of work, as well as preparation and temporary work
stage, detailed work planning for substructure and superstructure, preparing materials and
equipment, and process coordination and supervision. Limiting the scope of field training was
necessary if the Project was to be successfully completed in the limited Project period. Those
plan developments conducted by the Japanese were incorporated into the list of lesson items
for the In-Center Training, and the skills were transferred to local trainees. For Ngawun Bridge,
which was constructed after completing the Project, all processes from design to construction
were handled by Burmese engineers. This corroborates the judgment that transferred
technology was successfully applied to constructing Ngawun Bridge and that they assimilated
the expertise. Ngawun Bridge is discussed in detail in the section on sustainability analysis.

As explained above, it is concluded that Output 2 "transfer of construction technology for

constructing bridges with 100 meter long-spans using the cast-in-place cantilever erection
method" was fulfilled.

(3) Status of achieving Project purpose

The purpose of the BETC Project was to "develop engineers well-versed in the design and
construction of bridges." This includes not only the ability to construct bridges but also the
transfer of all bridge technology from "design" to "construction" as a total package and
Burma's mastering the ability to reproduce all of this technology after assistance has ended.

Japan assisted Burma in fulfilling the purpose of this Project over a six year period through the
In-Center Training and the OJT. As a result, technology was transferred from Japanese
experts to 57 trainees through the In-Center Training and to 25 engineers and 120 skilled

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workers through the OJT. As explained in the Output 1 section, there is a difference among the
57 engineers who took part in the In-Center Training in the technical level they mastered. Not
all the OJT trainees reached Level A in all processes in Output 2. But their effort resulted in
Thuwunna Bridge being completed with no accidents. The bridge still underpins Myanmars
economy.

The Study Team therefore concludes that the combined technical ability and knowledge of the
Burmese people who received technical transfer from the Project accomplished the goals of
the Project at a high level. This is fully proven by the successful construction of Ngawun Bridge,
as explained in the section on sustainability that follows.

As explained above, the Project was very effective because it fulfilled its goals at a high level
as a result of the In-Center Training and the OJT.

2.3.3 Impact15

(1) Status of achievement of the overall goal

It is reasonable to say that the overall goal of "developing the road network necessary for
Burma's economic growth" is being achieved because of the following conditions:

In order to improve the road network in Burma, it was essential to construct bridges in the area
rich in rivers and estuaries, mainly the Irrawaddy Delta. When the BETC Project was the first
planned in the 1970s, the strong desire of the Burmese government to maintain smooth
east-west traffic in the Irrawaddy Delta pushed forward implementation of the Project.
Graduates of the BETC Project play pivotal roles in design and at construction sites in the
government's pursuit of an improved traffic network. Specifically, bridge statistics available at
PW show that there are about 2,800 bridges longer than 50 feet managed by PW. Moreover,
among bridges longer than 54 meters (180 ft.), 198 were completed before 1988 when the
BETC Project was completed, and 276 more were completed for a total of 474 as of April 2012.
As shown in Table 2.6, Rakhine State, Yangon Region, and Ayeyarwady Region are the three
major areas where bridges constructed after the BETC Project are located. This shows that
bridges have been constructed over wider rivers, mainly in the delta. The 276 bridges
constructed after the Project are long-span bridges built in these areas. Their characteristics
are very different from the 198 bridges built before the Project.

15
Major viewpoints for analyzing impact are as follows:
Has the overall goal been achieved (or will it be achieved)?
Did achieving the overall goal contribute to the recipient country's development plan?
Was achieving the overall goal a result of fulfilling the Projects purpose?
Did external conditions influence the Project until the overall goal was achieved?
Were there any unforeseen positive or negative influences (including repercussions)?
What factors promoted or impeded achieving the overall goal?
What factors caused unforeseen positive or negative influences?

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The construction of these bridges greatly benefited from the counterparts and former trainees
of the BETC Project who benefited from technical transfer. For example, it was confirmed that
20 Project graduates participated as field supervisors in the construction of 102 of the 276
bridges longer than 54 meters, as shown in Table 2.7. For bridge design, Project graduates
also checked the substructure and superstructure designs of 263 out of 276 bridges.

Even for bridges in which no Project graduates participated as field supervisors, some used
the reverse circulation drilling method, technology transferred by the Project, in their
foundation work. According to the local interview survey, a conventional earth drill can only drill
to a depth of 40 meters, while piles need to be driven to a depth of about 80 meters for some
construction sites in Myanmar where the soft ground is thick. It is reported that equipment and
construction technology provided by the BETC Project was put to effective use in this
construction.

Along with this bridge improvement efforts, Myanmars road network gradually expanded.
Road length by type of road before the Project and in 2011 is shown in Table 2.8. It indicates
that total road length in the days of the Project was 21,111 kilometers and increased to
146,537 kilometers in 2011, an increase of about 7 times.16 On the other hand, the economic
output of Myanmar from 1990 to 2011 (Table 2.917) shows that gross domestic product (GDP)
increased from 151,941 million Kyat in 1990-1991 to 40,507,942 million Kyat in 2010-11. This
shows how an expanded road network contributes to the countrys economic growth.

16
Road improvement trends over the past decade are explained in detail in 3.1.2, Chapter 3.
17
Data before 1990 could not be obtained.

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Table 2.6 Number of bridges over 54 m (180 feet) managed by PW (As of April 2012)
Before 1988, After 1988,
State / Division
180 feet and above Span Bridges 180 Feet and above Span Bridges
Kachin State 27 22
Kayar State 6 2
Chin State 2 3
Sagaing Region 17 21
Magwe Region 20 25
Manadalay Region 18 16
Shan State (East) 4 4
Shan State (South) 5 7
Shan State (North) 15 8
Kayin State 8 8
Tanintharyi 8 7
Bago Region 36 23
Mon State 3 4
Rakhine State 11 37
Yangon Region 7 30
Ayeyarwady Region 11 59
Total 198 276
Grand Total 474

Source: Prepared by the Study Team based on the data provided by PW

Table 2.7 BETC projects graduates in charge of bridges over 54m (180feet)18

Number of bridegs
CPTrainee Role in BETC Project supervsed at the
construction site
1 1st C/P OJT 6
2 3rd C/P OJT 1
3 2nd - - 6
4 3rd - - 1
5 - C/P OJT 8
6 Advance C/P Training in Japan 1
7 1st C/P OJT 10
8 2nd, Advance C/P Training in Japan 4
9 3rd - - 3
10 2nd - - 5
11 3rd - - 1
12 2nd, Advance C/P Training in Japan 12
13 1st - - 1
14 1st - - 13
15 3rd, Advance C/P Training in Japan 15
16 3rd C/P OJT 8
17 3rd - - 7
18 - C/P OJT 1
19 1st - - 2
20 - C/P OJT 2
Total 102
SourceData provided by PW and TOP

18
Since there were cases where two people were involved in bridge construction the number of bridges is 102
although the total number of bridges constructed in 107.

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Table 2.8 Road length by type in Myanmar (Km)

Year Paved Rubble Gravel Soil or Others Total
1982 / 83 8,631 2,530 6,239 3,711 21,111
2011 30,702 26,064 12,483 77,289 146,537
Growth (times) 4 10 2 21 7
Source: Prepared by the Study Team based on the data provided by PW

Table 2.9 Economic trends in Myanmar

Remark
1990-1991 1995-96 2000-01 2005-06 2010-11
(USD)
GDP Million Kyat 151,941 604,729 2,562,733 12,286,765 40,507,942
GDP growth rate (annual average) (%) 3 7 14 14 10
GDP per person (Kyat) 3725 13515 50927 221799 677,617 816 (year 2011)
GDP growth per person per year (%) 1 5 12 11 9
GDP structure Primary Sector (%) 57% 60% 57% 47% 36%
Secondary Sector (%) 11% 10% 10% 18% 26%
Teritiary Sector (%) 32% 30% 331% 36% 38%
SourceStatistical Year Book 2010,Central Statistical Organization, 2012

(2) Qualitative impact

The following qualitative impacts were confirmed:

1) Standardizing substructure design

The Study Team has confirmed that the design standards for concrete bridges used in Japan
and transferred to Burma by the BETC Project have been applied in Myanmar. Since no
national design standard have yet to be established, the Japanese Specification for Highway
Bridges translated into English by the Project have been and continue to be the effective
standard from the time of the Project until today. The updated version of the Japanese
Specification for Highway Bridges was obtained by a BETC Project graduate, who worked for
the Design Department of the PW Bridge Division from the start of the Project until he retired,
which the Department has retained and used. This fact proves that the BETC Project has
contributed to standardizing bridge substructure design in Myanmar.

On the other hand, the applicable superstructure design standards change depending on who
is awarded the contract. In recent years, there has been movement to establish the country's
own design standard, with Myanmar Engineering Society (MES) cooperating with the Ministry
of Construction in this regard.

2) Quality improvement of concrete structures

According to the interview survey, some BETC Project graduates assigned to departments
other than bridge construction have had opportunities to apply what they learned from the
Project to various construction sites. For example, graduates who had spent a lot of time

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during the Project learning how to handle concrete, which is also used in road and building
construction, have successfully applied the techniques and knowledge they learned to
construction besides bridges. They said they would have been unable to recalculate on the
spot and make the appropriate corrections when design errors were found without the
knowledge they learned from the Project.

2.3.4 Efficiency19

(1) Japans input

Japans input is analyzed in Table 2.10, which compares planned input and resulting input.

Table 2.10 Japans input - comparison between planned input and resulting input
Input factors Plan20 Input results
1) Expert
Team leader Long-term: 2 Long-term: 3
In-CenterTtraining Long-term: 5 Long-term: 7
Short-term: as many as Short-term: 12
appropriate
OJT (field training) Long-term: - Long-term: 10
Short-term: - Short-term: 13
2) Acceptance of A few trainees every year 31
trainees in Japan
3) Provision of 230 million 540 million
equipment and
materials
4) Grant aid assistance A set of materials and equipment Total 500 million
for bridge construction that cannot
be procured by Burma

For both theIn-Center Training and the OJT, the appropriate dispatch of long-term and
short-term experts was conducted in terms of quantity, quality, and timing depending on the
process of the Project. Past evaluation reports and interview surveys in and out of Japan
confirm that those experts were effectively used and contributed to fulfilling the Project purpose.

For OJT, especially, skilled workers assigned to provide instructions on temporary work and
PC work involving crane operation, reverse circulation drill piles, and vibration hammers were

19
The major viewpoints for analyzing efficiency are shown below:
Did or does the level of output achieved match the cost (input) (compared to similar projects of other donors
or the recipient country)?
Was there any alternative way to achieve the goal at lower cost? Was it possible to achieve better results at
the same cost?
What factors impeded or promoted efficient implementation of the Project?
20
JICA Bridge Engineering Training Center (Burma): Series of Project System Technical Cooperation Activity
Cases 10, pp6.

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also sent to Burma so that guidance was provided for all technical aspects necessary for
bridge construction. Burmese engineers were seeing many of the materials and machines
used for OJT for the first time, and the experts took note of this fact by taking the appropriate
step of providing sufficient instructions for the safe handling of equipment and then allowing
the Burmese engineers to apply what they had learned to actual work. This process took time,
but considering Thuwunna Bridge was completed without accident, it also turned out to be an
effective approach. This type of Japanese technical guidance was very useful in helping
trainees surely and steadily acquire technical expertise and was highly regarded by the
Burmese people involved in the Project, as demonstrated by interviews with them.

Equipment and materials provided for the Project include those for the In-Center Training
education, for concrete-related testing necessary for quality control and testing of concrete for
training bridges, and soil test equipment related to the construction of the superstructure of
training bridges. Upon completing the Project, past evaluations have confirmed that this
equipment and material has been put to good use. It is now difficult to do follow-up checks of
this equipment and material because much of it has been discarded due to aging.

A lot of the equipment and materials necessary for constructing Thuwunna Bridge were
provided for the OJT. As shown in Table 2.10, there is a great difference between the plan and
the result in the amount of money allotted for the provision of equipment and materials. The
1983 evaluation report mentioned that the Project was launched relatively prematurely, with
the In-Center Training as the main contents of the Project, and without determining details
such as training content or the financial burden on both countries. This is probably the reason
for the cost difference. In the detailed design stage, the estimate suggested capital of 1.3
billion yen for constructing Thuwunna bridge, but the capital procured was actually only 500
million yen. Materials and equipment equivalent to 800 million, which could not be covered by
the available capital, had to be procured by the Burmese government or, if local procurement
was impossible, by a technical cooperation scheme. But JICAs progress management of
grant aid assistance and technical cooperation was excellent, with JICA administration officer
playing a core role, so that local experts seemed to feel no serious burden in this respect.

A total of 31 trainees were accepted for training in Japan. Their stay per training was about 0.5
months to 3.5 months. What the trainees learned included the current status of Japanese
roads and bridges, acquisition of design techniques at the design section of a private company,
and acquisition of construction techniques at bridge construction sites. According to the
interview survey, since Burmese people at that time could not go abroad without a foreign
invitation, training in Japan was an invaluable opportunity for former trainees and counterparts
to experience the feel and touch of overseas technology. Also reported in the interview survey
was that training in Japan provided a great incentive and was highly useful.

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(2) Burmas input

Burmas input included a financial burden of 35,281,000 Kyat in total for arranging
counterparts, running cost of the In-Center Training, and land, labor cost, materials cost, and
machine rent for constructing Thuwunna Bridge. Since there was no fully established system
for Project implementation in the first year, the Project did not go as smoothly as planned due
to, for example, process delays. But progress was smoother in the second year and thereafter.
The OJT scheme required Burma inputs for smooth implementation, and the Burmese
government made domestically available resources, such as concrete and wood, preferentially
available to the Project, helping it to proceed smoothly.

In addition, the Project was positioned as one of the nation's most important projects and the
government sent its most outstanding engineers to take part in it. This is also true of the
counterparts. Among the counterparts for the In-Center Training, 15 were selected from
trainees judged to be very excellent during the process of the Project, except for 2 who were
selected at the start of the Project. Among the 25 trainees assigned to the OJT, 5 were also
selected through the same process. Furthermore, Japanese experts gave a part of lecture to
the counterparts, and took a role to support them from the second training period. Although it
is said that neither technology nor design capability will not be mastered through a passive
lecture, the BETC Project made an arrangement to improve their ownership and learning
motivation. This is also considered one of the pivotal factors that facilitated the fulfillment of the
Project purpose.

(3) Appropriateness of the cooperation period

The BETC Project started upon the signing of the Record of Discussions (R/D) in July 1979,
which agreed on a duration lasting until 12th July 1983. But the period was extended another
two years, until July 1985. Before this extension, an evaluation was conducted, in December
1983, as explained earlier, which recognized the need for superstructure training and
additional cooperation for training. When the evaluation was made, Thuwunna Bridge
construction, which was underway as part of the OJT scheme, completed the substructure and
was about to begin the superstructure. A Project extension was inevitable, therefore.

The Evaluation Team's survey report (1983), on the other hand, recorded the launch of the
Project with the lecture scheme as the main content without any detailed determination of the
contents or of the countries' financial burden for the OJT scheme. An old record also mentions
that Japan explained to the Burmese government the difficulty of completing the Project in four
years as intended in the planning stage. But as it turned out, the Project period was set to four
years because Burma strongly preferred four years as the period for Japan's assistance.
Consequently, the Project had to be extended for two more years, and Thuwunna Bridge was

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completed with Japanese assistance spanning a total of six years. In other words, the Project
was extended already with the expectation from the beginning of the Project that it would be
extended.

This was Burmas first attempt to construct a long-span bridge, and it was understandable that
the country would not easily accept the construction period that Japan suggested in the
planning stage. Ultimately, Japan accepted Burmas position and extended the Project based
on the achievements thus far obtained, a decision that is considered to have been reasonable.

(4) Appropriateness of the Project operation system

The BETC Project was implemented based on the following four committees described below.
Members, session frequency, and major discussions are shown in Table 2.11. The
committees facilitated smooth internal and external communication among Project team
members. According to the interview surveys in Myanmar and Japan, the Expert Committee
made especially noteworthy contributions. As mentioned earlier, the Project had a single
purpose. But since two assistance schemes--grant aid assistance and technical
cooperation--were used, there were eventually two managing entities.21 It therefore took time
to adjust the assistance schemes and internal procedures for expenditures between the
Ministry of Foreign Affairs and JICA. According to the interview survey in Japan, the Expert
Committee viewed them as part of an integrated scheme, thought up ways to solve problems
posed by local experts, provided explanations and made requests, mainly to JICA (the Ministry
of Foreign Affairs through JICA or the Ministry of Construction), and tried to realize early
procurement of necessary equipment and materials with the help of the head offices of the
members. The interview surveys in Japan and Burma confirm that the activities of the Expert
Committee played a key role in the smooth implementation of the Project.

The Project Implementation Committee, which was a monthly meeting chaired by Managing
Director of Construction Cooperation, was also effective in smoothing communication between
Japanese experts and Burmese stakeholders in Burma. Decision-making in Burma is
traditionally based on the top-down approach. When a matter involving people, things, or
money beyond the control of ordinary engineers occurred, the involvement of the Managing
Director could smoothly settle it. The minutes of the Implementation Committee reported the
progress of Thuwunna Bridge construction and the policies for responding to it, showing that
both countries greatly cooperated with each other to achieve the Projects purpose. The rate of
once a month was generally considered appropriate timing for the Managing Director to hold a
committee meeting. It also proves the enthusiasm that Burma had for the Project.

In addition to these high-level Committees, Japanese experts and Burmese counterparts met

21
At this time, JICA has sole jurisdiction.

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on the project level once a week to discuss the progress of the Project. As explained above,
various efforts were made at various levels to smooth communication related to the BETC
Project, an effort that surely enhanced the Projects efficiency.

Table 2.11 Committees of the BETC Project

Frequency of
Committee Chairman and members Discussion
meetings
Local system
Project MD of Construction Held only once Discussed the decision to
Co-ordination Corporation (Chairman) on June 8, 1982 extend the Project
Committee Burmese engineers
Japanese experts
People from the Japanese
Embassy and the bureau of
the Ministry of Planning and
Finance related to external
economy (observers)
Project MD of Construction Monthly (held 24 Budget coordination for
Implementation Corporation (chairman) times in total) construction of Thuwunna
Committee CC-related officers Bridge
Japanese experts Received and coordinated
U Khin Maung Yi (manager materials and equipment
of field office) for bridge construction
Director, Yangon Regional provided by Japan
Construction Bureau Operated bridge
U Han Zaw (manager) construction
Supervised and
coordinated technical
training and technical
transfer
System in Japan
BETC JICA administration officer As required Discussed basic policy for
Establishment (chairman) the Project, execution plan,
Committee Ministry of Foreign Affairs survey, dispatch of experts,
Ministry of Construction provision of equipment and
(then) materials, acceptance of
Japan Highway Corporation trainees, and other
(then) planning
Metropolitan Expressway
Public Corporation (then)
Honshu-Shikoku Bridge
Authority (then)
JICA relevant staff

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Expert Committee head was the As required (but Facilitated the smooth
Committee responsible person from the the frequency progress of the Project
company that sent a team was greater than based on close contact with
leader at each point. the BETC local experts
Ministry of Construction Establishment
(then) Committee).
Japan Highway Corporation
(then)
Metropolitan Expressway
Public Corporation (then)
Honshu-Shikoku Bridge
Authority (then)
Kajima Corp.
Sumitomo Construction Co.,
Ltd. (then)
Chiyoda Engineering
Consultants, Co., Ltd.
Source: Prepared by the Study Team based on data related to the BETC Project

As explained above, the input factors of the Japanese government and Burmese government
were effectively and efficiently utilized throughout to fulfill the Project purpose. On the other
hand, both Project length and cost showed a considerable increase compared to the original
plan. At the beginning of the Project, it was already understood that financial resources were
inadequate, and the delay in procedural matters and the start of work due to measures against
overruns also contributed to the increase in cost. These factors have been determined to have
not impeded the efficiency of the Project, however.

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2.3.5 Sustainability22

(1) Aspects of the political system

The situation in Burma drastically changed after the BETC Project. In September 1988, the
socialist regime that had been in power for 26 years collapsed due to nation-wide
demonstrations demanding democratization. But the army suppressed the demonstrators,
formed the State Law and Order Restoration Council (SLORC), and took over the regime.
(The SLORC was reorganized as the State Peace and Development Council, or SPDC, in
1997). The country was ruled by the military until a new government was formed in March
2011.

The change of regimes resulted in the introduction of a new bridge construction policy. Two
major government policies have greatly impacted the sustainability of the BETC Project. One
is the increase of long-span bridge construction to a faster pace than before. The number of
construction projects for bridges longer than 54 meters from 1985 to 2011 is shown in
Figure 2.2.

30

25

20

15

10

0
85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 00 01 02 03 04 05 06 07 08 09 10 11

Source Prepared by the Study Team based on data provided by PW

Figure2.2 Number of long-span bridges constructed (from 1985 to2011)23

As the graphs shows, before 1993 less than 10 long-span bridges were constructed per year,
but the number jumped to 16 per year in 1994 and further went up, to 25 per year, in 2000. The
interview survey revealed that many of the trainees were assigned to departments other than
bridge construction, as there were only a few long-span bridges being constructed when the

22
The major viewpoints for analyzing sustainability are shown below:
Will the effects aimed at by the Project, such as the Project purpose or overall goal, continue after assistance
has ended?
What factors generated or impeded sustainability effects (is political support maintained, is there enough
organizational capability to smoothly conduct activities, are personnel appropriately arranged, is the budget
ensured, does the process of decision-making function properly, is the necessary technology maintained and
diffused, are the materials and equipment properly maintained, and on.)?
23
Figures calculated by year of start of construction

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Project ended. But as the 90s began, these former trainees returned to the bridge department
from road or construction departments and were sent to bridge construction sites where they
were once again able to use the skill and knowledge that they had learned from the BETC
Project.

The second influential policy was that Burma began to construct more steel bridges than the
PC bridges that were the subject of technical transfer in the BETC Project. 276 bridges longer
than 54 meters constructed by PW after the end of the Project were classified by the type of
superstructure, as shown in Table 2.12. The table shows that a variety of bridges, including
steel truss bridges, cable-stayed bridges, and suspension bridges, were constructed in
addition to PC bridges that were the object of the Projects technical transfer.

Table 2.12 Superstructure by bridge type as of April 2012 (bridge span of over 54 m)
(Unit: bridge constructed)

1988-1993 1994-1998 1999-2003 2004-2008 2009-2012 Total

Steel Truss
8 5 14 16 10 53
Bridge
Suspension
2
Bridge 5 4 5 6 22
Cable-stayed
0 1 2 0 0 3
Bridge

Bailey Bridge
0 24 20 3 11 58
Reinforced
Concrete 2 15 36 16 28 97
Bridge
PC bridge24 12 4 7 10 4 37
Others 0 2 3 1 0 6
Total 24 56 86 51 59 276
Source PW

The reason for the change in the type of bridge built is strongly related to the aforementioned
acceleration of bridge construction. The government preferred to construct steel bridges rather
than PC bridges because the former could be constructed in a shorter period of time and in
order to construct as many long-span bridges as possible within a short time. The local survey
shows that it generally took two to three years to construct a bridge regardless of its length
from route selection and basic survey to final completion. In addition to the construction period
issue, cost is another factor. Although Myanmar does not have the capability to design steel
bridges, they can purchase the superstructure for such bridges from China at a low price. It is
assumed that steel truss bridges are particularly favored because they satisfy the need for
short-term completion. In contrast, it takes Myanmar many years to construct a bridge with PC

24
This is not a PC box girder bridge using the cantilever election method like Thuwunna Bridge or Ngawun Bridge.

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construction like Thuwunna Bridge or Ngawun Bridge using the PC cantilever method, whose
technology was transferred by Japan to Burma. Moreover, PC bridges cannot have
long-spans.

In recent years, the priority has been to extend and widen existing north-south roads, construct
new east-west roads, and develop regional multi-national highways based on a framework of
economic cooperation with neighboring countries, such as ASEAN, GMS, BIMSTEC, and
ACMECS member countries, as explained in detail in 3.1 of Chapter 3.

(2) Project Counterpart

For the BETC Project, 17 counterparts were assigned to the In-Center Training and 25 to the
OJT. These counterparts were all engineers of Construction Cooperation except for two
persons, a Rangoon Technical University (todays Yangon Technological University)
employee and a Yangon city hall employee. After the Project, these counterparts returned to
their respective work places, continued their ordinary work, and utilized the skills and
knowledge they mastered in their work. On the other hand, the BETC Project left the
consolidation and diffusion of transferred technology to individuals, and no system was
established to promote consolidation and sharing of transferred skills and knowledge with
others during the Project period.

Construction Cooperation owned three training centers: Thuwunna Central Training Center,
where the Project was established, Insein Mechanical Training Center, and Mandalay
Mechanical Training Center. The Thuwunna Central Training Center chosen as the base of
the BETC Project is the largest of these training centers and provides a variety of training
courses. This Center employs full-time lecturers qualified to train workers, but not full-time
lecturers qualified to teach engineers. Engineers from the relevant department of Construction
Cooperation come to serve as lecturers depending on the course. Each lecturer is supposed
to provide their own teaching materials. Some of the teaching materials prepared by the BETC
Project are used by Project graduates in their lectures at the Central Training Center, but the
majority of them have not been effectively used since the Project. There was also no system
established to store and share teaching materials.

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(3) Technology

1) Technology after the Project until construction of Ngawun Bridge

Ngawun Bridge was designed and

constructed by the Burmese
government after the Project. 355
meters in total length and 110 meters in
central span length, Ngawun Bridge is
a PC box girder bridge constructed with
the same cantilever erection method as
Thuwunna Bridge. Thuwunna Bridge
was basically constructed under the
guidance of Japanese experts who
checked the whole process of
Photo 2.5 Ngawun Bridge photographed in May
construction from design to erection.
2012
Although the necessary technology
was transferred to Burmese engineers,
and at a high level, they remained uneasy about some of the construction processes. It was
Burmese engineers who played the main role from design to erection in constructing Ngawun
Bridge, while Japanese involvement was limited to the short-term dispatch of experts and
providing materials and equipment. The interview survey confirmed that the completion of
Ngawun Bridge gave Burmese engineers the confidence to construct long-span PC bridges
without Japanese assistance.

Construction of Ngawun Bridge started in 1985 and ended in 1991 without any accidents.
Onsite safety was one of the training items prioritized by experts at the time. The fact that
onsite safety was achieved not only for Thuwunna Bridge but also for Ngawun Bridge is worthy
of praise. The Study Team visited Ngawun Bridge, and a visual inspection of the bridge
showed no visible problems even though it had been completed over 20 years earlier, as is the
case for Thuwunna Bridge. In addition, Ngawun Bridge was awarded the Tanaka Award25
(Excellence in Bridge Design and Construction) by the Japan Society of Civil Engineers in
recognition of the outstanding accomplishment of the Burma people of making full use of the
technology transferred from Japan and constructing the bridge with their own engineers.

25
The Tanaka Award was established in 1966.
The Tanaka Award (Excellence in Bridge Design and Construction) recognizes a constructed or reconstructed
bridge or a related structure that demonstrates excellent quality in planning, design, construction, maintenance,
and management and exhibits technical and aesthetic excellence. Special or innovative techniques applied to a
structure are also regarded as a subject of this award. 2011 award winners include the elevated bridge of the
Metro in Dubai, the Ikina Bridge in Ehime prefecture, and the Tokyo Gate Bridge.

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As explained above, technology transferred from Japan to Burma is judged to have been firmly
consolidated by 1991 when the Project was completed.

2) Technology after the Ngawun Bridge Project

After construction of Ngawun Bridge, no long-span bridges using the cast-in-place cantilever
erection method were constructed due to the change in the government's policy. This
suggests that substructure technical expertise transferred in the Project is being lost. Since
completion of the BETC Project, many long-span bridges have been constructed, and the
outcome of the Project has been effectively utilized in their construction. Table 2.13 showing
the allocation of work (design and construction) by type of bridge in Burma indicates how
transferred technology has been applied. Cells shaded in light gray are the fields where
technical transfer by BETC applies. Currently PW personnel are engaged in the design and
construction of various bridges; including 30 meter span length class PC bridges, as well as
their substructures, and cast-in-place pile installation and erection for every type of bridge.

Table 2.13 Current role of PW in bridge design and construction

PC Bridge Steel Truss Bridge Cable-stayed Bridge Suspension Bridge

Design Contruction Design Contruction Design Contruction Design Contruction
Foudation PW PW PW PW PW PW Foreign Company PW
Lower Structure PW PW PW PW PW PW Foreign Company PW
Upper Structure PW PW MEC/Foreign Company PW Foreign Company PW Foreign Company PW
Remarks:
1) Technology transferred during BETC Project
2) Technology not transferred during BETC Project
3) MEC: Myanmar Economic Corporation
Source: Study Team

The onsite survey also confirmed the following:

A check of the design calculations of the substructures confirms that they use the same
calculation process as derived from the Japanese Specification for Highway Bridges.

A check of the drawings of the substructure of Maubin Bridge, opened to traffic in 1998,
and the drawings of Ngawun Bridge confirmed that those structural drawings were based
on the same concept.

Burmese engineers created the foundation design based on piles driven to a ground depth
with an N value of 60 according to the boring log, as described in the soil test survey report.
This confirms that they conducted a soil investigation in advance and properly identified
the bearing layer as they were taught in the BETC Project.

Although no long-span bridges using the cast-in-place cantilever erection method have been
constructed since Thuwunna Bridge and Ngawun Bridge, the substructure technical standards
and the knowledge of construction management from planning to construction of long-span
bridges they learned from the Project are still utilized and adequately maintained.

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As shown in Table 2.13, the main factors that have maintained the Project's transferred
technology even after 27 years are described as follows:

a) Many Project graduates took important posts at PW after the Project and have played
important roles in the construction of many bridges.

Many of the counterparts and trainees who participated in the Project were in their late 20s
and early 30s and took lower ranking engineering positions, such as technical engineer (TE) or
assistant engineer (AE). But the Study Team studied the final career of the In-Center Training
graduates in the field survey and found that many of them had been promoted. Among them is
one who assumed the role of Vice Construction Minister (a position he still holds), two who
assumed the post of Managing Director of PW (now retired), and one who held the office of
Regional Directorship of Ministry of Construction (now retired). They contributed not only to
the technical aspects but also to the managerial aspects of the Ministry of Construction and
PW. The highest posts assumed by the In-Center Training graduates are summarized in Table
2.14.

Why the BETC Project graduates ultimately obtained such high levels of achievement can be
explained as follows; Trainees studied hard because the Project was a prestigious national
project and they dedicated themselves to hard study when faced with unfamiliar content in
lectures, and all this effort helped them to attain high levels of achievement in their later
careers.

b) Former counterparts and trainees transferred what they learned to coworkers and juniors.

According to the interview survey, engineers and skilled workers who received the benefit of
technical transfer in the BETC Project were reassigned to various positions and locations after
the Project, used the know-how they had mastered in their respective workplaces, and handed
down what they learned to young engineers who would shoulder the future of their country.
For instance, two engineers who were counterparts for the In-Center Training and trainees of
the Advanced Course delivered lectures on the basic techniques of bridge design and
construction at Thuwunna Central Training Center based on what they had learned from the
Project. One counterpart who participated in the OJT served as a lecturer on electric
equipment and management at Insein Mechanical Training Center two to three times a year.
Transmitting technical knowledge was also confirmed for other engineers, although not in the
form of lectures. Instead, they taught their know-how to other engineers and workers in the
form of the OJT at construction sites. Interviews with the BETC Project graduates confirmed
that the technology they mastered was transferred to over 100 engineers and over 200 skilled
workers in the period after the end of the Project and until their retirement.

c) Trainees had many opportunities after the Project to refine their experience.

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It is important to accumulate experience that can consolidate technical knowledge, and this is
true for any project. Although there was no high demand for bridge construction when the
Project was completed, the number of bridge construction projects soared going into the
1990s, as shown in Figure 2.2. As explained earlier, graduates who were once assigned to
road or building departments following the Project returned to the bridge department later on in
step with this trend. Engineers who learned technology from the BETC Project accumulated
experience through the construction of many long-span bridges and continued to refine their
expertise. The transfer of know-how to their juniors mentioned above could not have occurred
without these kinds of construction opportunities.

d) Burmese engineers continue to receive advice from Japanese experts.

Under the former regime, long-span bridges were constructed rapidly. It was reported that they
faced various technical difficulties during the design and construction process. Burmese
people were deprived of assistance from abroad due to the political situation and hence had
only limited access to foreign information. Under these circumstances, some of the experts
involved in the BETC Project maintained contact with Burmese engineers on a personal basis
after the end of the Project, providing advice on bridge technology and checking up on the
situation in Myanmar. This sort of ongoing relationship with some Japanese engineers is also
considered to have helped to consolidate and diffuse transferred technology.

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3) Technical problems: Quality of concrete (salt damage, rock pocket of concrete, and tilting of
bridge abutments)

Quality control of control was one of the technical transfer items of the BETC Project. Quality
control techniques had been successfully transferred to local people upon completing the
Project. But bridge inspections indicated that there were problems, including salt damage to
concrete. Furthermore, according to the result of bridge site survey (expressway bridge),
technical challenges such as rock pocket of concrete and insufficient compaction aspect were
observed. The details concerning this damage are explained in Paragraph 3.3 Bridge
inspection. The damage was caused primarily because quality control was left to individual
discretion and no national criteria for quality control had been established. The BETC Project
did not include establishing such a standard within the scope of the Project, but considering
the importance of technical sustainability, it will be given priority in the future.

Photo 2.6 Salt Damage at pier Photo 2.7 Rock pocket of concrete at
bridge girder

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(4) Financial affairs

The Study Team does not have specific financial data because we cannot obtain budget data
from 1985 to 2004, but judging from the change in the number of long-span bridges
constructed after 1985, we can speculate that although PW had difficulty securing budgets,
they were given preferential budget treatment to construct bridges in their country because the
government was very satisfied with their performance when constructing Thuwunna Bridge
and Ngawun Bridge. Recent budget trends are shown in Table 3.4 in Paragraph 3.1.

Sustainability is evaluated to be basically high because of three major reasons: no major

changes in the government's policy about promoting bridge construction; while technical
sustainability is very different between the six year period after the end of the Project and the
period thereafter, substructure technology, especially, has been consolidated and diffused in
Myanmar at a high level; and, no evidence of any major financial problems.

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Table 2.14 Present statuses of trainees of the In-Center Training26

1 st Gr o u p 2 n d Gr o u p
Affiliat e at t h e Po sit io n at t h e Po sit io n at
Last Po si t i o n Affiliat e at t h e t im e Last Po sit io n
No . t im e o f BET C t im e o f BET C No . t h e t im e o f
C u r r e n t St at u s o f BET C Pr o je c t C u r r e n t St at u s
Pr o je c t Pr o je c t BET C Pr o je c t
1 CC DSE/Retired 21 CC SOIII EE/Resigned
2 CC SOIII SE/Passed Away 22 Railways - -
3 Irrigation TE - 23 CC AE EE/Retired
4 CC TE EE/Resigned 24 CC TE EE/Retired
5 Education - - 25 CC AEE DSE/Resigned
6 CC TE CE/DY. Ministe 26 CC AE SE/Retired
7 Railways - - 27 CC SOIII EE/Retired
8 CC TE CE/Retired 28 CC SOIII DCE/Retired
9 CC TE SE/Retired 29 Army - -
10 CC AE Retired 30 Army - -
11 YCDC - - 31 CC SOIII SE/Retired
12 CC AE DSE/Passed Away 32 CC TE MD/Retired
13 CC TE Resigned 33 CC TE SE/Retired
14 CC TE EE/Retired 34 CC AEE SE/Retired
15 CC SOIII DSE/Retired 35 CC TE DSE/Retired
16 Army - - 36 Education - -
17 Army - - 37 YCDC - EE/Passed Away
18 CC TE EE/Retired
19 CC TE EE/Passed Away
20 CC TE EE/Retired

3 r d Gr o u p 4 t h Gr o u p (Advan c e C o u r se )
Affiliat e at t h e Po sit io n at t h e Po sit io n at
Last Po si t i o n Affiliat e at t h e t im e Last Po sit io n
No . t im e o f BET C t im e o f BET C No . t h e t im e o f
C u r r e n t St at u s o f BET C Pr o je c t C u r r e n t St at u s
Pr o je c t Pr o je c t BET C Pr o je c t
38 CC SOII CE/Retired 58 CC AE /Retired
MD/Retired
39 CC AE DCE/Retired 59 CC AE DCE/Retired
40 CC AE CE/Retired 4 CC TE EE/Resigned
41 CC SOIII SE/Retired 28 CC SOIII DCE/Retired
42 CC AE EE/Resigned 21 CC SOIII EE/Resigned
43 CC AE EE/Retired 31 CC TE MD/Retired
44 YCDC - - 41 CC SOIII SE/Retired
45 CC TE DSE/Retired 42 CC AE EE/Resigned
46 CC AE DCE/Resigned 47 CC AE DSE/Resigned
47 CC AE DSE/Resigned 51 CC AE DMD/Retired
48 CC TE EE/Passed Away
49 Railways - -
50 CC TE CE/Retired
51 CC AE DMD/Retired
52 CC AEE SE/Retired
53 CC AE EE/Retired
54 CC SOIII DSE
55 CC SOIII SE/Minister**
56 CC SOIII DSE/Retired
57 CC SOIII CE
** CC: Construction Cooperation
Source: TOP

26
The abbreviations used refer to the following:
Dy. Minister*: Deputy Minister (Union) Minister**: (Minister (Local))
MD (Managing Director) DMD (Deputy Managing Director)
CE (Chief Engineer) DCE (Deputy Chief Engineer)
SE (Superintending Engineer) DSE (Deputy Superintending Engineer)
EE (Executive Engineer) AE (Assistant Engineer)
TE (Technical Engineer)

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2.4 COMPREHENSIVE EVALUATION OF THE BETC PROJECT

The goal of the BETC Project was to train engineers in Burma capable of bridge design and
construction by providing design technology through the In-Center Training and supporting the
construction of Thuwunna Bridge through the OJT. Evaluation results conclude that the
relevance of the Project is high because the purpose of the Project matches Burma's
development policy, and the necessity of the Project has also been confirmed. The output of
both In-Center Training and OJT was achieved at a high level based on the degree of
technical transfer evaluated by experts at the time. Therefore, the effectiveness of the Project
is also considered to have been very high. On the other hand, despite effectively and
efficiently utilizing all input elements, the Project period was extended two years, and Project
cost greatly exceeded planned cost. At the same time, it was already understood at the
beginning of the Project that the financial resources were insufficient, and the delay in
procedural matters and in the start of work due to measures against overruns also contributed
to the increase in cost. These factors are judged to not to have impeded the efficiency of the
Project.

Regarding the sustainability of the effects produced by the Project, the unexpected political
developments in Myanmar resulted in no PC box girder bridges using the cantilever erection
method being constructed after completion of Ngawun Bridge. But substructure design and
construction techniques and construction management for long-span bridge construction are
still present, although not systematically. Therefore, sustainability is considered to be basically
high. Furthermore, the impact is also considered to be high because the BETC Project
graduates contributed to the construction of long-span bridges and roads that support the
country's economic growth and stability of civil administration.

As explained above, it is concluded that the BETC Project receives a high evaluation.

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Column 1: Career of BETC Project graduates after the Project ended (based on
the interview survey)

After the Project was completed, Project graduates returned to their original positions.
These positions were in a variety of departments, such as bridge, road, and building
construction, and many of them were with PW. Since there were not many bridge
construction projects right after the Project, especially, most of the graduates could not
directly apply the techniques and knowledge they learned from the Project to actual
projects.

But after the start of the 1990s, bridge construction projects gradually increased due to
government policy. Project graduates assigned to departments other than bridge
construction were assigned to bridge construction sites because of their past experience
with the BETC Project. One example of this was the construction of Myaung-Bwe Bridge,
a 225 meter long Bailey bridge. The general site supervisor and two field supervisors,
each assigned to either side of the bridge, were BETC Project graduates.

Trainees who took the In-Center Training of the BETC Project also took a one-year
training course in Japan. The relationship of the OJT trainees to bridge construction is
much longer. Engineers and skilled workers engaged in the five year construction of
Thuwunna Bridge also worked on the six year construction of Ngawun Bridge. While not
all, many of them spent a total of 11 years together on these construction projects. Thus a
mutual bond was established among BETC Project graduates during that period. After
completing the Project, they remembered the hard days they went through together,
empathized with one another, and worked together constructing long bridges. 27 years
have passed since the end of the Project, and many of them have now retired, but they still
keep in touch with each other. How BETC Project graduates who were not from PW
utilized their skills and knowledge after the Project is not well known. One of them, who
came from the Defense Ministry, was promoted to the rank of colonel in the Ministry. He
taught the skills and knowledge he learned from the Project to university students at the
Defense Service Technical University. The technology transferred through the BETC
Project has been applied to various fields in Myanmar, including bridge construction, and
has surely contributed to the country's growth.

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2.5 LESSONS LEARNED FROM THE BETC PROJECT

2.5.1 Promoting and impeding factors

Major promoting and impeding factors in DAC evaluation criteria are summarized in Table
2.15.

Table 2.15 Promoting and impeding factors in DAC evaluation criteria

Relevance

1. The urgent need for technology to construct large-span bridges (promoting factor)

2. Choosing a combination of In-Center Training and OJT as the assistance approach

(promoting factor).

Effectiveness

3. Appropriately modifying activities to match the competence of trainees (promoting factor).

4. Having Japanese experts handle some processes while judging the ability of Burmese
engineers (promoting factor).

Impact

5. BETC Project graduates excelled in their bridge design role at construction sites
(promoting factor).

6. Translating the Japanese Specification for Highway Bridges into English and passing it on
to BETC Project graduates (promoting factor).

Efficiency

7. The involvement of the Managing Director of Construction Cooperation in implementing

the Project that improved communication between Japanese Experts and Burmese
stakeholders in Burma (promoting factor).

8. Forming a support team in Japan, centered on the staff of Japan's Ministry of Construction
that provided powerful support to the Project (promoting factor).

9. Inviting Burmese counterparts and trainees to train in Japan to give them the opportunity
to experience what was at the time Japan's up-to-the-minute bridge construction sites
(promoting factor).

10. Providing appropriate number and quality Japanese long and short term experts at the
right timing according to the project process for both In-Center Training and field training
(promoting factor).

11. Dispatching special engineers necessary for the front line of bridge construction from
Japan to also support the technical transfer in terms of local engineers and skilled workers
(promoting factor).

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12. Refill counterparts on a phased schedule to gradually develop counterparts who were
reliable and competent (promoting factor).

13. Appropriately providing material and equipment necessary for the construction of
Thuwunna Bridge through both grant aid assistance and technical cooperation.

14. Unable to obtain Burma's consent to the time necessary to complete the Project in the
Project planning stage (impeding factor).

Sustainability

15. Political upheaval drastically changed on bridge construction policy to one that favored
steel bridges (impeding factor).

16. The Burmese government constructed Ngawun Bridge at its own cost during the Project
period (promoting factor).

17. In-Center Training results were not retained by Thuwunna Central Training Center
(impeding factor).

18. Many Project graduates took important posts at PW after the Project and played important
roles in the construction of many bridges over a period of many years (promoting factor).

19. Many BETC Project graduates further transferred technology transferred from Japan to
their coworkers and juniors (promoting factor).

20. Project graduates had many opportunities to accumulate experience after the Project
(promoting factor).

21. Japanese experts continued to provide advice to Burmese engineers after the Project
(promoting factor).

2.5.2 Lessons learned from the BETC Project

Evaluation results of the BETC Project and the factor analysis presented in 2.5.1 identified the
following lessons drawn from the BETC Project. How a particular lesson is connected to a
particular promoting or impeding factor described in 2.5.1 (relationship with the evaluation
analysis) is indicated in parenthesizes on the right of each lesson.

Lesson drawn from the project plan

(1) Great results can result from the timely transfer of the necessary technology
appropriate to a nation's stage of development (relevance 1, sustainability 16, and
sustainability 20).

The BETC Project transferred large-span bridge construction technology that Burma
absolutely needed to secure future economic development. Given the situation, the Burmese

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government made the BETC Project one of the nation's top priorities and fully supported the
Japanese assistance. Following construction of Thuwunna Bridge, Burma spent its own
money to construct Ngawun Bridge, showing the strong enthusiasm and commitment of the
Burmese government at that time. The BETC Project could not have succeeded without the
effort of Japanese experts and the overall cooperation of the Burmese government. But
technology related to bridges improves day by day, and there are many other countries other
than Japan that can offer such technology. When technology for which Japan has a relatively
dominant position and which complements the recipients countrys stage of development is
provided at the right time, it is sure to be an influential factor for assuring the projects success.
The BETC Project is a case in point. To assure sustained success, it is important to
periodically follow up after the end of the Project and formulate and provide support in step
with changes in Burma.

(2) It is essential to advance sufficient examination of the project sustainability from a

long-term viewpoint (sustainability 16, sustainability 17, sustainability 19, sustainability
21, impact 5 and impact 6).

The BETC Project constructed Thuwunna Bridge with an on-the-job-training scheme. Later on,
Burma took the lead in constructing Ngawun Bridge. As discussed in the section on
sustainability, construction of Ngawun Bridge was not anticipated nor mentioned during the
planning stage of the BETC Project. Eventually, construction of Ngawun Bridge helped
Burmese engineers become more confident and helped consolidate the technology and
knowledge transferred to Burma by the Project. During the Ngawun Bridge construction
project, Japanese experts made short-term visits to Burma to provide supplementary technical
support, which also eventually provided indirect support to enhancing the abilities of Burmese
engineers. This is also considered to have served as a great incentive for them.

From this we can learn that since it takes significant time to transfer a whole new technology to
a recipient country, providing support in just one single act of assistance is not enough. It is
very important to allow for a phased transfer scheme in the beginning of project planning. To
this end, planning from a long-term standpoint is important. The results of technical transfer
can be enhanced by checking in the planning stage if the recipient country has a plan to
continue the project at their own cost in terms of human resources and budget availability and
by studying how Japan can be involved in the project to the extent that it is feasible based on
such a plan.

It is also important to further spread transferred technology by establishing a mechanism for

handing down technology to the next generation. It is apparent that transferred technology and
know-how transferred by the Project is being handed down to the next generation and playing
a vital role in bridge construction, but as explained in the section on sustainability, there are

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many promoting factors, including an increase in the number of bridge construction project
that provide opportunities for BETC Project graduates to apply their skills, voluntary re-transfer
of technology that graduates have mastered to coworkers and junior engineers, and continued
support from Japanese experts. But these factors were not a consequence of the project as
originally planned but are very much affected by external factors and individual discretion.

Documents such as the Japanese Specification for Highway Bridges are handed down to the
next generation, although this partly depends on individual discretion, and it is considered
important to document and systematize teaching materials and reference data as a
comprehensive package and set up a mechanism for handing them down to the next
generation. It is also important, therefore, to select the base for implementing the project by
considering how easy it is to pass on technical knowledge and how likely this will occur. For
example, the BETC Project selected Thuwunna Central Training Center as the base for the
In-Center Training, but even today this training center has no full-time lecturers qualified to
teach engineers. A better idea would have been to set up a training base at a place where
full-time lecturers are available, such as Yangon Technological University, plan a project
scheme that involves university professors, and integrate the skills and knowledge transferred
by the In-Center Training into the curriculum of the university so as to ensure systematic
maintenance and diffusion of transferred skills and knowledge.

Lessons drawn from the implementation method

(3) A combination of classroom training (In-Center Training) and field training

(on-the-job-training) is an effective way to transfer a whole new technology to the
recipient country (relevance 2).

JICA divides its assistance into three schemes: technical cooperation, grant aid assistance,
and loan assistance. When the BETC Project was implemented, the standard procedure was
to carry out each scheme independently. Today, cooperation among schemes is fairly
common. For instance, technical cooperation is conducted by partly using OJT in the program
on a pilot basis. But even today it is very unique to attempt a bridge construction project under
a general grant aid assistance scheme conducted almost entirely, and from beginning to end,
by OJT. In this regard, it was an extremely innovative form of assistance for JICA.

How much field exercise is conducted in the classroom and the field training framework needs
to be determined by analyzing how much the recipient country understands the technology
being transferred. The purpose of the BETC Project was to help Burma design and construct a
PC box girder bridge using the cantilever erection method on their own, but many Burmese
engineers had never seen a PC box girder bridge using that method before the start of the
Project, not to mention possessing the technical knowledge needed to do so. As a result, the

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preliminary Study team decided that it was important to teach the entire technology set from
scratch in a classroom and field training framework appropriate to the skill level of the
Burmese engineers, and the Project plan was formulated accordingly. Consequently, Burma
successfully mastered the ability to design and construct a PC box girder bridge own their own
within the limited six year period, as explained in the section on effectiveness.

The BETC Project emphasized the importance of design engineers understanding the
construction site and, vice versa, the importance of local engineers understanding the design.
According to the survey, besides the five trainees who participated in both the In-Center
Training and the OJT, the trainees who received only the In-Center Training also became
capable of identifying design defects and requesting someone to revise them or revising them
on the spot on their own. Such impressive results would have been impossible without a
combination of classroom training and field training.

(4) Reinforcing the domestic support system (effectiveness 3, efficiency 8, efficiency, 9,

efficiency 10 and efficiency 13)

Various ideas were developed and implemented with a flexible approach in order to meet the
local demands of the BETC Project. For instance, the In-Center Training originally planned to
transfer to the first to third period trainees a level of technical knowledge nearly equal to that
meant for a fourth period trainee. But as it turned out, trainees varied in competence.
Therefore, the contents of lectures were revised. Ultimately, the first to third period training
was reorganized into the Basic Course, while the fourth period was the Advanced Course,
thereby fulfilling its initial purpose. For the OJT, many materials and equipment necessary for
bridge construction that were originally assumed to be locally available turned out to be
unavailable, so whatever was locally available and considered applicable was put to use or the
necessary materials were sent from Japan or a neighboring country.

These changes as well as the subsequent need for people, materials, and money were
promptly supported by the Expert Committee formed by the organizations that dispatched
Japanese experts. Constructing a bridge by means of the OJT placed a great burden on the
Japanese experts. In addition, they had to stay on schedule and pay the utmost attention to
safety. The Expert Committee responded to these challenges, offering complete and
concerted support for the dispatched experts to help them overcome these challenges.

When a project is implemented in a field that has not been covered in the past, it is impossible
to anticipate every possible occurrence in the planning stage. The most feasible and desirable
option, as demonstrated by the BETC Project, is flexibility in response to changes in local
needs. Moreover, organizational backup that enables flexible coordination and response that
can cope with the various elements that emerge from such changes is also indispensable.

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For a technical cooperation project using JICA's direct-managed expert dispatch approach,
that is, an approach in which experts from various organizations take part in a single project
has no organization responsible for the project management, in contrast to a technical
cooperation project based on an operation agreement, setting up a supporting organization at
JICA and the senders is recommended for the former case as a general principle.

(5) Phased refilling of counterparts (impact 5, efficiency 12, sustainability 18)

Two capable engineers who had studied in Russia participated in the Project as early as its
inception stage and supported the operation and expansion of the Project. It was sheer luck
that such qualified engineers were made available to the Project. Other engineers were
periodically replenished from among human resources which distinguished themselves during
the In-Center Training and the OJT, as explained earlier in the efficiency section. This
reinforcement greatly facilitated the smooth operation of the Project. Furthermore, the fact that
counterparts were also trainees created sympathy among other trainees and local engineers.
In fact, these counterparts also served as private consultants and advisers for other trainees
on a daily basis.

The BECT Project shows that since it is difficult to select people who appear highly qualified
and are so by the objective judgment as counterparts in the planning stage, it is important to
replenish human resources on a phased basis throughout the project.

(6) Diversification of training content to match the abilities and needs of the recipients
(effectiveness 3, effectiveness 4, efficiency 7 and efficiency 11)

Although the Project purpose was undoubtedly completed at a high level, some aspects of
field training based on OJT were judged to not have been fully established as standard
procedures, such as quality control and the safety management system. Enhancing only the
skills of engineers is not sufficient for effective quality control and safety management. Such
systems need to be incorporated into the government's policy and regulations from a
long-term viewpoint. It is effective, therefore, to include high-level government officials
responsible for policymaking among the trainees, in addition to engineers, depending on the
content being transferred. Since it is often difficult for high-level officials to be away from their
offices for the time required to participate in training, holding short seminars and workshops is
a feasible way for them to learn this technical knowledge.

Lessons drawn from the aftermath of the Project

(7) Follow-up after completing the Project (sustainability 15, sustainability 21, and
relevance 1)

After the BETC Project ended, some experts voluntary stayed in touch with former

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counterparts and trainees and provided advice from time to time. This enhanced the level of
sustainability of transferred technology. On the other hand, JICA was not in a position to carry
out large-scale projects due to subsequent political developments. Following seminar type
assistants had been provided during the period.

Seminar for designing steel type bridge by International Development Institute : August 1st
August 4th, 2000 (JICA experts participated as the special lecturer)

Seminar for designing steel type bridge by JICA : September 5th September 27th, 2001

Seminar for designing steel type bridge by JICA : February 4th February 27th, 2002

But it should have been possible to continue a bilateral relationship using a small-scale
assistance scheme, such as training in Japan or in a third country. Technology evolves every
day, and in order to ensure the "timely transfer of the necessary technology appropriate to a
nation's stage of development", as explained in Lesson (1), it is important to continuously
monitor the growth of Myanmar's bridge construction technology.

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3. SEQUEL TO THE BETC PROJECT

Nearly 30 years has passed since the end of the BETC Project, and the situation in Myanmar
has greatly changed. This chapter outlines the road and bridge sectors in present day
Myanmar and clarifies the support needs in those fields centering on capacity development in
Myanmar as a way to promote discussion on the future applicability of the lessons drawn from
the BETC Project discussed in Chapter 4.

3.1 OUTLINE OF ROAD AND BRIDGE SECTOR IN MYANMAR

3.1.1 Characteristics of the transport network

(1) Transport network

Before outlining the transport network of Myanmar, this section reviews the topographical
features of Myanmar that determine how it carries out its socioeconomic activities. Myanmar is
about 1.8 times larger than Japan and has a land area of 570,000 km2. It is shaped like a
lozenge stretched from north to south and shares borders with India and Bangladesh on the
northwest, China and Laos on the northeast, and Thailand on the southeast. The border zones
with these countries are mountainous areas populated by several minorities. The country has
a coastline along the Bay of Bengal and Andaman on the southwest and southeast. The
borderline is about 4,600 km altogether, while the coastline is about 2,000 km. The area
sandwiched between the mountainous border zone and the southern coastline is occupied by
a vast alluvial plain that drains mostly north to south by major rivers, including the Ayeyarwady,
Sittaung, and Thanluwin, and the delta zone formed by the estuaries of those rivers.

Myanmar has developed its transport network based on these topographical features. The
roads, railways, harbors and airports that constitute the country's transport network are
outlined below:

1) Roads

The total length of the road network is about 140,000 km. Major highways consist of a total of 8
major routes, including the expressway that was entirely opened to traffic at the end of the last
year connecting Yangon, Nay Pyi Taw, and Mandalay, as well as National Highways No.1, 2,
3, 4, 5, 6, and 8. Although they are called "highways," they are mostly single-lane paved roads
in either direction.

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Expressway: Yangon suburbs - Nay Pyi Taw - Mandalay

National Highway No.1: Yangon - Bago - Toungoo - Mandalay
National Highway No.2: Yangon - Pyay - Paleik
National Highway No.3: Mandalay - Muse (border with China)
National Highway No.4: Meiktila - Taunggyi - Kyaing Tong - Tachilek (border with Thailand)
National Highway No.5: Toungoo - Loikaw - Tangui
National Highway No.6: Yangon - Pathein
National Highway No.8: Yangon - Mawlamyaing - Dawei

2) Railways

Railway network in Myanmar totals 5,830 km. 2,009 km of this total comprise four routes,
including the Mandalay - Yangon line (617 km), Mandalay - Lashio line (313 km), Mandalay -
Kalay line (539 km), and Bago - Thanbyuzayat line (270 km).

3) Inland water transportation

In Myanmar, inland water transportation using major rivers serve as an important means of
transporting materials and passengers. Today, rivers and water areas used for inland water
transport are the Ayeyarwady, Chindwin, Thanluwin (Mon State and Kayin State), the delta
zone in Ayeyarwady Region, and the coastal zone of Rakhine State. The service length of
inland water transport is 12,044 km. Water transport in the delta is the longest route at 3,464.7
km, followed by the passenger transport route of the Ayeyarwady River at 2,811 km.
Passenger transport along the Ayeyarwady River begins from Yangon and ends at Myithkyna
in Kachin State. Cargo transport is mainly conducted on the Ayeyarwady River and Chindwin
River for a total service length of 2,247 km. Cargo transport is conducted from Yangon to
Kamti in Sagain Region along the Chindwin River and to Bhamo in Kachin State on the
Ayeyarwady River.

4) Ports and harbors

Myanmar has a total of eight ports: Sittewe, Kyukphyu, Tandwe, Pathein, Yangon,
Mowlamyine, Mieik, and Tawthoung. Pathein and Yangon are river ports. Yangon Port serves
as an international interface, handling about 95% of the countys exports and imports. Other
ports are used for the domestic water transport of cargo and passengers. Myanmar has a plan
to develop international ports at Kyukphyu, Kaleglauk, Dawei, and Bokpyin.

5) Airports

Myanmar has three international ports: Yangon, Mandalay, and Nay Pyi Taw. Yangon Airport
has a total of 13 international regular flights, including routes to Bangkok, Hanoi, Kuala
Lumpur, Singapore, Kumming, and Chittagong, and Mandalay Airport has regular flights to

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Kunming. Nay Pyi Taw Airport currently has no regular international flights.

Domestic flights are operated at a total of 32 airports. Private regular and irregular flights use
14 airports. Major domestic airports are Bagan, Heho, and Tandwe. Yangon International
Airport is the countrys hub for domestic flights.

Thus, major routes of the transport network are developed in the north and south directions
reflect the countys topography and population and city distribution. Large rivers have been a
hindrance to east-west roads and railways.

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Source: The Study Team

Figure 3.1 Transport Network in Myanmar

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(2) The role of the road sector in terms of modal split

In Myanmar, inland water transport using major rivers has always played a major role. In 1877,
the country's first railway was opened between Yangon and Pyay. In 1948, the railway route
was extended to about 3,100 km. With the progress of railway development, railroad transport
became an alternative to inland water transport and came to play a greater role in cargo
transport. As road development continues, roads have also become a means of cargo
transportation.

Table 3.1 shows the modal split in cargo transport over the past two decades. In 1990, inland
water transport occupied about half, or 47%, of cargo transport, while railways and roads
occupied 36% and 17%, respectively. In 2010, the share among inland water transport,
railway, and road was 45%, 32%, and 23%, respectively. Although inland water transport is
still important, road transport is gradually increasing in importance over railway. This is
probably because of negative factors such as poor railway maintenance and the degradation
of route and railway transport capacity. About transport distance by mode, railway and water
routes are long. That is, long-haul transport is performed by inland water transport and railway,
while relatively short-haul transport is by road. Recently, road transport distances are
increasing, suggesting an increasing importance of road transport.

Table 3.1 Modal Share of Flight Transport During 1990 to 2010

Freight Thousand Ton)

1990-91 1995-96 2000-01 2005-06 2009-10
Railway 1,930 36.2% 3,112 40.7% 3,551 39.9% 2,879 30.3% 3,327 31.9%
Air 2 0.0% 2 0.0% 2 0.0% 1 0.0% 1 0.0%
Inland Water 2,491 46.7% 3,176 41.6% 3,863 43.4% 4,262 44.9% 4,685 44.9%
Road 914 17.1% 1,352 17.7% 1,485 16.7% 2,349 24.8% 2,411 23.1%
Tota 5,337 100.0% 7,642 100.0% 8,901 100.0% 9,491 100.0% 10,424 100.0%

Freight Tom Mile Thousand Ton Mile

1990-91 1995-96 2000-01 2005-06 2009-10
Railway 306,861 43.2% 551,594 54.0% 750,040 58.4% 570,124 44.0% 658,252 39.6%
Air 688 0.1% 482 0.0% 705 0.1% 294 0.0% 162 0.0%
Inland Water 325,643 45.9% 322,601 31.6% 344,381 26.8% 455,175 35.1% 687,207 41.4%
Road 76,841 10.8% 147,393 14.4% 189,893 14.8% 271,079 20.9% 315,614 19.0%
Tota 710,033 100.0% 1,022,070 100.0% 1,285,019 100.0% 1,296,672 100.0% 1,661,235 100.0%

Fright Km (Ton Km)

1990-91 1995-96 2000-01 2005-06 2009-10
Railway 159.0 177.2 211.2 198.0 197.9
Air 344.0 241.0 352.5 326.7 324.0
Inland Water 130.7 101.6 89.1 106.8 146.7
Road 84.1 109.0 127.9 115.4 130.9
Tota 133.0 133.7 144.4 136.6 159.4

Source: Statistical Year Book 2010,Central Statistical Organization, 2012

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3.1.2 Current status of roads and bridges

(1) Current status of road and bridge improvements

As discussed in the previous paragraph, the Myanmar road sector is playing an increasingly
important role. It is logically considered that its rise in importance is mostly attributable to the
progress of road improvements. Road length (see Figure 3.2) was 69,732 km in 2001, but by
2011 had almost doubled to 142,395 km. During this period, the number of registered vehicles
in the entire country increased five times, from 445,000 to 2,332,000 registered vehicles. It
seems logical to conclude that in addition to this dramatic rise in the number of cars that the
increase in road length has made using the road network more convenient and therefore
eventually boosted the importance of roads for cargo transport.

Number of Registered 160,000

Year Road Length (Km)
Vehicle
2001 445,167 69,732 140,000

2002 461,692 73,843 120,000

2003 476,350 78,266
100,000
2004 960,341 90,713
2005 978,522 92,859 80,000
Road Length (Km)
2006 991,566 104,058 60,000
2007 1,024,372 111,737
40,000
2008 1,997,358 125,355
2009 2,067,839 127,942 20,000

2010 2,298,677 130,050 0

2011 2,331,663 142,395 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011

Source: PW

Figure 3.2 Road Length in Myanmar

The following is a detailed analysis of the country's road conditions. PW, under the supervision
of the Ministry of Construction, is responsible for road improvements in Myanmar. Other actors
include the Ministry of Border Affairs, the city of Yangon, the city of Mandalay, the city of Nay
Pyi Taw, and the military. As an organization under the supervision of the Ministry of
Construction, PW is technically a state economic enterprise, in effect a company owned by the
national government. As such, PW is seen as a public corporation in charge of public works
rather than as a bureau of the Construction Ministry. Because of this organizational
characteristic, the head of PW is called "Managing Director."

Roads supervised by PW account for about 26% of all roads in the country. On the other hand,
roads managed by the Ministry of Border Affairs occupy about 63%. Roads managed by PW
include expressways, national roads, and local roads. The pavement ratio is 47%, higher than
average. Roads managed by the Ministry of Border Affairs include dirt roads (64%) and gravel
roads (21%), with a poor pavement ratio.

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Table 3.2 Road Length by Type of Road and by Responsible Organization (2011)

(Km)
No. Type of Road Cocrete
Concrete Sphalt
Asphalt Gravel Macadum Earth Total Composition
Ministry of Comstruction Public Woeks
1 HHighways 567.9 11,175.4 2,978.1 2,625.7 1,297.3 18,644.4 13.2%
2 LRegional & State Roads 38.6 5,835.6 3,938.5 2,562.7 4,893.8 17,269.3 12.3%
Sub-total
606.6 17,011.1 6,916.6 5,188.4 6,191.1 35,913.7 25.5%
Ministry of Boder Affairs
3 Urban 3.4 4,532.8 2,126.0 635.1 3,455.9 10,753.2 7.6%
4 Village & Border Road
99.4 3,863.0 16,256.6 4,654.7 53,340.1 78,213.8 55.6%
102.8 8,395.7 18,382.6 5,289.9 56,796.0 88,967.0 63.2%
5 Yangon City Development Committee
1,240.2 1,748.3 12.9 455.1 473.1 3,929.6 2.8%
6 Mandalay City Development Committee
10.8 1,539.7 119.8 0.0 310.0 1,980.2 1.4%
7 Naypyitaw City Development Committee
246.2 129.4 43.0 735.2 1,131.3 2,285.1 1.6%
8 Military Engineering 260.0 55.5 335.1 379.0 6,673.6 7,703.1 5.5%
Total 2,466.6 28,879.6 25,809.9 12,047.6 71,575.0 140,778.7 100.0%

No. Type of Road Cocrete

Concrete Sphalt
Asphalt Gravel Macadum Earth Total
Ministry of Comstruction Public Woeks
1 HHighways 3.0% 59.9% 16.0% 14.1% 7.0% 100.0%
2 LRegional & State Roads 0.2% 33.8% 22.8% 14.8% 28.3% 100.0%
Sub-total
1.7% 47.4% 19.3% 14.4% 17.2% 100.0%
Ministry of Boder Affairs
3 Urban
0.0% 42.2% 19.8% 5.9% 32.1% 100.0%
4 Village & Border Road
0.1% 4.9% 20.8% 6.0% 68.2% 100.0%
Sub-total
0.1% 9.4% 20.7% 5.9% 63.8% 100.0%
5 Yangon City Development Committee
31.6% 44.5% 0.3% 11.6% 12.0% 100.0%
6 Mandalay City Development Committee
0.5% 77.8% 6.0% 0.0% 15.7% 100.0%
7 Naypyitaw City Development Committee
10.8% 5.7% 1.9% 32.2% 49.5% 100.0%
8 Military Engineering 3.4% 0.7% 4.3% 4.9% 86.6% 100.0%
Total 1.8% 20.5% 18.3% 8.6% 50.8% 100.0%

Note 1: Highways include expressway between Yangon and Mandalay via Nay Pyi Taw.
Note2: This data of road length is not the same as the data in Figure 3.2 due to different data source.
Note 3: Asphalt road includes simple pavement method like DDST
Source: PW

There are bridges on some 36,000 km of roads under management of PW, but PW does not
have the exact data about how many bridges there are. At minimum, there are about 2,800
bridges longer than 15 meters. There are 517 bridges that are relatively long, at least 54
meters. 276 of these longer bridges were constructed after 1988.

The number of long bridges spanning major rivers such as the Ayeyarwady, Chindwin,
Sittaung and Thanluwin as are follows: 12 over the Ayeyarwady, 2 over the Chindwin, 4 over
the Sittaung, and 7 over the Thanluwin. For details about bridge improvements, see Table 3.3
for a list of major bridges.

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Table 3.3 Long-span Bridges across Major Rivers in Myanmar

No. Name Span(ft) Type of Bridge

Ayeyarwaddy River
1 Innwa Bridge(Sagaing) 3,960 Steel Truss
2 Nawaday Bridge 4,183 Steel Truss
3 Maubin Bridge 2,362 Steel Truss+ RCC
4 Bala Min Htin Bridge 2,688 Steel Truss
5 Bo Myat Htun Bridge 8,544 Steel Truss
6 Anawrahtar Bridge 5,192 Steel Truss
7 Ayeyarwaddy Bridge(Magwe) 8,989 Steel Truss+ PC+RCC
8 Dadaye Bridge 4,088 Steel Truss+ RC
9 Ayeyarwaddy Bridge(Yadanarpon) 5,641 Steel Truss
10 Ayeyarwaddy Bridge(Naungdone) 7,402 Steel Truss
11 Ayeyarwaddy Bridge(Pakokku) 11,431 Steel Truss
12 Ayeyarwaddy Bridge(Sinkhan) 3,215 Steel Truss+ PC+RCC
Sittaung River
13 Sittaung Bridge 2,320 Steel Truss
14 Sittaung Bridge(Taungngu-Mawchi-Loikaw) 680 CH Steel Girder
15 Sittaung Bridge (Shwe Kyin-Madauk) 500 PC+RCC
16 Sittaung Bridge(Mokepalin) 2,393 Steel Truss+Plate Girder+RC
Thanlwin River
17 Kwan Lon Bridge 789 Steel Suspension
18 Tar Kaw Bridge 780 Steel Truss
19 Thanlwin Bridge(Pha An) 2,252 Steel Truss
20 Thanlwin Bridge(Tarsan) 900 Suspension
21 Thanlwin Bridge(Mawlamyine) 11,575 Steel Truss+ PC+RCC
22 Thanlwin Bridge(Tarpar) 600 Steel Suspension
23 Thanlwin Bridge(Tarkaw At) 600 Bailey
Chindwin River
24 Shinphyushin Bridge 4,957 Steel Truss
25 Chindwin Bridge(Monywa) 4,730 Steel Truss
Total Span(ft) 100,771

Source: The Study Team

(2) Budget for road and bridge improvements

Road and bridge improvements have been steadily implemented, as discussed above. The
Myanmars government seems to be aware of the importance of road infrastructure
development and therefore has made the appropriation of the necessary budgets to improve
roads as a top priority. According to Table 3.4, although the road budget has been increasing
since 2005, the bridge budget seems to be declining. It is suggested that the maintenance
budget is also increasing although it tends to fluctuate greatly. Specifically, the annual budget
plan of PW for 2008/2009 was about 120 billion Kyat. Of that total, the road-related budget
was about 50 billion Kyat, the bridge-related budget about 30 billion Kyat, and maintenance

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about 30 billion Kyat. Although the PW budget seems to remain almost the same, its ratio to
the national budget decreased from 6.6% in 2005/2006 to 2.6% in 2008/2009.

But according to JICA's Study of The Project for Improvement of Road Technology in Disaster
Affected Area (2012), road and bridge spending after 2009/2010 was 182 billion Kyat in
2009/2010 and again increased to 315 billion Kyat in 2010/2011. Considering the future
growth of the national budget, it is believed that a budget greater than the present level will be
allocated to PW, with an emphasis on road construction, bridge construction, and
maintenance.

Table 3.4 Budget for Road and Bridge in PW

(1 billion Kyat)
2005-2006 2006-2007 2007-2008 2008-2009
National Budget (a) 1947 2972 4004 4637
PW Budget 128 126 119 120
Road Budget (b) 35 48 47 52
Bridge Budget '(c) 52 33 34 28
Maintenance (d) 15 24 16 28
Sub-total (e=b+c+d) 102 105 97 108
Composition of PW budget in National Budget (e/a) 6.6% 4.2% 3.0% 2.6%
Road and Bridge Budget in PW Budget ((b+c)/a) 79.7% 83.3% 81.5% 90.0%
Source: Compiled by JICA Study Team based on the data from Statistical Year Book 2011 and Detailed Planning
Survey for Technology in Disaster Affected Area of JICA in 2012

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3.2 STUDY ON CURRENT STATUS AND PROBLEMS OF BRIDGE PROJECT

MANAGEMENT SYSTEM IN MYANMAR

3.2.1 General situation after the BETC Project

The major objectives of the BETC Project are considered as below;

(1) Capacity building for Burmese engineers to design and construct bridges by themselves.

(2) Technical transfer for bridge design and construction technology which utilize the
resources domestically available.

For objective (1), since many bridges have been constructed after the BETC Project, it is
reasonably believed that the technology and know-how of bridge design and construction has
been successfully transferred to BETC trainees and contributed to the development of bridge
sector in Myanmar.

However for objective (2), despite its advantages in terms of low cost and/or easy
maintenance, the technology of PC box girder bridge has not been utilized after Ngawun
Bridge construction due to national policy in which construction speed was prioritized.

If the technology of PC box girder bridge was widely transferred to the private companies and
the fair competition mechanism worked in bridge construction field, the further technical
development and wide spread of PC box girder bridge might have been achieved.

However, as described in the following paragraphs, since major road and bridge projects have
been directly controlled / implemented by PW from the planning/design stage to the
construction stage,

High priority of construction speed and

Consideration for cost minimizing alternatives or value engineering is not necessary since
no competitor exists at present.

Subsequently, the steel truss bridges with same span arrangement have been widely built in
order to re-use the same design repeatedly.

3.2.2 Current status and problems

(1) Organization and capacity of PW

Major road and bridge projects have been directly controlled / implemented by PW from
planning/design stage to construction stage.

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Figure 3.3 exclusively shows the organization chart of sections in charge of bridge projects in
PW. PW has its own construction teams so called Bridge Construction Unit and Special
Construction Project Team (hereafter BCU and SCPT respectively), and those have directly
implemented the bridge construction works. Thus there have been rare cases for the private
companies to participate in the bridge projects, however the cases of subcontracting a part of
works to the private companies are recently increasing though number of such works are still
limited to the approach bridges on land only.

Many long-span bridges such as the steel truss, cable stayed and suspension bridges have
been built by foreign companies (mainly Chinese companies). Since PW implements the
construction works by itself, scope of foreign companys works is limited to the design
(superstructure only in most case), fabrication, import and transportation of superstructural
members, delegation of supervisors for erection and supply of equipment for erection.

Managing Director of Public Works

Deputy Managing Deputy Managing Deputy Managing Director Deputy Managing

Director of Director of Planning of Maintenance Director of Works
Administration

Department of Department of Department of Department of Bridges

Buildings Airfields Roads

5 Special Construction Bridge Construction

Project Teams Units for 7 States
and 7 Divisions

Figure 3.3 Organization chart of PW (focused on bridge sector)

In the organization chart, BCU exists in each state or region (total 7 states and 7 regions) and
responsible for the construction of small to medium scale bridges within each state or region.

5 SCPTs have been specially established to implement large scale projects such as Yangon -
Mandalay Expressway and Ayeyarwady River Bridges. Projects implemented by each SCPT
so far are shown in Table 3.5;

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Table 3.5 Summary of Special Construction Project Team (SCPT)

Name Project responsible Project cost / Project period
SCPT No.1 Yangon Mandalay Expressway 1,291.3 billion.Kyat, Period = 7 years
SCPT No.2 Ayeyarwady River Bridge (Sinkhan) 36.3 billion.Kyat
SCPT No.3 Ayeyarwady River Bridge (Pakokku) 122.6 billion.Kyat, Period = 2 years
SCPT No.4 Ayeyarwady River Bridge (Malun) 45.3 billion.Kyat, Period (actual) = 3 years
SCPT No.5 Ayeyarwady River Bridge (Nyaungdone) 88.9 billion.Kyat, Period = 2 years

The following Table 3.6 shows an example of manpower and machinery of SCPT No.3 and
No.5.

Each SCPT has the similar resources and capacity to implement a long-span bridge project
with project cost of over 10 billion yen within about two (2) years.

Table 3.6 List of manpower and machinery (example of SCPT No.3 and No.5)
No. Description SCPT No.3 SCPT No.5
1 Manpower
1.1 Project Manager 1 1
1.2 Deputy Project Manager 1 1
1.3 Executive Engineer 3 -
1.4 Engineer 67 102
1.5 Worker 1,750 2,010
2 Machinery
2.1 Reverse circulation drill 3 -
2.2 Earth auger 4 9
2.3 Crawler crane 12 10
2.4 Tire crane 4 12
2.5 Generator 8 8
2.6 Vibration hammer 4 -
2.7 Barge for working platform 5 8
2.8 Sand barge 2 1
2.9 Tug boat 1 2
2.10 Barge for equipment 2 5
transportation
2.11 Backhoe 5 3
2.12 Loader 1 2
2.13 Pump car 3 -
2.14 Bulldozer 2 2
2.15 Trailer 3 7
2.16 Batching plant 5 3
2.17 Concrete mixer car 14 7
2.18 Dump truck 5 7

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(2) Procedure from planning to construction stage in bridge project

The following flow chart shows the typical procedure from planning to construction stage in
steel truss bridge projects which have been widely adopted in Myanmar.

PW

Route selection and basic study

- Correlation with present/future network

13 mths. - Traffic survey

- Natural condition (topographic,

geotechnical, hydrological, seismic)

Determination of design condition

Basic Design

- Determination of bridge type

- Determination of span arrangement

Foreign company
12 mths.

Detailed Design International bidding

(Superstructure only)

Construction method, schedule & cost

Fabrication, import &

transportation of 67 mths.

structural members

Construction Supply of equipment and

12 years
supervisor for erection

Operation & Maintenance

Figure 3.4 Flow chart of implementation of steel truss bridge project

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Figure 3.5 Tender call on newspaper (example)

(3) Contract in a bridge project

As described in the previous paragraphs, many long-span bridges such as steel truss, cable
stayed and suspension bridges have been constructed by foreign companies but the scope of
works for such foreign companies are limited to the following items;

Design (superstructure only in most cases)

Fabrication of superstructural members

Import and transportation of superstructural members

Delegation of supervisors for erection

Supply of equipment for erection

Thus, contents of usual contract documents are simple as shown in Table 3.7;

Table 3.7 Contents of Contract Documents (Example)

No. Contents Remarks
1 Scope of works -
2 Contract sum -
3 Specification of material JIS etc.
4 Design load ASSHTO HS-25 load is
usually applied.

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5 Contract period Required period between

contract signing and delivery
of structural member.
6 Performance bond -
7 Force Majeure -
8 Liquidation damage -
9 Dispute resolution -

(4) Design control for bridge project

1) Procedure to decide the type of bridge

It is understood that steel truss, cable stayed and suspension bridges are commonly selected
as long-span bridge for river crossing in Myanmar, and the determination of such bridge type
is generally governed by the capacity of pile driver.

Location of pier is selected according to river depth not to exceed 20m which is the
limitation of available capacity of pile driver.

Subsequently, interval of each pier (= bridge span arrangement) is determined.

If span length is less than 120m, the bridge type is determined as steel truss.

If span length exceeds 120m, cable stayed or suspension bridge type is selected.

Location of piers

No

River depth20m

Yes

Span arrangement

Span length 120m Span length 120m

Steel Truss Bridge Cable Stayed or Suspension

Figure 3.6 Procedure to determine type of river crossing long-span bridge

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2) Bridge design standards

At present, many long-span bridges such as steel truss, cable stayed and/or suspension
bridges have been designed by foreign company (mainly Chinese companies), and the
applied design standards for those bridges are generally as shown below;

Table 3.8 Applied design standard for long-span bridges (example)

Item Applied Standard Remarks
Design load condition ASSHTO
Design for Design standard in contractors country of
superstructure(steel truss, origin (mainly China)
cable stayed, suspension
bridge)
Design for substructure Japanese design standard used in the BETC Design by PW
Project (the Japanese Specification for itself
Highway Bridges)

As shown above, there are many cases to apply the different design standard between the
superstructure and substructure.

In the field survey, it is not confirmed whether the Chinese companies properly submitted the
design calculation sheets or not and whether those calculation sheets were checked /
evaluated by PW or not.

There are some cases that the construction of substructure has been commenced before
completion of the superstructure design (some contract documents clearly describes The
substructure has already been constructed).

Putting higher priority on the rapid construction, designers shall take a great risk into their
design, for example;

In case that design reaction force from superstructure exceeds the assumed one used for
substructure design, it may result in a design change of substructure and subsequent
extension of time and additional cost for the construction work.

In order to avoid above risk, designers may make the rather conservative assumption than
actually required in terms of the reaction force from superstructure. In such situation, it is
possible for the substructure design to be too conservative (not economical).

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(5) Construction supervision for bridge project

1) Procurement of major material

Major construction materials such as cement and re-bar are obliged to be procured from the
following factories of state-owned company shown in Table 3.9 and 3.10.

Table-3.9 Cement factory (state-owned company)

No. Location Capacity
1 Thayet (300km north-west from Yangon) 700ton/day (max.)
2 Kyangin (200km north-west from Yangon) 1,200ton/day (max.)
3 Kyaukse (near Mandalay) 500ton/day (max.)

Table-3.10 Re-bar factory (state-owned company)

No. Location Capacity
1 Insein (near Yangon) Approx.
2 Aunglan (300km north-west from Yangon) 20,000ton/year/2 factories

2) Site organization

Figure 3.7 shows a general site organization of SCPT to control the site works.

Project Manager

Mechanical Electrical Water Supply

Civil Engineers
Engineer Engineer Engineer
(various numbers)

Construction Teams

(each section)

Figure 3.7 Site organization chart

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3) Execution / progress control

Generally, following documents are prepared to control a construction and the progress;

Overall construction schedule

Construction / shop drawings

Written documents such as construction plan and/or quality control plan are usually not
prepared on site, and such construction and quality control procedure/method is deemed as
the implied / assumed ability of experienced engineers / supervisors.

Most of the project offices are obliged to keep the very tight schedule especially for the
Ayeyarwady River crossing bridge projects, thus those projects have been arranged to work
24 hours/day (3 shifts/day) and 7 days/week.

4) Quality control

Though there are some cases to omit the testing of cement and re-bar procured from the said
state owned factories, the following quality control tests are usually carried out and recorded
on site.
Table-3.11 Test items for quality control
Test item Frequency Remarks
Grain size distribution of coarse aggregate Each delivery
Grain size distribution of fine aggregate Each delivery
Concrete compressive strength Each casting 3, 7, 28 days strength

Water for concrete mixing is usually exploited from deep-well but test report of water quality is
not confirmed.

Since there are some bridges on which salt damage of concrete are observed, it is possible
that some of bridge projects used unsuitable salty water without quality checking.

It was also confirmed that the loading test on bored piles and RC driving piles has not been
carried out, thus, it is not confirmed whether the actual piles have the sufficient bearing
capacity or not for all bridges in Myanmar,

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(6) Maintenance of bridge

For the completed bridges, BCU and SCPT are responsible for inspecting bridges at least 2
times per year (usually before and after rainy season, in May and October) by using a bridge
inspection sheet.

Those inspection results are submitted to Managing Director, Deputy Managing Director and
Director of Bridge Section of PW, and they hold the meeting and decide the priority of bridge to
be repaired and the budget allocation.

However, quantitative criteria and procedure for decision making on priority of repairing works
are not confirmed.

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3.3 STUDY ON CURRENT STATUS AND PROBLEMS OF EXISTING BRIDGES IN

MYANMAR

3.3.1 Bridge survey (local roads)

(1) Design

The Study Team checked the contents of design calculation documents of the substructure of
bridges designed by PW after the BETC Project and confirmed that the contents adopted the
same calculation theory as that in the Japanese Specification for Highway Bridges. The Study
Team also checked the drawings of the substructure of Maubin Bridge opened to traffic in
1998 and the drawings of Ngawun Bridge, and confirmed that those structural drawings were
also based on the same theory. In the superstructure, PC girders are designed as simple
composite girders taking account of the cross section of the deck slab, but RC cross girders
are used for both pretensioned and post-tensioned girders for economic reasons. In
pretensioned girders, main girders are combined with cross girders by placing reinforced steel
bars with semicircular hooks on the main girder in advance. In post-tensioned girders, main
girders are combined with cross girders by making openings of approximately 40 on the main
girder in advance and passing the reinforced steel bars through those openings when
assembling the cross girder.

The types of bridges which can be designed in Myanmar are PC bridges introduced through
the technical transfer by the BETC Project and bridges made up primarily of concrete
structures, such as concrete piers and cast-in-place piles. The Study Team checked the
drawings and design calculation documents of some of the representative structures and
confirmed that these structures were designed based on the Japanese Specification for
Highway Bridges, because Myanmar does not have any well-organized bridge design
standards. Substructural design calculation was performed basically according to the
Japanese Specification for Highway Bridges and was checked using American design
calculation analysis software. These practices show that technologies transferred in the BETC
Project have been sustained successfully.

As for steel truss bridges, cable-stayed bridges and long suspension bridges, which were not
in the scope of the BETC Project, many bridges of these types have been constructed after the
BETC Project. They are designed/manufactured mainly in other countries, but recently, MEC
(Myanmar Economic Corporation), a state-owned company, has designed/manufactured steel
truss bridges and steel girder bridges at its manufacturing plant. About 4-5 bridges have been
already erected by the PW engineers over large rivers like the Chindwin River.

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As for suspension bridges, however, all components ranging from the foundation including
anchorages to the superstructure are designed in other countries. In recent years, the Study
Team have seen cases where it takes a lot of time to sort out repair/reinforcement measures
against problems on suspension bridges. One of the major reasons for this can be that PW
does not have the design calculation documents for design verification.

According to a contract document between China and PW on design/construction of a steel

truss bridge designed/manufactured in China, manufactured steel members are supposed to
be transported into Myanmar within six months. Even though steel truss bridges are straight
bridges and are similar to one another in terms of structures to be manufactured, the time
needed for bridge design seems to be very short given the time needed for material
arrangement/processing. As for design verification, the contract stipulates that two PW
employees take responsibility for checking the design and drawings as the contractor.
Considering the process, however, such verification seems to be practically impossible. The
Study Team also confirmed that the contents of design drawings of a steel truss bridge were
the same as those of another steel truss bridge, which may be an indication that the design
calculation document of an older bridge was used for a new bridge. Therefore, it is necessary
to strictly ensure that contractors submit the design calculation documents as clearly specified
in the contracts. In a standard construction of a steel truss bridge, span length is 120m with
some adjustments made according to river width as shown in Figure 3.8. In Myanmar,
however, river transportation is still predominant and therefore there will be a need for plans of
steel truss bridges with longer span lengths. To meet such a need, the PW employees will also
need to enhance their technical abilities to design steel structures themselves.

Figure 3.8 Common span length of a steel truss bridge (Pakokku Bridge)

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(2) Erection of concrete deck slab

In 2011 and 2012, Authorized NPO Japan Infrastructure Partners conducted surveys on
bridges in Myanmar (i.e. Survey on Technical Transfer Support on Repair and Reinforcement
of Bridges in Myanmar in 2011 and Technical Transfer Support on Repair/Reinforcement of
Bridges in Myanmar in 2012.) Those surveys revealed that precast concrete was commonly
used for deck slab in many bridges in consideration of workability and shortening of
construction period and that there were different types of deck slabs. In Myanmar, there are no
standard design/structural drawings for concrete deck slabs, and concrete deck slabs are
designed by steel bridge manufacturers as part of the steel bridges.

In general, deck slabs in Myanmar are actually thinner than those stipulated in the Japanese
Specification for Highway Bridges. In Japan, deck slab thickness was revised around 1965
when there were an increasing number of depressions due to thin deck slabs. Considering that
some damage events on the deck slab, such as depressions, have already been reported in
Myanmar despite low traffic volume, it is necessary to quickly develop/improve the design
standards and drawings for the deck slab in anticipation of increase in traffic volume.

The Study Team learned, especially from the workability point of view, that some of the
bridges had deck slabs separated into two parts in the cross-sectional direction as shown in
Figures 3.9 and 3.10, and the bottom part was made of precast slabs which were also used as
formwork. This type of deck slab is constructed by pouring concrete on site on the precast
slabs placed on the stringers of the truss floor system, where deck slab tension bar is placed
inside the precast slabs. This type of structure was initially adopted for bridges designed in
Switzerland in the 1980s and is still used today for Maubin Bridge and other bridges even after
more than 20 years.

Figure 3.9 Cross section of deck slab (two-part construction)

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Figure 3.10 Cross section of precast deck slabs (bottom part)

Another case is Phyar Pon Bridge, which was designed/manufactured by JFE and was
completed in 2008. JFE initially submitted to PW drawings (of cast-in-place concrete deck
slab) designed based on the Japanese Specification for Highway Bridges but eventually
executed the construction of the deck slab in two vertical parts by request from PW. PW
requested that the deck slab is built in two vertically separate parts and that the bottom part is
constructed with precast slabs which are also used as formwork, because it was difficult to
build formwork over the river with the materials and equipment owned by PW. Some
executional ideas were carried out to better combine the two parts, such as surface texturing
on the upper surface of the bottom deck slab and extension of haunch reinforcement steel to
the upper deck slab. It should be noted that it is not possible to confirm in the drawings that the
bridge was actually constructed according to this method, and thus it is not clear as to how
many bridges have been constructed according to this method.

For this structure, combining the top and the bottom slabs is an important aspect, and in
general, damage is concentrated in the joint between the two parts. In case the adhesion
between the top and the bottom slabs is lost due to such reasons as increased traffic volume,
reduced adhesive force or presence of moisture, the deck slab may lose its functionality.
Therefore, implementation of this construction method needs to be stopped promptly. When
upper surface thickening work is performed in Japan, cleaning/texturing of old concrete
surface using steel shot blast requires utmost care in terms of work management to secure
adhesive strength between the concrete surfaces. In Myanmar, some bridges were erected by
single-step precast deck slab construction as opposed to segmental construction, which
indicates a need for standardization of construction methods. These issues concerning
design/construction methods of concrete deck slabs may be attributed to the fact that they are
designed mainly by foreign companies.

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(3) Substructure movement on soft soil

Surveys of Bayinaung Bridge, Maubin Bridge and others revealed that the abutments of these
bridges were pushed forward by earth pressure on the structure wall as shown in Photo 3.1.
There is lateral flow in general, and when calculating the lateral flow of Maubin Bridge with a
formula provided in the Japanese Specification for Highway Bridges IV, the lateral flow value (I
value) determining the chance of lateral flow of the abutment was 1.96, indicating that there is
a chance of lateral flow. When the I value is 1.2 or above, it is determined that there is a
chance of lateral flow.

Photo 3.1 Substructure movement (Maubin Bridge)

On Myaungmya Bridge, a suspension bridge whose towers are tilted inward, I value was 1.88
at A1 (YGN side) and 3.93 at A2 (MM side), significantly exceeding the lateral flow threshold
(1.2). In Myanmar, the pile foundation is commonly embedded into strata with N value of 60 or
above. However, the Study Team checked the boring log of this suspension bridge and found
out that the tips of the pile foundation of the anchorages on the Yangon side and on the other
side were in the strata with N value of 10. The Study Team cannot deny the possibility of
movement of the anchorages (see Picture 3.2). Given that the Japanese Specification for
Highway Bridges used in the BETC Project says, It is difficult to quantitatively capture the
level of lateral flow at the time of designing, the Study Team assume that it was not possible
to transfer the techniques regarding lateral flow.

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Photo 3.2 Substructure movement (Myaungmya Bridge)

Some of the bridges on the expressway between Yangon-Nay Pyi Taw opened in 2009 had
tilted abutment bodies. The abutment foundation may have been scoured by the river flow,
causing the abutment to be pushed by earth pressure on the structure wall. If this is the case,
certain actions need to be taken. The Study Team also found some cases where a part of
block revetment around the abutment had sunk due to tilting of the abutment.

(4) Material quality

1) Concrete quality (salt damage)

In general, there are no standard

values in place for quality control.

The coastal area along the Bay of

Bengal is a vast delta where there
are many swamps containing sea
water. Sand and fresh water are not
easily accessible due to high cost of
collection/transportation of salt free
sand and fresh water from remote
locations, and therefore water
containing sea sand and salt was
used when constructing the concrete
bridges. This has resulted in concrete Photo 3.3 Salt damage (Min Chaung Bridge)
spalling and corrosion of reinforced
steel shown in Photo 3.3. It is costly to collect and transport salt free sand and fresh water from
remote locations, and because of this, there is a possibility that concrete had been mixed with

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salt already at the time of initial erection. It is necessary to consider introducing values for salt
control in concrete manufacturing.

2) High tension bolts

High tension bolts were found to be missing and damaged on Yadanarpon Bridge, Pathein
Bridge and other bridges. As these bridges were designed in China, one commonality among
them is that the high tension bolts used on them were made in China. This time, the Study
Team conducted a site inspection of Yadanarpon Bridge, where 50-80 bolts are found to be
missing every month. Given that the bridge was completed in 2008, the number of damage
events is just extraordinary. The problem seems to be caused by the material of bolts rather
than construction work. It is advisable that appropriate material specifications and quality
control values are established to ensure adequate quality. (See Photo 3.4 and 3.5.)

Photo 3.4. Missing high tension bolt Photo 3.5. Missing high tension bolt
(Yadanarpon Bridge) (Pathein Bridge)

3) Painting of steel bridges

According to a tender document for new girders, a paint process is composed of five coats:
two coats at factory; one middle coat; and two top coats, which clearly specifies that the steel
girder manufacturer is responsible for painting of two coats at the factory and preparation of
materials and equipment (e.g. sprays) for the remaining three coats. This document clearly
specifies the film thickness but does not explicitly refer to the ingredients of paint materials. In
Myanmar, there are no standards for painting and paint design is performed by foreign
companies. Thus, there is little awareness about basic quality control in this country.

Also, their standard repainting process necessary for the maintenance of bridges contains a
total of two coatings, one coating of primer and one coating of anticorrosive paint. When a

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bridge is repainted repeatedly with low-quality materials, its steel members become thinner,
and this may ultimately cause the truss or the girder to break.

Repainting of the girders of Myaungmya Bridge is shown in Photo 3.6 to 3.9.

Photo 3.6 Myaungmya Bridge corrosion Photo 3.7 Myaungmya Bridge repainting
(before repainting) (surface preparation)

Photo 3.8 Myaungmya Bridge repainting (first Photo 3.9 Myaungmya Bridge repainting
coat) (second coat)

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It is generally known that steel bridges in the coastal areas are subject to accelerated paint
deterioration by the influence of sea breeze. Steel bridges in Myanmar are also subject to
accelerated damage and corrosion in major parts like bolted joints. The Study Team saw some
bridges that were in pressing need of repainting.

Lattputar Bridge (suspension bridge) is repainted every 1-2 years, but repeating similar
painting only worsens the damage on the steel bridge.

Considering that the paints that are currently used have low specifications, it is necessary to
introduce paints with better anticorrosive properties.

One of the causes of accelerated paint deterioration is problematic painting quality. Poor
painting quality results from: absence of specifications; use of improper paint materials which
are prone to peeling or have poor anticorrosive properties; poor painting work; and inadequate
system for acceptance test and inspection. These issues need to be tackled effectively.

On Myaungmya Bridge (suspension bridge) completed in 1996, strands of the main cable
were partially broken/corroded. The cable was repaired through a six-step process: 1) primer,
2) primer, 3) inner wrap, 4) primer, 5) outer wrap and 6) color. If breakage of the main cable
progresses, there is high risk of collapse of the bridge. Therefore, it is advisable to establish
proper painting specifications and quality control values to ensure adequate quality. (See
Photo 3.10 and 3.11.)

Photo 3.10 Myaungmya Bridge main cable Photo 3.11 Myaungmya Bridge main cable
corrosion damage

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(5) Maintenance

PW has a system to regularly carry out structural inspections and to report the results to the
top management. They have inspection sheets for different structure types, and the inspectors
determine the level of damage and give ratings as shown in Table 3.12. The rating appears to
be based on qualitative judgment and therefore may be affected by the ability of the inspector.
Theoretically, results of an inspection should always be consistent regardless of who performs
the inspection and under what circumstances it is performed. Looking at the present
conditions of PWs inspections, however, the Study Team cannot say that they have a
quantitative evaluation method. In order to make the inspection as quantitative as possible, it
is necessary to minimize the rating variation between inspectors by preparing a visual portfolio
of damage events by member and by damage level. It is also necessary to perform sufficient
measurements to identify the causes before carrying out repair work on severe damage
events.

Also, the inspection results need to be managed and compiled as data. This will help the
inspectors know where to pay attention to during the inspection and will lead to more effective
and efficient inspection practices.

Table 3.12 Damage rating

Rating Condition

9 New condition

8 Good condition no repaer required

7 Minor items in need of repairs by maintenance forces

6 Major items in need of repairs by maintenance forces

5 Major repair by special unit forces

4 Minimum adequacy to tolerate present traffic immediate rehabilitation required

to keep open

3 Inadequate tolerance to present heavy load warrants closing bridge to all traffic

2 Inadequate tolerance to any live load warrants closing bridge to all traffic

1 Bridge repairable, if desirable to reopen to traffic

0 Bridge conditions beyond repair danger of immediate collapse

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3.3.2 Bridge survey (major trunk roads)

Myanmars first expressway, the Yangon-Mandalay Expressway, opened to traffic in 2009 with
the interval between Yangon and Nay Pyi Taw. Currently, this expressway extends a total of
approximately 590 km from Yangon to Mandalay by way of the capital Nay Pyi Taw, and
remains the countrys only expressway.

In the expressway there are approximately 490 bridges. These bridges surveyed are
appropriate for learning about the present status of road technology level of Myanmar because
the expressway was opened to traffic within 3 years.

In addition to the construction technology of roads and bridges, the expressway requires a lot
of know-how such as drivability and safety technology. The Study Team also here outlined
some conditions of the expressway.

(1) Bridge survey

This time 18 points of the expressway bridges survey were conducted and the following are
some typical conditions of damage.

Concrete main girders show numerous rock pockets, and some are insufficiently
compacted.

On PC crossbeams, transverse pre-stressed steel compression plates and anchor

nuts are rusted. Steel may be corroded.

Steel re-bars of some RC deck slabs needed for future widening are exposed and rusting.
Some re-bars are wrapped in concrete or cured with anti-rust treatment. Connecting the
bars in this condition may cause problem when widening bridge.

Some shoes are rusted and supports and abutments show traces of rust fluid.

Exterior of piers shows no signs of damage.

Some abutments are structurally tilted. It is possible that the abutment foundations have
been scoured by the river scouring, and are pushed by earth pressure in the rear of the
abutment. Measures to address this must be considered.

Some stacks of blocks mansory retaining wall surrounding the abutment have caved in
due to the tilting of the abutment.

In the points on the abutments which have steel finger expansion joints, these have a
water drainage structure and are subject to water leakage from road surface.

Water drainage pipes are laid in handrails and water drains into rivers. There is no
plumbing draining water from embankment surrounding abutments, and water is scouring
soil in front of abutments.

Numerous rock pockets of concrete at handrail can be seen, resulting from

overabundance of water when concrete was set.

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Photo 3.12 Steel beams of deck slabs for Photo 3.13 Scouring of pier foundations
widening are rusting

Photo 3.14 The bottom of the block is Photo 3.15 Both the abutment parapet
greatly scooped out. and girders are cracked

(2) Technical problems on bridges

The following are common technical problems on expressway bridges.

[Scouring] * Possibility of elevated pile design

Necessary to fix soil in place to prevent scouring, reinforce scoured portions, and halt
tilting of abutments due to scouring. (measures; wall foundations, cast-in-place
diaphragms walls etec.)

Scouring occurs because bottom surface of footing has higher elevation than riverbed,
and abutments are positioned in rivers.
Necessity of appropriate determination of river areas, design riverbed levels, etc.

Road surface water flows out of earthworks around abutment sections, carving paths in
front of abutments and causing erosion.
Appropriate water treatment is required.

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[Concrete quality]

Concrete may be made with excessive amounts of water.

More thorough quality control of fresh concrete during manufacturing and pouring, and
more effective compaction is requireed.

[Corrosion of bearing pressure plates and anchor nuts of PC girder steel member]

Already rusted sections must be re-examined continuously.

If nuts come loose, steel members may fall out. Anti-rust measures must be taken.
The anchor sections of Japanese bridges feature blocked-out concrete, which is filled in
with mortar after tension anchoring.

[Water leakage form girder ends]

Water is leaking whether or not expansion joints are in place, and road surface water is
reaching abutments and piers. As there is no salt damage resulting from spreading of
anti-freeze materials, like that found on Japanese expressways, this problem is not
thought to be serious. However, it is thought advisable to prevent rusting on girder ends of
steel bridges and to make steel-plate support bearings on RC and PC bridges rust-proof
by giving them a non-water drainage structure.

(3) Condition of expressway

In addition to bridge survey, the Study Team also here outlined some conditions of the
expressway. Myanmar's expressway was completed as the road, but as a high-standard road
(expressway) to allow high-speed driving, it has a lot of weak points due to lack of the
accumulation of know-how in construction, management and operation.Therefore, the Study
Team describe some notable points here. Among them, shall be performed here is to
comment on the part especially noticeable.

1) Design technology

In the main carriageway around entry and exit point at Interchange, a deceleration lane
and acceleration lane do not have sufficient length. When driving from or to rump, a driver
nececitates drastic maneuvering with the steering wheel.

As clothoids were not incorporated into curve entrances and exits when the road path was
designed, curves seem to be sharp.

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Off ramp

Photo 3.16 Diverging point at IC Photo 3.17 Curve entrance on the carriageway

Superelevation of the curve, relatively when the length of curve is short or curvature is
small, (not preferable to run stable) applies reversed superelevation or level. This is
considered that there is no adequate central drainage function (for example, longitudinal
drainage) at median. In addition, some ditches at the median have set up to rain flow to
the opposite lane in case of the level curve, but it is no acceptable because of forming
thick surface water on the downstream of the road.
On the other hand, when curvature is relatively large, normal superelevation is applied. In
this case, expressway have simple center drainage at the median, it can not be consider
there is enough capacilty of flow.
It is necessary to consider the design of road with sufficient drainage for smooth
driveability.

curve
when overflowing
Flow
flow curve

Photo 3.18 Drainage at median Photo 3.19 Simple center drainage

2) Construction supervision

At many points, concrete pavement which has approximately 45cm thickness is caused a
uneven settlement. Particularly, the road surface is uneven at either end of bridges and in
areas where structures are added on to crossings. It was caused by insufficient
supervision for earthwork in the construction stage.

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Photo 3.20 Settlement at a box culvert Photo 3.21 An uneven settlement at back
filling

Sections for future additional lane and many portions at median are composed of earth,
making them permeable to rainwater. The future lane sections are in good shape in places
where drainage are installed to drain water away, but in the future lane sections and
slopes are noticeably eroded/washed away in many places.

3) Safety control

At the ends of bridges, there are walls or concrete poles to prevent vehicles from falling in
a river. As the expressway has no guardrails, there is a risk that cars can go out of the lane
and collide with these walls, resulting in major, fatal accidents. Particularly at small bridges
such as the one shown in Photo 3.22, this risk becomes greater diuring nighttime. There is
an urgent need to take measures such as installation of reflectors and cushion drums, etc.

Photo 3.22 Bridge area with high risk of collision

Cases to regulate the traffic flow, such as a lane regulation, will increase for implementing
various maintenance or improvement work in the future. In the current state, it is seen that
the repair works are done without regulatory or guards, and in case of closing both 2 lanes,
vehicles need to go to the sections kept for future additional lane. For safety measure, it is
necessary to establish the regulations/rules of regulatory method.

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3.4 NEEDS IN BRDIGE SECTOR

3.4.1 Needs from road and bridge sector study

(1) Necessity of Network development

1) Economic Development of Myanmar

It seems that Myanmar economy is in stagnation due to economic sanction of the western
countries, but it is not current understandings regarding Myanmar economy. Table 3.13 shows
that Myanmar economy continuously grew with more than 10% of annual economic growth
rate after year 2000. As a result, Myanmar is in the similar level of GDP per capita with Laos
and Cambodia, and is one-sixth of that of Thailand. Looking into industrial composition of
Myanmar economy, primary sector decreases to 36% in 2010 from 57% in 1990, while
secondary sector increases to 26% from 11% and tertiary sector also increases to 38% from
32% in the same period. Growth of the secondary sector largely depends on natural gas
production.

Table 3.13 Trends of GDP

Remark
1990-1991 1995-96 2000-01 2005-06 2010-11
(USD)
GDP Million Kyat 151,941 604,729 2,562,733 12,286,765 40,507,942
GDP growth rate (annual average) (%) 3 7 14 14 10
GDP per person (Kyat) 3725 13515 50927 221799 677,617 816 (year 2011)
GDP growth per person per year (%) 1 5 12 11 9
GDP structure Primary Sector (%) 57% 60% 57% 47% 36%
Secondary Sector (%) 11% 10% 10% 18% 26%
Teritiary Sector (%) 32% 30% 331% 36% 38%
Source: Statistical Year Book 2010, Central Statistical Organization, 2012

Based on the above mentioned socio-economic development of Myanmar, it is gradually

required more capacity, and reliability and efficiency of transport and logistics. Accordingly, it
is considered continuous needs to develop more roads and bridge to meet the demand. For
example, comparing road development level among the neighboring countries in Table 3.14,
road density of Myanmar is a little higher than that of Laos, but is far below level from Thailand
and Indonesia. Road pavement level of Myanmar is in the similar level of Cambodia, but is
below level from Laos. Accordingly, there seems to have much demand to develop roads and
bridges in Myanmar.

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Table 3.14 International Comparison of Road Length

Country Road Road Paved GDP
Country Year Area Length Density Road per capita
(1000Km2) (1000 km) (Km/Km2) Ratio (USD)
Myanmar 2011 677 142 0.21 22 % 816
Thailand 2010 510 458 0.90 95 % 4,696
Indonesia 2010 1,182 446 0.38 - 3,017
Vietnam 2010 330 295 0.89 64 % 1,981
Laos 2010 237 38 0.16 36 % 1,055
Cambodia 2007 181 11 0.06 21 % 656
Japan 2010 377 1,202 3.54 81 % 42,836
Remark: Road length of Thailand subjects only the road managed by the Road Bureau of the Ministry of
Transport.
Source: PW (Myanmar), Statistical Year Book 2008 (Cambodia),Ministry of Transport (Thailand), and AJTP
(others) for road data; AJTP for land data; Statistics Year Book 2010 (Myanmar) and ADB Key
Indicator 2011 (others) for GDP per person.

2) Road Development Strategy

Roads and bridges sector in Myanmar could have large development potential. And, Myanmar
drastically goes ahead with democracy process and peace process in 2011. It changes the
mission of road development, which emphasizes not only development of every region but
also contribution to friendship and consolidation of all people of Myanmar.

Based on the mission, basic road strategy is to strengthen extension and widening of existing
roads in south-north direction, new road development in east-west direction, effective linkage
of inland waterway with road transport. In addition, network with neighboring countries is
emphasized to promote economic development in particular foreign trade and tourism. In
this regard, development regional highways is emphasized along the international cooperation
framework such as ASEAN, GMS, BIMSTEC and ACMECS .

Meanwhile, Ministry of Construction prepared 30-year plan and five-year plan to develop road
sector, which were introduced in 2001. Those plans are a basis to decide priority among road
and bridge development projects as well as annual budget. The 30-year plan, consisting 6
phases, indicates budget of five-year duration, and is revised 3rd to 6th five-year plan after
completion year of the year 2010, which applies from the year 2011. The new mission
mentioned above is applied to this 3rd five-year plan as a basic principle of the strategy.

Five-year plan from 3rd onward have the following two priority developments:

Development of access highways to ASEAN countries with international standard

Development of Union Highways to connect among states and regions

Development of access highways to ASEAN countries aims at improving accessibility of major

cities in neighboring countries with Myanmar to promote cross border trade in response to
tariff liberalization under AFTA in 2015, which consists of the following five important projects:

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Asian Highway (AH1, AH2)

Greater Mekong Sub-region (GMS) economic corridors

BIMSTIC Highways

India-Myanmar-Thailand Tripartite Highway

India-Myanmar Highway

In particular, the road section between Myawady and Kawkareik which is a part of GMS
Economic Corridor as well as a part of Asian Highway of AH1, and the road section between
Monywa and Kalay/Kalewa which is a part of Asian Highway of AH1 as well as a part of
India-Myanmar-Thailand Tripartite Highway are paid special attention as highest priority
projects.

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3) Bridge Development Strategy

PW emphasizes strengthening of construction of new bridges and maintenance of existing

bridges as a basic strategy. For the construction of new bridges, following six projects are
taken into account:

Ayeyarwady Bridge (Ayeyarwady Region)

Yangon River Tunnel (Yangon Region)

Hlaing River Bridge (Yangon Region)

Bayinaung Bridge (Yangon Region)

New Boat Twin Bridge (Shan State)

Wataya Bridge (Yangon Region)

Bridges in Myanmar have been developed based on the technologies obtained through
Japanese assistance and Chinese projects. Myanmars government has accelerated to
develop bridges with allocating adequate budget since 1988. Accordingly aged bridges built
more than 20 years ago increase in number. It results in increasing number of bridges
requiring maintenance. It is a reason of recent importance of bridge maintenance. In this
regard, maintenance of those aged bridges is the most urgent issue in the short term, and
organization, maintenance and repair technology, and monitoring technology will be significant
important in the medium/long term.

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Table 3.15 Bridges to be urgently maintained

Bridge Place Bridge Type Year of Problem Places Remark

Problem
Occurred
Maubin Ayeyarwady Steel Truss 2000 Bearing, joint, Pressure from the
Region abutments-of-a-bri bridge pier via
dge wall approach-span
Balaminhtin Kachin State Steel Truss Before 2009 Tilting of the truss No problem on
by the corrosion of corrosion. but the
substructure position of a truss is
not correctable
13 bridges currently Rakhaine Before 2005 Degradation of Due to the use of
corroded at the State concrete salt contained
place near the sea concrete.
of a Rakhine state Currently under
repair
Twantay/Pathein Yangon / Steel Before 2009 Degradation of Unknown cause
Ayeyarwady cable-stayed bridge plate of
Region main span and
joint of
approach-span
Myanugmya Ayeyarwady Bailey 1996 Tilting of main Over 2 years ago,
Region Suspension span tower, cable the problem started
corrosion at the time of
construction
Gaing Mon State Zartha/ 2000 Breakage of the Near the border with
Attarayan steel bridge board Thailand
by fault loading of
a track
Remark: Maei, Kyaukkyipauk, Sanepauk, Lonetawpauk, Dadokepauk, Thamnthamagyi, Thanthamachay,
Thazintanpauk, Wunphite, Minkyaung, Yamanung, Kisspanaddy, Minhaung
SourcePW

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4) Conclusion

As mentioned above, potential needs of road development is high and the Ministry of
Construction as well as PW prepares 30-year plan and five-year plan to steadily develop roads
with a planned manner. So, there is a high possibility to continue road and bridge projects in
the future too. It this sense, it is necessary to keep and improve planning, designing and
constructing technologies on roads and bridges. From the different point of view, it means
continuous increase of stock of road and bridge infrastructure. In accordance with the increase
of the stock, asset management will be more important in future. In this regard, it is reasonable
that the 30-year plan of PW points out the importance of bridge maintenance.

(2) Needs of roads and bridge from human security point of view

There is variety of weather pattern in Myanmar and a period from November to April is
considered as dry season and the period from May to October is rainy season. Table 3.16
shows monthly average rainfall and average temperature in Yangon and Mandalay. Yangon
and Mandalay has yearly total rainfall of 2,877mm and 896 mm, respectively. Among them,
rainfall from May to October occupies 96.5% and 90.2% of the yearly total rainfall.

Table 3.16 Temperature and Rainfall of Yangon and Mandalay

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total

Yangon

Average 24.8 26.6 28.7 30.4 27.9 26.5 26.0 26.1 26.4 27.4 26.9 24.9

Temperature

Average 1 2 12 43 442 562 612 520 467 173 31 12 2,877

Precipitation

Mandalay

Average 21.9 24.5 28.7 32.0 30.7 30.8 30.8 30.4 29.8 28.9 27.5 22.4

Temperature

Average 2 2 6 42 190 79 136 183 116 31 5 896

Precipitation

Source: Statistical Year Book 2010,Central Statistical Organization,2012

Such concentration of precipitation and rise of temperature in certain period affects largely on
Myanmar society. For example, Myanmar suffers from cyclone and flood in the rainy season,
while decrease of electric generation due to lower water level in water reservoirs and increase
of electric demand due to cooling in the dry season (Some cities fails to have electric breakage
of 6 hours a day in the dry season). In particular, transport gets large damages in the rainy

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season. Accessibilities between Yangon and a remote area become worse in the rainy season
due to inadequate pavement of roads and inadequate bridges. Cyclone and flood cause heavy
damages in this situation in particular at Rakhine State and Ayeyarwady Region. It makes
damages more serious in those areas.

Table 3.17 Number of Disasters

2005-2006 2006-2007 2007-2008 2008-2009 2009-2010

Flood Number of Cases 9 25 12 7 7
Amount of Damage 0.65 5.59 - 9.00 2.49
Amount of Relief 6.05 37.47 8.15 3.67 37.13
Cyclone Number of Cases 12 26 35 27 20
Amount of Damage 44.02 198.90 40.80 218.41 26.10
Amount of Relief 1.08 26.12 21.22 568.18 6.27
Remark: Unit of amount of damage and relief are one million kyat.
Source: Statistical Year Book 2010, Central Statistical Organization, 2012

Road and bridge development is accordingly important for the Rakhine State and Ayeyarwady
Region to ensure year-through use of roads from a human security point of view.

(3) Needs of roads and bridge from poverty reduction point of view

GDP per capita of Myanmar is approximately 820 USD in 2011. This is lower than Laos and
Cambodia (Laos has 1,060 USD of GDP per capita in 2011 and Cambodia has 1,170 USD of it
in 2011). Even though there is not adequate information on basic human needs of Myanmar,
BHN in rural areas seems to be in insufficient level and there seems to be much people below
poverty line in Myanmar. It may be more important for the Myanmars government to support
people in rural area to reduce poverty as well as improve level of BHN. It must be important for
the Myanmar Government to improve BHN and poverty reduction in the areas of the minority
groups in order to accelerate peace process and reconciliation. In this aspect, the demand for
road and bridge development in the rural area is considered to be large.

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3.4.2 Needs from the survey on the software side of bridge sector

In this paragraph, based on survey results on current status of bridge construction

management by PW, problems and proposed countermeasures are identified as future needs
in the following aspects;
Organization
Procedure of bridge project
Contract (with foreign companies)
Design control
Construction supervision
Maintenance

(1) Needs to facilitate the utilization of private companies

It is understood that the technology and know-how of bridge design and construction have
been concentrated into PW, and PW has its own resources/organization to implement the
bridge project from planning/design stage to construction stage by itself.

Such system is recognized as an important and advantageous factor to complete many big
projects even in a very tight schedule.

However, taking into consideration of further rapid increase of road and bridge construction
demand in the near future, those may not be afforded only by current PWs capacity.

Furthermore, in the present situation that PW is solely and directly implementing the whole
stages of project, process of cost estimation/allocation and technical evaluation in each project
stage (i.e. planning, design, construction and maintenance stage) seems to be unclear to third
party, and it may cause the difficulty for the private companies including foreign companies to
participate in future bridge projects in Myanmar.

Toward the further globalization in Myanmar, in order to establish the fair competition
environment / system in the bridge projects, the followings are recommended;

1) To separate the administrative agency and executing agency (for design and
construction) with clear duty and responsibility.

2) To make clear the standard/guideline of procurement in each project stage (i.e.

standard/guideline for cost estimation and/or technical evaluation).

3) To develop a capacity of private bridge construction companies and facilitate the utilization
of those private companies in the bridge projects.

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(2) Needs for establishment of appropriate procedure/schedule in a project and

demarcation between administrative agency and executing agency

As shown in Figure 3.4, period from the planning stage to construction stage is very short.

For the projects applying international tender, there are some cases that the construction of
substructure is commenced without waiting the completion of superstructure design.

In such case, there is a possiblity that the design reaction forces of superstructure exceed the
estimated one for substructure design, and subsequently the design change and modification
works of substructure are required with the extension of time and additional cost.

As long as PW acts as the monopolistic agency to implement the whole stages of project, it
may be difficult to identify and disclose the cause and responsibility of such defects.

In order to secure the quality, safety and accountability of projects, the followings are
recommended;

1) As a target in short term, to establish the proper procedure for design, evaluation and
approval and set up the appropriate schedule for above procedure,

2) As a target in long term, to separate the administrative agency and executing agency (for
design and construction) with clear duty and responsibility to facilitate to utilize the private
companies as a executing agency and to establish a system for those agencies to check
each other.

(3) Needs for establishment of appropriate contract system to cope with future
participation of foreign companies

As described in Paragraph 3.2.2 (3), PW has been implementing the bridge design and
construction by itself, and then private companies have had a little opportunity to experience
and develop their capacity of bridge design and construction.

In such a circumstance, when foreign consultants and contractors are going to participate in
the bridge project in conjunction with a resumption of aid/investment by the foreign counties
toward Myanmar, there is a difficulty to find an experienced private subcontractor, because
only PW which belongs to the client organization is implementing a project at present. Thus, a
possible contractual structure for foreign companies to participate in a bridge project shall be
as below;

1) Foreign company acts as construction manager (Construction Management Contract) and

assists design and construction divisions of PW shown below;

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Client

MOC

Construction Manager

Foreign Company

Design / Construction

PW

2) Foreign company acts as a main consultant or a main contractor and utilizes a private
subcontractor whose experience is inevitably less than that of PW (main contract and
subcontract shall require an OJT for such subcontractors as a condition of contract);

Client

MOC / PW

Contract / Subcontract

Main consultant or main contractor requires technical

Foreign Company transfer to private

companies in Myanmar.

Design or Construction

Subcontractor

When foreign countries resume their aid in Myanmar, many international companies will
participate in the projects and the scope of works may become more various and wider
compared with a current contracts with Chinese company.

Subsequently, an increase of claim or dispute which will occur due to participation of

experienced international companies is anticipated.

Thus, in order to mitigate such claim or dispute, more detailed conditions of contract and/or
technical specification need to be established.

(4) Needs for establishment of appropriate design control system

From the findings described in Paragraph 3.2.2 (4), the followings are recommendable:

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To apply the consistent standard for superstructure design and substructure design.

In order to identify the cause of problems / defects found in the operation stage and apply
an appropriate countermeasure, it is necessary to secure the submission of design
calculation sheet by foreign company and capacity development for design checking and
evaluation in Myanmar side.

To establish a proper procedure for design, evaluation and approval and allocate an
appropriate schedule for the above procedure.

In order to secure a quality, safety and accountability of bridge design, it is necessary to

consider an introduction of design checking system by a third party.

(5) Needs for establishment of appropriate construction control system

From a point of view of construction control and quality control, the following improvements are
recommended;
1) Especially for the Ayeyarwady River crossing bridges, those have been put the highest priority
and obliged to complete under very tight schedule following the national policy. However, in
order to secure the quality and safety of bridge structure and the safety for site staff and
workers as well, an appropriate construction schedule should be planned.
2) In order to identify any causes of defect in the construction process, it is recommended to
prepare a construction plan and quality control plan which describe and make the followings
clear, but not limited to;

Applied construction method/procedure

Key person in charge

Necessary equipment and manpower

Schedule of inspection and testing, etc.

3) It is observed that concrete was casted under high-temperature in daytime without any control.
It is recommended to secure the control measure for hot-weather concreting.
4) In order to prevent salt damage and/or alkali aggregate reaction, it is recommended to
conduct a test for chemical composition of aggregate and water quality.

(6) Needs for establishment of appropriate maintenance system

Bridge inspection results have not been managed systematically and there is no database for
inspection results in PW.

It order to determine the priority of bridge systematically and establish a standard repairing
method for each damage type and grade, it is recommended to establish the database for the
regular inspection results which may include, but not limited to,

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Location of damage

Type of damage

Grade of damage

Possible cause of damage

Recommended repairing method, etc.

Figure 3.11 Bridge inspection report (example of cable suspension bridge)

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3.4.3 Needs from the survey on the hardware side of bridge sector

It has been about 20 years since fully-fledged bridge construction started in Myanmar. As
described earlier in this report, the existing damage events must not be left unaddressed
because the progress of damage may be accelerated. For PW and other bridge administrators,
cooperation between the bridge design section and the maintenance section is extremely
important. In the field of maintenance, bridge administrators need to have a keen awareness
of inspection and to strengthen their efforts in bridge maintenance. Given the damage
conditions of the bridges the Study Team saw in the survey, these efforts need to be
accelerated.

The challenge here is whether the bridge administrators can carry out proper maintenance
work to deal with the damage events on the bridges in Myanmar. There is a major gap
between Japan and Myanmar in technical levels of inspection/repair/reinforcement, and it is an
imminent challenge for Myanmars bridge administrators to reach a standard level.

Concretely, the following items are to be considered;

(1) Technical guidance on maintenance through OJT

When performing an inspection, it is efficient and important to focus on the locations

developing specific damage events. As this requires advanced techniques, it is effective in an
initial stage to have a Japanese inspection team provide OJT to the PW employees.
Repair/reinforcement design, which will be needed in the subsequent stages, is one of the
most difficult areas in bridge engineering and therefore should be performed by experienced
engineers with good understanding about bridge design and high maintenance skills. As
Japan is one of the most advanced countries in the field of repair, the latest technical
information can be provided.

And it is necessary to prepare textbooks on inspection, repair and quality control and provide
inspection equipment and training courses for engineers.

(2) Technical guidance on bridge structures

In Myanmar, where bridges are built one after another over wide and long rivers, there is a
demand mainly for truss bridges, cable-stayed bridges and suspension bridges. Considering
the recent reports on the problems on suspension bridges and the damage events on other
types of bridges, it is necessary to improve the technical levels of the PW employees in
designing. When providing technical guidance in this area, it is important to include not only
those who are in charge of design but also employees who were involved in the construction
work of long-span bridges, so that they can share common awareness.

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PWs engineers are thought to have technical ability to design the foundation as well. However,
there is a need for an additional series of technical guidance on the foundation as the Study
Team have seen some bridges with damage on the bridge body due to scour and lateral flow
affecting the foundation.

(3) Support in preparing the standard technical specifications

One of the fundamental causes of these various damage events was inadequate contents of
technical specifications (e.g. design standards, material specifications, quality control) signed
between the client and contractors upon construction. Myanmar needs to promptly formulate
the standard technical specifications to be used as the basis of technical specifications of
individual bridges, and Japan could provide technical support for Myanmar in formulating its
standard technical specifications.

Various standard specifications used in Japan could be applied for use in Myanmar, but it is
more important to promptly prepare the standard technical specifications matching the
conditions in Myanmar reflecting the procurement situation of local materials/equipment.

(4) Support in building a stronger system for the maintenance section

PW carries out maintenance work in different regions, but at present they do not have much
information about design and contents of construction. There is a need to provide them with
BMS (Bridge Management System) including database management as it is actually operated
by the Japanese road administrators. Sharing the information on construction/administration
and centralizing (sharing) the information on maintenance work carried out in different regions
is a shortcut to successful bridge maintenance. In order for Myanmar to sustain its road and
bridge infrastructure, it is necessary to implement such sharing of information not only on
bridges managed by PW but also on other bridges within the country. They need support in
building a stronger system.

Ministry of Land, Infrastructure and Transport and Tourism of Japan and the Japanese road
administrators, such as expressway companies, have abundant experience and techniques in
bridge construction and management, and therefore they are expected to be capable of
effectively providing technical support on bridge maintenance. Such support, when provided
on a long-term basis rather than short-term basis, will help PW accumulate maintenance
information and will eventually enable them to operate BMS in a sustainable manner.

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3.5 POSSIBILITY OF JAPANESE FUTURE COOPERATION IN BRIDGE SECTOR

IN MYANMAR

Problems and possibility of Japanese future cooperation in bridge sector in Myanmar are
shown below from the perspective of three viewpoints of people (technology), things and
institution/organization based on site survey result and local needs on bridge development
and maintenance.

(1) Problem and Possibility of Cooperation on People (Technology)

Current Problems

Technologies seem to be rigid and deteriorate after the BETC Project.

Education level of university has decreased substantially during the former

administration. Quality and quantity of teacher and equipment are also inadequate.

Construction of PC long-span bridge with materials obtained in Myanmar has not

been executed after the BETC Project.

Because of inadequate research development system, it is impossible to develop

new technology and identify problems.

Insufficient facility and system of laboratory for design and construction, insufficient
human resources

There has so far been no unified format for design standard.

Feedback into design of defective bridge is difficult.

Technologies on bridge planning (setting of bridge location, river area, planned

riverbed, etc.) are lacking (insufficient area of revetment block, scoring at bridge
abutment due to embedment of foundation, severe settlement and crack of road
surface due to incline of abutment).

Safety control for high-speed running is insufficient (inadequate length of

acceleration and deceleration lane, lack of traffic sign, transition curve, lack of a
control system to prevent trucks from veering out of their lanes, lack of construction
control, etc.)

Technology of construction supervision is lacking (differential settlement at

embankment due to inadequate rolling compaction, inadequate compaction of
concrete, etc.).

Technology for design and checking of steel structure is lacking.

Technology for maintenance of steel structure is lacking. And recognition is poor not
only on steel structure but also maintenance of foundation facility.

Because of no accumulation of inspection results, sharing information on damage

condition, progress degree and repairing method is difficult.

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Possibility of Cooperation for Problem-solving

Technical cooperation project on method of Inspection, investigation and repair for

bridge maintenance (as BETC Project Phase-2)

Technical transfer to engineers of local government and private company

Re-training on bridge technology (concrete block method for making concrete bridge
common, technical assistance on bridge planning, consideration of maintenance
from plan/design stage, design of each bridge type, construction method, seismic
design, consideration of landscape and safety control, etc.)

Technical guidance on design of steel structure

Support for making design standard

Support for both technology and policy making

Improvement of road experimental laboratory (provision of machinery and equipment

and human resources development, foundation of a research institution which can
develop and introduce new technology by cooperating with domestic universities)

(2) Problem and Possibility of Cooperation on Things

Current Problems

Main tower of suspension bridge inclines. High tension bolts of steel bridge are
missing. Foundation structures are moving. Salt damage of concrete bridges occurs.

Conditions of steel slab of suspension bridge and wrapping of cable are in bad
condition and tolerance for future-increased load is insufficient.

Quality control for paint is insufficient. (corrosion of steel bridge, heavily-damaged

main cable of suspension bridge)

Bearing plates and fixing nuts of steel of PC slab corrode.

Water leakage from end of girder is seen.

Bridge abutments incline by scouring.

Concrete main girders show numerous rock pockets, and some are insufficiently
compacted.

Bridge superstructures move on soft soil (lateral flow of soil because of back side
earth pressure)

Construction method of concrete slab is unsuitable.

Inspection equipment and measurement equipment for bridge maintenance are

lacking.

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Possibility of Cooperation for Problem-solving

Support for making technical specifications (design standard, material specification,

quality control, etc.

Making a uniform manual for paint and corrosion control

Making a basic technical standard for concrete

Training on quality control

Making technical standard for substructures on soft soil, Training on design and
construction method of foundation

Training on soft soil treatment measures by a technical cooperation project, provision

of machinery and equipment for soft soil improvement

Provision of inspection/measurement equipment for bridge maintenance

(3) Problem and Possibility of Cooperation on Institution/Organization

Current Problems

Construction period is very short.

Technical specifications (design standard, material specification, quality control, etc.)

exchanged between contractor and contractee at construction stage are inadequate.

Responsibility sharing, estimates and allocation of budget are unclear against third
perty at each stage from survey/design to construction because of a structure which
concludes only in organization of contractee

Design and construction procedure is at high risk. (possibility of change of assumed

design reaction force, because of starting of substructure construction before
completion of superstructure fabrication)

Increases of claim and dispute are expected due to future participation of foreign
companies and diversification of contract detail (PWs uniform management from
project planning to construction at present).

Participation of private companies in bridge sector is behind.

Communication between design section and maintenance section is lacking.

Ensuring huge amount of construction funds is difficult although needs for

construction of bridge and tunnel with newest technology are high.

Possibility of Cooperation for Problem-solving

Training to high-level government official (by holding seminar/workshop, etc.)

Support for PWs privatization

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Construction of road, bridge and tunnel by using Yen loan

Strengthening system of maintenance section

Support for making construction plan and quality control plan (explorations/inspection
items, control standard, frequency, etc.)

Technical transfer of concrete block method for shortening the construction period

As stated above, there are many possibilities of Japanese future cooperation in order to solve
problems in bridge sector in Myanmar. In this Study, the Study Team picks a Technical
Cooperation Project for bridge maintenance in Myanmar as a case study from the crowd of
other cooperation. A project plan and ways of application of lessons from the BETC Project
are described in Paragraph 4.3.

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4. SUGGESTION TO FUTURE TECHNICAL COOPERATION

PROJECTS
In this Chapter, the Study Team studies how to apply lessons learned from the BETC Project
to future technical cooperation projects which will be done in both Myanmar and other
countries.

4.1 SUGGESTION TO GENERAL TECHNICAL COOPERATION PROJECTS

Ways of application of lessons from the BETC Project to future technical cooperation project in
Myanmar and other countries are described below;

Lesson drawn from the project plan

(1) Great results can result from the timely transfer of the necessary technology
appropriate to a nation's stage of development.

Overall cooperation of the recipient country is essential for success of the project.

When technology for which Japan has a relatively dominant position and which complements
the recipient countrys stage of development is provided at the right time, it is sure to be an
influential factor for assuring the projects success.

(2) It is essential to advance sufficient examination of the project sustainability from a

long-term viewpoint.

Since it takes significant time to transfer a whole new technology to a recipient country,
providing support in just one single act of assistance is not enough. It is very important to
allow for a phased transfer scheme at the beginning of project planning.

It is important to set up a mechanism for handing transferred technologies down to the next
generation. It is also important, therefore, to select the base for executing the project by
considering how easy it is to pass on technical knowledge and how likely this will occur.

Lessons drawn from the implementation method

(3) A combination of classroom training (In-Center Training) and field training (OJT) is an
effective way to transfer a whole new technology to the recipient country.

Practicing theory learned in In-Center Training in actual OJT helps trainees to enrich the
degree of acquirement. It is necessary to determine how much field exercise is conducted in
the classroom and the field training framework needs to be determined by analyzing how
much the recipient country understands the technology being transferred. When transferring a
whole new technology, it is required to teach from fundamental knowledge in accordance with
the level of trainees. Therefore, it is important to make project plan and set a suitable project

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period in consideration of the level of trainees.

Although it is said that neither technology nor design capability will not be mastered through a
passive lecture, the BETC Project made an arrangement to improve their ownership and
learning motivation. This is also considered one of the pivotal factors that facilitated the
fulfillment of the Project purpose.

It is effective to combine multiple and suitable aid schemes, for example, combination of
technical cooperation project with provision of machinery and equipment by grant aid
assistance.

(4) Reinforcing the domestic support system

When transferring a whole new technology, it is impossible to grasp all changes which will
occur during project implementation at the planning stage. In order to make measures suited
to the occasion according to needs from the site, it is important to keep close cooperation
between persons at the actual site and persons in Japan with receiving a backup from Japan,
such as a working group which conducts prompt support on people, things and money.

For a technical cooperation project using JICA's direct-managed expert dispatch approach,
that is, an approach in which experts from various organizations take part in a single project
has no organization responsible for the project management, in contrast to a technical
cooperation project based on an operation agreement, setting up a supporting organization at
JICA and the senders is recommended for the former case as a general principle.

(5) Phased refilling of counterparts

Since it is difficult to select people who appear highly qualified and are so by the objective
judgment as counterparts in the planning stage, it is important to replenish human resources
on a phased basis throughout the project.

It is necessary for experts to enhance the counterparts independence by giving a part of

lecture to the counterparts, and taking a role to support them.

(6) Diversification of training contents to match the abilities and needs of the recipients

In order to get successful completion in the limited period, a partial participation of Japanese
experts in construction work based on the judgment of the local engineers' technical
competence is necessary.

Nowadays, it is difficult to force trainees to have a long-term training as it used to be.

Therefore, devising curriculum, such as introduction of credit system and buildup of
short-term courses, is needed.

It is preferable not only to enhance ability of engineers but also to try to make high-level
government officials understand importance of the project in order to reflect it in the
government policy and regulations.

Lessons drawn from the aftermath of the Project

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(7) Follow-up after completing the Project

For the purpose of enhancing sustainability of the project, it is necessary to continue to

support trainees even after completion of the project.

In order to ensure the "timely transfer of the necessary technology appropriate to a nation's
stage of development", as explained in Lesson (1), it is important to continuously monitor the
growth of recipient countrys technology.

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4.2 SUGGESTION TO THE PROJECT FOR IMPROVEMENT OF ROAD

TECHNOLOGY IN DISASTER AFFECTED AREA

Ways of application of the lessons to The Project for Improvement of Road Technology in
Disaster Affected Area, which is now under preparation, are shown in this paragraph. For
writing this paragraph, final report of The Project for Improvement of Road Technology in
Disaster Affected Area (2012) was refered.

Lesson drawn from the project plan

(1) Great results can result from the timely transfer of the necessary technology
appropriate to a nation's stage of development.

Enhancement of technology for road development and maintenance in the Irrawaddy delta in
which cyclone damages occurs frequently is emphasized in the Project. Introduction of
stabilization method in the delta area and improvement of technology for embankment on the
soft ground with thick alluvial formation are requested from Myanmar side. Big-size crashed
stones which size is in the 10 to 20 cm are used in the road development projects in the
Irrawaddy delta at present. The aggregates are brought from a place 100 km northwest from
the Irrawaddt area by 3 days shipping. Introduction of new measures instead of existing ones
is required now, because road development in this area will be accelerated from now.
Regarding soft soil treatment, it has not a direct relationship with a natural disaster but
settlement of embankment at existing roads and location behind bridge abutment has been
serious problem already. Therefore, repair and improvement of the existing roads are
necessary as well as road development. Priority is high for improvement of both stabilization
method and soft soil treatment method and Japanese technology on these can fully respond
to request from Myanmar. However, there are many alternatives for stabilization of subbase
and subgrade and soft soil treatment measure, therefore it is necessary to transfer suitable
technologies considering needs from Myanmar and substantivity of the measure in Myanmar.

(2) It is essential to advance sufficient examination of the project sustainability from a

long-term viewpoint.

In a cyclone-prone region, it is necessary for the recipient country to ensure human resources
and budget by own fund continuously due to possibility of damages of road infrastructure in
the future because of recurring natural disaster. So it is necessary to confirm whether the
recipient country has a plan to continue the project by own fund at the stage of project
planning from the aspect of human resources and budget. And studying how Japan can get
engaged to the extent possible considering the plan leads to enhance more certainty of the
technical transfer.

Settlement of embankment at the location of behind abutment is common problem not only in
the Irrawaddy delta but also in everywhere in Myanmar. It is important to study at the project
planning stage how to make a system to enhance spillover effects through transferring
technology from persons who are trained in the Project to their co-workers and their juniors.

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Lessons drawn from the implementation method

(3) A combination of classroom training (In-Center Training) and field training (OJT) is an
effective way to transfer a whole new technology to the recipient country.

It is preferable to switch from ex-post control method like existing repair method for road
pavement to preventive maintenance method from the view point of transfering new
technology for Myanmar on maintenance method of pavement. It is necessary to grasp
current status of pavement in case of applying several measures of maintenance and repair
including a preventive maintenance against functional decline of pavement surface, such as
rutting or cracking, and to build management system to support to make a prediction of future
road surface condition or make an annual plan of pavement maintenance and repair work. To
do that, combining In-Center Training with OJT is effective. And it is necessary to teach
trainees the ABCs of pavement in the In-Center Training in order to learn above mentioned
pavement technologies.

By combining technical cooperation project with provision of machinery and equipment by

grant aid assistance suitably, it is effective not only to provide machineries for stabilization,
soft soil treatment and maintenance of pavement such as stabilizer but also to dispatch
Japanese experts who can teach how to operate construction machineries in order to train
local skilled workers. Especially in the Irrawaddy delta in which pilot projects will be conducted
in this Project but machineries and equipments are lacking at present, it is necessary to
provide suitable machineries and equipments considering future maintenance by Myanmar
after the provision.

(4) Reinforcing the domestic support system

Although foreign aid has been resumed in Myanmar in recent years, it is still hard for foreigner
to work at the site. Especially in the Irrawaddy delta region in which pilot projects are planned,
it is hard for experts to spend everyday business and life because the area is located in a
remote area. It is important to keep close cooperation between persons at the actual site and
persons in Japan with receiving a backup from Japan, such as a working group which
conducts prompt support on people, things and money.Therefore, setting up a supporting
organization at JICA and the senders is recommended.

(5) Phased refilling of counterparts

Implementing agency of the Project in Myanmar will be PW, therefore, it is expected that PW
staff will be arranged as counterparts of JICA enperts. PW staff is very busy now due to many
construction sites all over the country with limited number of engineer. Therefore, it will be
meaningful to recruit the counterpart in a step-by-step manner during the Project valuing level
and motivation of trainees, because it may be difficult to ensure excellent counterparts at the
beginning of the Project.

(6) Diversification of training contents to match the abilities and needs of the recipients

It is important to make high-level government officials understand necessity of maintenance in

order to ensure enough amount of budget for road maintenance. Therefore, it is necessary to

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reflect importance of maintenance into the government policy and regulations by conducting
training to them. However, it is preferable to hold a short-term seminar or workshop because
they are busy and it seems to be difficult for them to be out of office for a long time.

It is necessary to make Myanmars own technical standards and manuals on road design and
maintenance as soon as possible and needs from Myanmar requesting Japanese technical
cooperation are high. However, it is necessary to make technical standars and manuals which
are tailored to Myanmars condition depending on condition of procurement. Therefore, it is
important to make a system in which PW staff can get involved actively.

It is essential to improve level of soil testing which is important for study of measures in order
to improve technology of soft soil treatment. Therefore, it is important to provide machinery
and equipment which are necessary for soil investigation and soil testing and also give
training to staff of soil laboratory on implementation methods of boring and methods of
analysis of test result.

Lessons drawn from the aftermath of the Project

(7) Follow-up after completing the Project

It is important to make a system in which the trainees can be given technical advice from the
experts with close communication even after the Project in order to enhance substantivity of
the technical transfer.

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4.3 CASE STUDY SUGGESTION TO TECHNICAL COOPERATION PROJECT

FOR BRIDGE MAINTENANCE

The Study Team shows a project plan and ways of application of lessons from the BETC
Project in case of assuming execution of technical cooperation project for bridge maintenance
in Myanmar, considering needs and issues on bridge sector mentioned in Chapter 3.

4.3.1 Project Plan

(1) Project Objective

To conduct capacity development for implementing agencies of bridge maintenance in

Myanmar for the purpose of improving bridge maintenance condition in Myanmar

(2) Project Site

Long-span bridges in Yangon Region and Irrawaddy delta area

(3) Beneficiary

Bridge engineers of PW and private company

(4) Project Schedule (Cooperation Period)

Three years

(5) Total Project Cost (Japan side)

XX million yen

(6) Overall Goal

Increase of service life of existing bridges and improvement of safety of bridges in Myanmar
(index exmaintenance, cutting repair cost, lifetime)

(7) Project Purpose

Capacity development on bridge maintenance in Myanmar

(8) Outputs

Output-1 Establishment of PWs action policy on bridge maintenance

Output-2 Establishment of operation system on bridge maintenance

Outout-3 Enhancement of knowledge and technology on bridge maintenance

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(9) Activities

Activities for output-1Establishment of PWs action policy on bridge maintenance (including

personnel policy, such as increasing number of engineer by training technician and enhancing
operation system for maintenance)

Activity-1: Problem analysis by PW on bridge maintenance technology by type of bridge and

area

Activity-2: Clarification of issues by PW on inspection method, inspection table, data collected

from inspection table and technical standard and manual

Activity-3: Making PWs medium- to long-term activity plan on bridge maintenance

Activity-4: Holding a seminar to high-level government officials of Ministry of Construction and

PW, sharing outputs and enhancing understanding of high-level government officials

Activities for output-2: Establishment of operation system on bridge maintenance

Activity-1: Study on existing condition of organization and improvement

Activity-2: Problem analysis by PW on issues for bridge maintenance by analyzing inspection

method, inspection table, data collected from inspection table and technical
standard and manual

Activity-3: Updating existing documents on bridge maintenance, such as guideline, manual and
inspection table, based on result of Activity-2

Activity-4: Computerization for introducing Bridge Management System (BMS)

Activity-5: Making manual and guideline of BMS

Activity-6: Holding a seminar on introduction of BMS

Activity-7: Rationalization of design by considering maintenance at the plan and design stage

Activities for output-3: Enhancement of knowledge and technology on bridge maintenance

Activity-1: Formulating enhancement program for bridge maintenance

Activity-2: Holding a seminar on bridge maintenance to engineers and technicians of PW staff

and private company

Activity-3: Conducting pilot project as an On-the-Job Training (several projects at several

places with different condition)

Activity-4: Holding a training and seminar on inspection for bridge maintenance to PWs
engineers in the states where pilot project is conducted by using guideline and
manual that are made in Output-2

Activity-5: Accumulating know-how on technical support of Activity-1 to 4 and holding a

feedback seminar which can enable to provide information for road management
staff including rural areas

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(10) Inputs

1) Japan side

Dispatch of experts: Chief adviser / Bridge development policy and technology, Bridge
technical standards, Bridge planning and evaluation, Survey and design, Construction
technology, Quality control, Bridge management system, Geological survey, etc.

Seminar in Japan and third countries (Vietnam, Thailand, etc.)

Provision of machinery and equipment for project activities

Cost for activity in Myanmar

2) Myanmar side

Project Office

Cost burden for the pilot project

Operating expenses

(11) External conditions

1) External condition from activities to expression of outputs

Ensuring suitable amount of project budget and administrative support from Myanmars
government

No frequent transfer of project beneficiaries

2) External conditions for accomplishment of outputs to project purpose

Application of maintenance system across the country

3) External conditions for accomplishment of project purpose to overall goals

Ensuring necessary budget and human resources due to continuous support by

high-level government official for bridge maintenance

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4.3.2 Application of lessons from the BETC Project

(1) Great results can result from the timely transfer of the necessary technology
appropriate to a nation's stage of development.

Japan is one of the most advanced country in the field of bridge inspection and repair
technology in the world. When technology for which Japan has a relatively dominant position
and which complements the recipient countrys stage of development is provided at the right
time, it is sure to be an influential factor for assuring the projects success. To do so, first of all,
it is necessary to analyze issues on bridge maintenance technology in Myanmar by bridge
type and by districts and study the timing of technical transfer.

Many steel bridges which require less construction period have been built after the BETC
Project. Nowadays, problems such as corrosion of steel member become obvious on these
bridges. Steel bridge needs more maintenance cost than concrete bridge such as repainting,
therefore, it is necessary to consider life cycle cost at the planning and design stage and to
study alternatives such as consrete bridge or steel bridge with atmospheric corrosion resisting
steel. And adoption of concrete block method is also effective for minimizing construction
period.

(2) It is essential to advance sufficient examination of the project sustainability from a

long-term viewpoint.

It is important to enhance the structure of a maintenance section by establishing Bridge

Management System (BMS) including database management and sharing information on
bridge construction and maintenance. Because it takes long time to establish it, it is important
to conduct technical transfer gradually in the long-term view. Regarding BMS, it is necessary
to teach a procedure to input existing cheking results and also to make trainees realized
importance of accumulation of data.

A better idea will be to set up a training base at a place where full-time lecturers are available,
such as Yangon Technological University, plan a project scheme that involves university
professors, and integrate the skills and knowledge transferred by In-Center Training into the
curriculum of the university so as to ensure systematic maintenance and diffusion of
transferred skills and knowledge.

(3) A combination of classroom training (In-Center Training) and field training (OJT) is an
effective way to transfer a whole new technology to the recipient country.

Regarding bridge maintenance, technical transfer on bridge inspection is the most important.
For inspection and design for repair, learning advanced knowledge on bridge engineering is
necessary. Therefore, it is necessary to enhance level of design technology by combining
In-Center Training with OJT in parallel. It is necessary to give lectures on basic knowledge to
a trainee whose technological level is low.

It is necessary to set up suitable training contents and training period according to trainees
level because bridge maintenance technology is new to Myanmar engineers.

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(4) Reinforcing the domestic support system

For a technical cooperation project using JICA's direct-managed expert dispatch approach,
that is, an approach in which experts from various organizations take part in a single project
has no organization responsible for the project management, in contrast to a technical
cooperation project based on an operation agreement, setting up a supporting organization at
JICA and the senders is recommended for the former case as a general principle.

(6) Diversification of training contents to match the abilities and needs of the recipients

It is necessary to make Myanmars original design standards and guidlines on bridge

maintenance and Myanmars needs for Japanese technical assistance are high. However,
they should suit to Myanmars typical condition regarding procurement condition of local
materials and equipments, therefore, it is important to make a system to involve PW staff in
the process of making the documents.

Damage of bridge is progressing day by day though it has not come to the serious problem
yet at present fortunately. If it is left as it is, a major accident may happen in the near future. In
order to solve the problem fundamentally, enhancing ability of engineer is not enough. It is
necessary to enhance consciousness of high-level government official who decides national
policy as soon as possible for the purpose of ensuring enough budgets for maintenance and
repair work. Since it is often difficult for high-level government officials to be away from their
offices for a long time, holding short seminars or workshops shall be a feasible way.

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 Appendix-1
LIST OF COMPLETED BRIDGES, 180FT AND ABOVE IN LENGTH, SINCE 1988
Sr Name of Length Width Type Date of Date of Completion
Bridge Name Road Name State/Division
No. River / Creek (ft) (ft) Foundation Substructure Superstructure Year Month Year Month
1 Nga-Wun PTN-MYA Ayeyarwady Ngawun 1,164 38' R.C bored Pile R.C R.C Box Girder 1986 4 1991 4
2 Kyauk-Chaung PTN-MYA Ayeyarwady Kyauk-Chaung 246 31' R.C. Pile R.C P.C 1986 11 1990 11
3 Kyaun-Gon YGN-PTN Ayeyarwady Ngawun 600 24' R.C bored Pile R.C Steel Truss+RC 1987 1 1989 3
4 Pathwe YGN-PTN Ayeyarwady Pathwe 420 24' R.C bored Pile R.C Steel Truss+RC 1987 1 1989 1
5 Kyone-Ka-Naung YGN-PTN Ayeyarwady Kyone-Ka-Naung 240 27' R.C bored Pile R.C Steel Truss+RC 1989 3 1989 6
6 Bawde YGN-PTN Ayeyarwady Bawde Chaung 180 24' R.C. Pile R.C Steel Truss+RC 1989 4 1990 3
7 Mezale YGN-NDN Ayeyarwady Mezale 240 27' R.C. Pile R.C Steel Truss+RC 1989 4 1990 3
8 Ka Nyin PTN-MYA Ayeyarwady Kanyin 328 32'-6" R.C Pile R.C P.C 1990 1 1992 3
9 Ma Mya PTN-MYA Ayeyarwady Mamya 328 32'-6" R.C Pile R.C P.C 1990 1 1992 3
10 The'-Phyu PTN-MYA Ayeyarwady The'-Phyu 246 33' R.C Pile R.C P.C 1990 9 1992 3
11 Ein-Me KGN-MMA Ayeyarwady Ein-Me 276 21.45' R.C Pile R.C R.C + Bailey 1992 10 1994 3
12 Tha-Nat-Pin-Yoe NTC-GWA Ayeyarwady Tha-Nat-Pin-Yoe 180 32'-6" R.C Pile R.C R.C 1993 1 1994 3
13 Apin-hnit-se YGN-PTN Ayeyarwady Apin-hnit-sel 220 32'-6" R.C Pile R.C R.C 1993 2 1994 3
14 Ma-U-Bin SML-MK Ayeyarwady Toe 2,362 40' R.C bored Pile R.C Steel Trus + P.C 1994 3 1998 2
15 Myaung-Mya MMA-EM Ayeyarwady Mying-Mya 1,270 34'-7" R.C bored Pile R.C Bailey Suspension 1994 3 1996 9
16 Kat-Hti-Ya TTY-NUP Ayeyarwady Pin-Hlaing 420 12'-4" R.C R.C Bailey 1994 4 1997 7
17 Dae-Da-Lu KDN-AMR Ayeyarwady Dae-Da-Lu 400 12'-4" Steel Pile Steel Pipe Bailey 1994 7 1997 3
18 Nat-Chaung PPN-BGY Ayeyarwady Nga-Pe 300 12'-4" Steel Pile Steel Pipe Bailey 1994 7 1997 1
19 Seik-Ma KDN-AMR Ayeyarwady Seik-Ma 280 12'-4" R.C Well Steel Pipe Bailey 1994 7 1997 4
20 U-Yin-Chaung KLD-MUP Ayeyarwady U-Yin-Chaung 300 12'-4" R.C Pile R.C Bailey 1995 - 1997 6
21 Bo-Myat-Htun YGN-PTN Ayeyarwady Ayeyarwady 8,544 40' R.C Precast & bored Pile R.C Steel Truss 1996 6 1999 11


22 Lattputar MMA-LPT Ayeyarwady Pin-Le/lay 1,300 19'-8" R.C bored Pile R.C Bailey Suspension 1996 10 1998 1
23 U-To-Chaung PTN-CTR Ayeyarwady U-To-Chaung 900 12'-4" R.C Pile R.C Bailey 1997 1 2000 1
24 Lin-Lun-Pin BMTN Ayeyarwady Lin-Lun-Pin 180 34' R.C Pile R.C R.C 1997 12 1998 4
25 Auk-Su BMTN Ayeyarwady Auk-Su 180 34' R.C Pile R.C R.C 1998 1 1998 5
26 Be'-Zar-Inn PTN-MYA Ayeyarwady Be'-Zar-Inn 360 34' R.C Pile R.C Bailey 1998 4 1999 5
27 Chaung-Dwin KLT-PPN Ayeyarwady Chaung-Dwin 236 34' R.C Pile R.C R.C 1998 6 1999 9
28 Gon-Nyin-Than KLT-PPN Ayeyarwady Gon-Nyin-Than 1,940 34'-6" R.C bored Pile R.C R.C 1999 2 2001 2
29 Pan-Tanaw YGN-PTN Ayeyarwady Pan-Tannaw 420 36' R.C bored Pile R.C R.C 1999 4 2000 3
30 Ywar-Le-Yoe-Gyi PTN-MYA Ayeyarwady - 300 34' R.C Pile R.C RC 1999 11 2000 12
31 Ta-Leik-Gyi KLT-PPN Ayeyarwady Ta-Leik-Gy 180 34' R.C bored Pile R.C R.C 1999 12 2001 2
32 Kon-Min-Yoe YKI-GWA Ayeyarwady - 240 34' R.C Pile R.C Bailey 2000 4 2001 5
Pantanaw-Shwe Bailey Supension+
33 Wakema Ayeyarwady Wakema 3,020 30 R.C Bored pile R.C 2000 5 2003 1
Laung-Wakema R.C
34 DDY KCK-DDE-PPN Ayeyarwady Ayeyarwaddy 4,088 40 R.C Bored Pile R.C Steel Truss RC 2000 6 2003 3
Pantanaw-Shwe
35 Shwe Laung Ayeyarwady Shwe Loung 1,900 20'-0" R.C Bored Pile R.C R.C 2000 7 2002 3
Laung-Wakema
36 Thegon YGN-PTN Ayeyarwady Thegon Chaung 300 34' R.C Pile R.C R.C 2000 8 2001 8
37 Yoe-Nyi-Naung PIN-MYA Ayeyarwady - 180 34' R.C Pile R.C R.C 2000 12 2001 5
38 Da Ka YGN-PTN Ayeyarwady Da Ka 1,400 38 R.C Bored pile R.C R.C 2001 2 2003 7
Wakema-
39 Lam Tha Mine Kyonmange- Ayeyarwady Lam Tha Mine 220 23 R.C pile R.C R.C 2002 5 2002 12
Mawlamyine-
40 Pyapon DDY-Pyapon Ayeyarwady Pyapon 3,933 40 R.C Bored Pile R.C Steel Truss + R.C 2003 4 2007 3
PTN-Shwe-Myin
Steel Truss
41 PTN Tin Wa-Yah Ayeyarwady Nga Won 2,140 36 R.C Bored Pile R.C 2003 7 2004 11
Suspension+ R.C
Chaung
 Appendix-1
LIST OF COMPLETED BRIDGES, 180FT AND ABOVE IN LENGTH, SINCE 1988
Sr Name of Length Width Type Date of Date of Completion
Bridge Name Road Name State/Division
No. River / Creek (ft) (ft) Foundation Substructure Superstructure Year Month Year Month
Einmel - Tha Yet Kon
42 Ma Yan Ngu Ayeyarwady 240 30 R.C Bored Pile R.C P.C + R.C 2004 2 2005 8
Myaungmya Chaung
Pammawaddy (Myin Bailey Supension +
43 PTN-Myaungmya Ayeyarwady Pamma-Waddy 1,260 26 R.C Bored Pile R.C 2004 5 2006 3
Ka Seik) R.C
44 Nga Won (Myo Kwin) HTT-Kwin Kauk Ayeyarwady Ngawon 2,835 34' R.C Bored Pile R.C Steel Truss + P.C 2005 3 2009 3
45 Kyun Kon Einmel- Wakema Ayeyarwady Pyar Ma Lot 500 11'-3" R.C Bored Pile R.C Bailey Suspension 2006 7 2009 10
46 Kan Gyi MMA - Einmel Ayeyarwady Kan Gyi Chaung 200 30 R.C Bored Pile R.C R.C 2006 9 2009 11
47 Nyaung Chaung PTN-Myaungmya Ayeyarwady Nyaung Chaung 260 30 R.C Bored Pile R.C R.C 2006 9 2010 4
48 Thon GWA Caung Pantanaw-Einmel Ayeyarwady ThonGWA Chaung 270' 30' R.C Bored Pile R.C R.C 2006 9 2009 1
49 Nankathu HTT-Kwin Kauk Ayeyarwady Nankathu Chaung 300 34 R.C Bored Pile R.C R.C 2007 10 2010 9
50 Kyauk Chaung Gyi PTN-Chaung- Ayeyarwady Kyauk Chaung 360 36 R.C Bored Pile R.C R.C 2008 2 2011 2
51 Kanyin Chaung HTT-Myan Aung Ayeyarwady Kanyin Chaung 240 34 R.C Bord Pile R.C R.C 2008 9 2011 1
52 Ma Mya Chaung HTT-Myanaung Ayeyarwady Ma Mya Chaung 190 58 Bored Pile R.C.C R.C.C 2009 1 2011 4
MUB-Maw-
53 Yar Zu Daing No. (2) Ayeyarwady Myin Ka Kon 540 24 R.C Bored Pile R.C P.C+R.C 2009 2 2010 1
Lamyaing Gyun
BGY-Satsan
54 Htaw Paing Ayeyarwady Htaw Paing 430 13'-6" Bored Pile R.C Bailey 2009 3 2012 4
Htaw Paing AMR
MUB-
55 Yar Zu Daing No. (1) Mawlamyaing- Ayeyarwady Yar Zu Daing 1,956 24 R.C Bored Pile R.C Steel Truss R.C 2009 4 2010 7
Gyun
Ayeyarwaddy Steel Truss P.C


56 YGN-PTN Ayeyarwady Ayeyarwaddy 10,814 48 Bored Pile R.C.C 2010 1 2011 11
(Nyaung Don) Girder
Bogale-Setsan-
57 Out-Net Chaung Ayeyarwady Out-Net Chaung 466 13'-6" Bored Pile R.C.C Bailey 2010 1 2011 6
Htawpaing-AMR
58 Po Long Chaung PTN-Mawtin Ayeyarwady Po Long Chaung 240 22 R.C Well R.C R.C 2010 1 2010 10
59 Pay Pin Bridge PTN-Ngapudaw Ayeyarwady Paypin Chaung 720 30 Bored Pile R.C.C Steel Truss 2011 1 2012 3
60 Bago YGN-MDY BGO Bago 290 38' R.C Precast & bored Pile R.C CH + RC 1992 4 1994 3
61 Wetpoke YGN-PY BGO Wetpoke 180 34' R.C Pile R.C P.C 1993 2 1994 7
62 Myit-Ma-Kha LPN-HTT BGO Myit-Ma-Kha 1,520 17' R.C Precast & bored Pile R.C P.C 1994 1 1999 5
63 Nawaday PY-STE BGO Ayeyarwady 4,183 38' R.C bored Pile R.C Steel Truss 1994 3 1997 9
64 Pyay-Ye-Sin - BGO Ayeyarwady 183 20' R.C Pile R.C R.C 1995 - 1997 -
65 Bridge No.-2/83 WAW-STN BGO - 180 30' R.C Pile R.C R.C 1997 12 1999 4
66 Kadoke-Chaung YGN-MDY BGO Kadoke-Chaung 196 56' R.C Well R.C R.C 1999 3 2000 10
67 Kha-Paung YGN-MDY BGO Kha-Paung 600 60' R.C bored Pile R.C R.C 1999 10 2000 9
68 Kaw-Le-Ya YGN-MDY BGO Kaw-Le-Ya 196 56' R.C Well R.C R.C 2000 1 2001 1
69 Kwin Chaung YGN-MDY BGO Kwin Chaung 300 60' R.C Pile R.C R.C 2000 10 2003 9
70 Phyu Chaung YGN-MDY BGO Phyu Chaung 468 60'-0" R.C Bored Pile R.C PC 2000 10 2002 1
Sit Taung Shwe Kyin
71 SKN - MDK BGO Sit Taung 1,500 36 R.C Bored Pile R.C R.C 2000 12 2003 2
Ma Dauk
72 Binder YGN-MDY BGO Binder Chaung 300 60 R.C pile R.C R.C 2001 5 2003 8
73 Ye Nwe Chaung YGN-MDY BGO Ye Nwe Chaung 360 60 R.C Pile R.C R.C 2001 8 2003 2
74 Kawa Htone Gyi-Kawa BGO BGO 560 12'-4" R.C Bored Pile R.C Bailey 2005 5 2009 3
75 BGO YGN-MDY BGO BGO 360 72'-6" R.C Bored Pile R.C PC 2006 6 2010 3
76 Swar Chaung YGN-TGO-MDY BGO Swar Chaung 270 54 R.C Bored Pile R.C R.C 2007 5 2009 5
77 Naga PUK Chaung Daik U-Sitto WN BGO Naga PUK 240 30 Bored Pile R.C.C R.C.C 2008 6 2011 8
 Appendix-1
LIST OF COMPLETED BRIDGES, 180FT AND ABOVE IN LENGTH, SINCE 1988
Sr Name of Length Width Type Date of Date of Completion
Bridge Name Road Name State/Division
No. River / Creek (ft) (ft) Foundation Substructure Superstructure Year Month Year Month
Minhla-Seinkant-
78 Myo Chaung Lant-Myo BGO Myo Chaung 270 30 Bored Pile R.C.C Steel Truss 2010 7 2011 7
Chaung-Kyun
79 Sittown Canal Daik U-Sittown BGO Sittown Canal 240 28 Bored Pile R.C.C R.C.C 2010 7 2011 9
Myochaung-
80 Yenwe Chaung BGO Yenwe Chaung 360 30 Bored Pile R.C.C Steel Truss Girder 2011 5 2012 1
KyunKon
81 Ba Maung PY-TGU BGO Ba Maung 226 34' R.C Well R.C R.C - - - -
82 Theikchaung PY-TGU BGO Theik Chaung 198 34' R.C Well R.C R.C - - - -
83 Kap Tal TTN - RWR Chin Manipura 400 9'-0" Open Foundation R.C Timber Supension 1996 4 2002 4
84 Man Song Teetain-Yi Lake Chin Mini Pura River 460 11'-3" Open Foundation R.C Bailey Supension 2002 12 2005 3
85 Tar-Pein BMW-MKN Kachin Tar-pein 320 18' R.C Pile R.C Bailey Suspension 1994 1 1994 11
86 Balaminhtin MKN-BMW Kachin Ayeyarwady 2,688 40' R.C Well R.C Steel Truss 1994 3 1998 11
87 Tabet BMW-MKN Kachin Tabet 500 12'-4" Open Fdn R.C Baily 1995 - 1996 -
88 Namtmyikha MN-YMW Kachin Namtmyitkha 260 12'-4" R.C Pile R.C Bailey 1997 11 1999 6
89 Ma-Le-Yan BNW-MKN Kachin Ma-Le 320 12'-4" R.C Precast & bored Pile R.C Bailey 1999 2 1999 8
90 Nan-San-Yan BMW-MKN Kachin Nan-San-Yan 400 12'-4" R.C Well R.C Bailey 1999 10 2000 5
91 Moe-Le' BMW-MKN Kachin Moe-Le' 325 12'-4" R.C Well R.C Bailey 1999 12 2000 5
Namtee-Tanaing R.C Pile + R.C R.P.T +H-20 Steel
92 Tanaing Kachin Tanaing Chaung 942 12'-0" R.C 2001 2 2002 2
Nanyoon Well Truss
93 Ho Pin MDY-SBO-MKA Kachin Thayet Chaung 200 42 R.C Bored pile R.C C.H+R.C 2002 2 2003 6
94 Mogaung MDY-SBO-MKA Kachin Namg Kong Chaung 945 32 R.C Bored Pile R.C R.P.T + R.C 2002 6 2004 2


95 Mohnyin SBO-MKA Kachin Namg Ying Chaung 200 42 R.C Well R.C C.H + R.C 2002 8 2004 2
MDY-TGG-
96 Sin Khan Kachin Sin Khan Chaung 460 36 R.C Bored Pile R.C P.C + R.C 2003 2 2005 1
BMW-MKA
Putao-Kaung-
97 Kaung Hmu Lon Kachin Malikha 700 9' R.C Well R.C Bailey Suspension 2004 8 2010 11
Hmu Lon-Naung-
98 Namtee (Kan Hla) SBO-MKA Kachin Namtee Chaung 280 30 R.C wall R.C R.C 2005 3 2006 8
99 Don Ban Namtee-Tanai Kachin Namg Ying Chaung 216 15'.6" R.C Well R.C R.P.T Steel Truss 2005 5 2007 7
100 Phon In MKA-PUTAO Kachin Phon In Chaung 235 10'-6" R.C Bored Pile R.C H20+Bailey R.C 2005 12 2006 11
101 Nan Kway (Shwe Ite) Pamtee-G.T.C Kachin Nam Kway Chaung 273 12 Timber Pile Timber H20+R.S.J 2006 9 2006 12
Wayar Zut Bridge No MKA-Namtee-
102 Kachin Wayar Zut Chaung 354 28 Open Foundation R.C R.C 2008 1 2009 5
(2) Tanai
Shwebo-Myit-Gyi
103 Nantkhwin Kachin Nantkhwin Chaung 350 30 R.C Well R.C.C P.C Girder 2008 5 2011 5
Nar
104 Nan Kway Chaung Myitkyimar- Kachin Nan Kway Chaung 262 30 M.A.T Foundation R.C R.C 2009 3 2010 1
Ayeyarwaddy Kathar-Bhamo Steel Truss P.C
105 Kachin Ayeyarwaddy 4,630 48 Bored Pile R.C.C 2009 6 2012 2
(Sinkhan) Railway (Girder) R.C.C
106 Kyun Taw SBO - MKA Kachin Namg Ying Chaung 366 42 R.C Bored pile R.C CH + R.C 2004 3 2005 4
107 Htee Se Khar Taungoo-Loikaw Kayah Thabat Chaung 240 30 R.C Well R.C R.C 2005 5 2009 6
108 Htu Chaung Taungoo-Loikaw Kayah Htu Chaung 228 30 R.C Well R.C R.P.T + R.C 2007 10 2011 3
109 Pa-An TAN-PAN Kayin Thanlwin 2,252 38' R.C bored Pile R.C Steel Truss 1994 3 1997 8
110 Hlaing-Wa MDN-MWD Kayin Hlaing-Wa 240 32'-6" R.C Pile R.C R.C 1994 9 1996 7
111 Zar-Tha-Pyin MLM-PAN Kayin Gyine 2,900 24'-6" R.C bored Pile R.C Suspension 1995 11 1999 3
112 Kawkayeik PAN-MWD Kayin Gyine 1,200 24'-6" R.C Precast & bored Pile R.C Bailey Suspension 1997 6 1999 5
113 Me'Kane' MDN-MWD Kayin Me'Kane' 182 33'-6" R.C Pile R.C R.C 1998 2 1999 1
Hline Bwe-Pine
114 Paing Kyon Kayin Pine Kyon Chaung 1,170 12'-4" Timber Pile Timber Bailey 2004 4 2007 6
Kyon
 Appendix-1
LIST OF COMPLETED BRIDGES, 180FT AND ABOVE IN LENGTH, SINCE 1988
Sr Name of Length Width Type Date of Date of Completion
Bridge Name Road Name State/Division
No. River / Creek (ft) (ft) Foundation Substructure Superstructure Year Month Year Month
Nabu-Yepu- R.C Pipe Timber
115 Pata Kayin Pata Chaung 330 12'-4" R.C + Timber Bailey Timber 2009 4 2010 9
Pinekyon Pile
Kyar In Seik Gyi
116 Dar Li Kayin Dar Li Chaung 188 16'-6" R.C Bored Pile R.C R.P.T + R.C 2008 1 2009 12
- Chaung-Hna
117 Na-Thoe-Chaung PUK-KTU Magwe Natoe 180 33' R.C Well R.C P.C 1990 10 1992 3
118 Yaw-Chaung SPU-PKK Magwe Yaw-Chaung 530 12'-4" R.C Well R.C Bailey 1992 - 1997 1
119 Saing-du GGW-HKA Magwe Myint-Thar 600 12'-4" R.C Pile R.C Bailey 1993 6 1995 6
120 New-Ta-Me MHA-TNG Magwe Salin 1,200 12'-4" R.C Well R.C Bailey 1995 1 1997 3
121 Anawyathar CHK-SPU Magwe Ayeyarwady 5,192 40' R.C Precast & bored Pile R.C Steel Truss+PC 1996 7 2001 4
122 Mann-Chaung MHA-TNG Magwe Mann-Chaung 900 12'-4" R.C Well R.C Bailey 1996 - 1997 3
123 Mone-Chaung SLN-PPU Magwe Mone-Chaung 1,300 12'-4" R.C Pile + Well R.C Bailey 1997 1 1998 4
124 Ayeyarwaddy MaGWAy-MBU Magwe Ayeyarwaddy 8,989 40'-0" R.C Bored pile R.C Steel Truss RC 2000 1 2002 11
125 Laung Gat Kalay-Gangaw Magwe Laung Gat Chaung 300' 36'-0" R.C Well R.C R.C 2000 1 2001 12
126 Man Chaung PTN-MYA Magwe Man Chaung 420 12'-4" R.C Well R.C Bailey 2001 9 2002 5
127 Shwe Chaung PTN-MYA Magwe Shwe Chaung 500 34 R.C Well R.C PC 2002 11 2004 8
128 Taw Win Kalay-Gangaw Magwe Taw Win Chaung 408 16'-6" R.C Well R.C R.P.T+R.C 2003 5 2004 9
129 Bwet Gyi YGN-PY Magwe Bwet Gyi Chaung 1770' 34' R.C Bored Pile R.C PC + R.C 2004 6 2008 5
Bailey Supension+
130 Maezali PTN-MYA Magwe Mon Chaung 940' 14'-6" R.C Bored Pile R.C 2004 8 2008 1
R.C
PKK-PUK TLN-
131 No(2) PUK Magwe Yaw Chaung 940 12'-4" Timber&R.C Pile Timber+ R.C Bailey 2005 1 2005 7
GGW


No.(1) PUK (Ohn PKK-PUK-TLN-
132 Magwe Yaw Chaung 960 12'-4" Timbers & R.C Pile Timber + R.C Bailey 2005 2 2005 7
Taw) GGW
133 Min Don Chaung Thayet Kanma Magwe Min Don Chaung 700 12'.4" R.C Pile R.C Bailey 2005 3 2009 9
134 SLN Chaung PTN-MYA Magwe SLN Chaung 230 12'-4" R.C Bored Pile R.C Steel Truss+ Bailey 2006 3 2007 6
135 Wat Khote PTN-MYA Magwe YAMR Chaung 300 12'-4" R.C Well R.C Bailey + 2006 4 2009 4
Taung Dwin Gyi-
136 Yin Chaung Magwe Yin Chaung 320 12'-4" Timber Pile Timber Bailey Timber 2008 3 2010 6
Nat Mauk
137 Daung Nay Chaung YGN-PY-MDY Magwe Daung Nay Chaung 1,785 24 R.C Bored Pile R.C PC 2008 4 2011 2
138 Tha Yu Chaung PTN-MYA Magwe Tha Yu Chaung 260 12'4" R.C Bored Pile R.C Bailey 2008 12 2011 2
PKK-Letpanchay
139 Ayeyarwaddy (PKK) Magwe Ayeyarwaddy 13,537 48 Bored Pile R.C.C Steel Truss 2009 12 2011 12
Paw
140 Kyar Ku Bridge Magway-Pyaw Magwe Kyarku Chaung 480 24 Bored Pile R.C.C R.C.C 2010 8 2011 10
Nay Pyi Daw-
141 Yin Chaung Magwe Yin Chaung 250 28 R.C Bored Pile R.C R.C 2010 9 2011 3
Magway
142 Zawgyi YGN-MDY MDY Zawgyi 210 24' R.C Pile R.C Steel Truss 1991 7 1991 9
143 Doke-Htwady MDY-TTU MDY Doke-Htawady 700 84' R.C Precast & bored Pile R.C R.C 1996 3 1999 1
144 Pan Sae IAP MDY Pan Sae 200 84 R.C Pile R.C P.C + R.C 1996 10 2004 1
145 Pan-Laung MDY-IAP MDY Pan-Laung 300 88' R.C Precast & bored Pile R.C R.C 1998 4 2000 4
146 Sa-Mone-Pauk MC-YWN MDY Sa-Mone-Pauk 300 34' R.C Pile R.C R.C 1998 6 2000 6
147 Zawgi YGN-MDY MDY Zawgi 210 77'-0" R.C Pile R.C R.C 1999 12 2002 4
148 Tangar MDY-MKK MDY Ma Gyi Chaung 360 34'-0" R.C pile R.C R.C 2000 1 2002 7
149 Pan Laung Paleik-Tadau MDY Pan Laung Chaung 400 30 R.C Pile R.C P.C+R.C 2000 12 2005 12
Ayeyarwady
150 MDY-Saging MDY Ayeyarwady 5614' 32' R.C Bored Pile R.C Steel Truss(Arch) 2001 10 2008 4
(Yadanarpon)
151 Myit Nge YGN-MDY MDY Myit Nge 840 80 R.C Bored Pile R.C P.C + R.C 2003 3 2005 9
152 Lat Pan Hla MDY-MMK MDY Lat Pan Hla Chaung 240 30 R.C Well R.C R.C 2007 2 2009 7
 Appendix-1
LIST OF COMPLETED BRIDGES, 180FT AND ABOVE IN LENGTH, SINCE 1988
Sr Name of Length Width Type Date of Date of Completion
Bridge Name Road Name State/Division
No. River / Creek (ft) (ft) Foundation Substructure Superstructure Year Month Year Month
153 Kyauk Oe MDY-MKK MDY Kyauk Oe Chaung 200 30 R.C Bored Pile R.C R.C 2008 11 2010 5
Ayeyarwaddy
154 (Yadanarpon) MDY 612 34 R.C Bored Pile R.C R.C 2009 6 2010 10
Approach bridge
MTLA-TGI-
155 Pyi Nyaung MDY Pyi Nyaung Chaung 200 30 R.C Bored Pile R.C R.C 2010 1 2011 2
KTG-TCL
156 Kywe Shin PMA-TNO-TTG MDY Ngalite Chaung 180 58 R.C Bored Pile R.C Steel Truss 2010 3 2011 1
157 Wel Laung YGN-PY-MDY MDY Wel Laung Chaung 300 30 R.C Bored Pile R.C R.C 2010 3 2011 3
158 The'-Phyu YGN-DWI Mon The'-Phyu 180 34' R.C Pile+Well R.C P.C 1991 11 1992 9
Than Lwin R.C Bored Pile&
159 YGN-MLM Mon Than Lwin 11,575 63'-8" R.C Steel Truss 2000 3 2005 2
(Mawlamyaing) Well
YGN- Steel Truss+Steel
160 STN (Moatpalin) Mon STN 2392.7' 40' R.C Bored Pile R.C 2005 1 2008 7
Mawlamyine Girder+RC
161 Tha-Yu MBU-ANN Rakhine Tha-Yu 320 18' R.C Pile R.C Bailey Suspension 1987 11 1989 7
162 Ann-Chaung MBU-ANN Rakhine Ann-Chaung 540 18' R.C. Pile R.C Bailey Suspension 1989 2 1990 3
163 Shwe-Hlay TTE-TGK Rakhine Tha-Htay 600 30'-6" R.C Pile+Well R.C P.C 1989 12 1993 9
164 Tain-Nyo MBA-KTW Rakhine Tain-Nyo 300 20' R.C Pile R.C Steel Truss 1991 - 1993 10
165 Kyain-Ta-Li TWE-GWA Rakhine Kyain-Ta-Li 700 30'-6" R.C Well R.C R.C 1992 2 1995 1
166 Bar KL-HKA Rakhine Mini-Pura 340 12'-4" R.C Well R.C Bailey 1992 12 1998 3
167 Pazunpyay TTW-GWA Rakhine Sa-Lu 300 38'-6" R.C Pile R.C P.C 1995 2 1996 9
168 Dwar-Ya-Wady TGR-TWE Rakhine Tantwe 540 38' R.C Pile R.C R.C + P.C 1995 4 1998 6


169 Ah-Ta-Yan MLM-PAN Rakhine Ah-Ta-Yan 1,420 24'-6" R.C Precast & bored Pile R.C Stayed Bable 1995 11 1998 3
170 Myaung-Bwe YGN-STW Rakhine Myaung-Bwe 740 12'-4" R.C Pile R.C Baily 1996 9 1997 10
171 Kin-Chaung STW-KTW Rakhine Kin-Chaung 440 12'-4" R.C Pile R.C Bailey 1996 11 1998 4
172 Kispandy YGN-STW Rakhine Kalatan 2,513 40' R.C Precast & bored Pile R.C Steel Truss 1996 11 2000 1
173 Ohn-Ti YGN-STW Rakhine Ohn-Ti 270 12'-4" R.C Pile R.C Bailey 1996 11 1997 8
174 Yoe-Chaung YGN-STW Rakhine Yoe-Chaung 420 12'-4" R.C Pile R.C Bailey 1996 11 1998 3
175 Delet-Chaung YGN-STW Rakhine Dalet-Chaung 990 12'-4" R.C Precast & bored Pile R.C Bailey 1997 8 1999 6
176 Min-Chaung YGN-STW Rakhine Min-Chaung 2,003 40' R.C Precast & bored Pile R.C Steel Truss 1997 8 2000 2
177 Yar-Maung YGN-STW Rakhine Yar-Maung 1,300 24'-6" R.C Precast & bored Pile R.C Bailey Suspension 1997 8 1999 12
178 Yaw-Chaung YGN-STW Rakhine Yaw-Chaung 1,100 12'-4" R.C Precast & bored Pile R.C Bailey 1997 8 1999 7
179 Pe-Kauk YGN-STW Rakhine Pe-Kauk 360 12'-4" R.C Precast & bored Pile R.C Bailey 1998 11 1999 7
180 Kin-Shay TGR-ANN Rakhine Taung-Koke 540 12'-4" R.C Precast & bored Pile R.C Bailey 1999 2 2000 3
R.C Pile + R.C
181 Ma-Ei Chaung YGN-Kyaukphyu Rakhine Ma-ei Chaung 940' 30'-0" R.C PC+RC 1999 3 2001 11
Bored Pile
182 Sat-twa TTW-GWA Rakhine Sat Twa 660 30' R.C Pile & Well R.C PC+R.C 1999 11 2001 3
183 Tanlwe Chaung Toungup-Am Rakhine Tanlwe Chaung 600 12'-4" R.C Well R.C Bailey 2000 1 2001 10
Kyauk Kyi PUK
184 Kyauk Kyi PUK YGN-KPU Rakhine 300 30'-0" R.C Well R.C Steel Truss+RC 2000 2 2002 6
Chaung
Toungup-
185 La Mu Rakhine La Mu Chaung 500 12'-4" R.C Well R.C Bailey PC 2000 8 2001 7
Kyaukphyu
186 Pyae Chaung Toungup- Rakhine Pyae Chaung 440 12'-4" R.C Pile R.C Bailey+ R.C 2000 9 2001 9
187 Sa Nell PUK YGN - KPU Rakhine Sa Nell PUK 789 28 R.C Well R.C Steel Truss+ R.C 2001 3 2003 11
188 Min Kyaung YGN-KPU Rakhine Min Kyaung 2,704 30 R.C Bored Pile R.C Steel Truss + R.C 2001 4 2006 4
189 Paung Tote YGN - STE Rakhine Paung-Tote Chaung 240 30 R.C Bored pile R.C R.C 2001 6 2003 5
190 Nar Yi Kan YGN-STE Rakhine Nar Yi Kan Chaung 300 30 R.C R.C R.C 2001 11 2004 4
191 King Pon Thandure-GWA Rakhine King Pon Chaung 420 30 R.C Well+ R.C R.C Steel Truss+ R.C 2002 1 2003 12
 Appendix-1
LIST OF COMPLETED BRIDGES, 180FT AND ABOVE IN LENGTH, SINCE 1988
Sr Name of Length Width Type Date of Date of Completion
Bridge Name Road Name State/Division
No. River / Creek (ft) (ft) Foundation Substructure Superstructure Year Month Year Month
Lone Taw PUK
192 Lone Taw PUK YGN-KPU Rakhine 1,155 30 R.C Bored Pile R.C Steel Truss RC 2002 1 2004 10
Chaung
193 Di Dote PUK YGN - KPU Rakhine Di Dote PUK 592 30 R.C Well R.C Steel Truss+ R.C 2002 3 2004 3
Than Thama Gyi
194 Than Thama Gyi YGN - KPU Rakhine 552 30 R.C Bored Pile R.C Steel Truss+RC 2002 9 2004 12
Chaung
Thazin Tan PUK
195 Thazin Tan PUK YGN-KPU Rakhine 592 30 R.C Well R.C Steel Truss R.C 2003 7 2006 2
Chaung
Than Thama Chay
196 Than Thama Chay YGN-KPU Rakhine 707 30 R.C Well R.C Steel Truss RC 2003 11 2005 11
Chaung
197 Kyauk Tan YGN-STW. Rakhine Kyauktan Chaung 452'-5" 32' R.C Bored Pile R.C R.C 2004 9 2008 3
198 Won Phite YGN-KPU Rakhine Won Phite Chaung 827 30 R.C R.C Steel Truss + R.C 2004 12 2006 10
199 Tha Yu (Pepadon) YGN-STE Rakhine Tha Yu Chaung 400 24 Open Foundation R.C Bailey Suspension 2008 4 2010 8
200 Chaung KLW-MYA Sagaing Bon-Chaung 300 31'-9" R.C Pile + Well R.C R.C 1984 12 1989 11
201 Nyaung-Pinwun MDY-MYA Sagaing Mu 600 34'-6" R.C bored Pile R.C R.C 1990 12 1994 1
202 Tha-Ma-Yoe SBO-MYA Sagaing Mu 748 12'-4" R.C Pile R.C R.C 1992 2 1996 8
203 Sin-Phyu-Shin PKK-CU Sagaing Chindwin 4,957 66'-6" R.C Precast & bored Pile R.C Steel Truss 1994 3 1999 9
204 Ka-Bar-Ni GGW-KL Sagaing Ma-Ni-Pura 595 14'-7" R.C Well R.C R.C 1995 - 1995 6
205 File-Lin TM-ST Sagaing Nan-A-Yar 250 12'-4" R.C Pile R.C Bailey + Timber 1996 - 1996 5
206 Yu-Chaung TM-ST Sagaing Yu-Chaung 320 12'-4" R.C Pile R.C Bailey + Timber 1996 - 1996 5
207 Mezar SBO-MKN Sagaing Mezar 465 24' Open Fdn R.C R.C 1999 8 2001 6
Tagaung-Shweku- Precast Concrete +


208 Shwe Li Sagaing Shwe Li 2,330 34 R.C Bored Pile R.C 2000 5 2003 3
Bamaw R.C
209 Chindwin MYA-KLW Sagaing Chindwin 4,730 40 R.C Bored pile R.C Steel Truss RC 2000 12 2003 4
Steel Truss
210 Myit Thar MYA-KLW Sagaing Myit Thar 1,320 28 R.C Bored Pile R.C 2002 7 2004 6
Suspension
211 Pan Mon Chaung Kalay-Gangaw Sagaing Pan Mon Chaung 220 24 R.C Well R.C R.P.T+R.C 2003 8 2004 5
Teetke Kyin-
212 URU Bridge Phaung Pyin- Sagaing URU Chaung 1090' 16'-6" R.C Bored Pile R.C Bailey Suspension 2004 5 2008 2
Khanti
213 Kan Gyi Wa TM-Zayti Sagaing Mahuyar Chaung 360 30 R.C Well R.C R.C 2005 3 2007 1
214 Nantsalain Khantee Lahel Sagaing Nantsalain Chaung 250' 10' R.C Well R.C Suspension 2006 4 2009 1
215 Myaung Chaung Kalay-Gantgaw Sagaing Myaung Chaung 186' 12' R.C Well R.C R.PT+Bailey 2007 7 2008 8
216 Zaw Chaung SBO-MKA Sagaing Zaw Chaung 180 32 R.C Well R.C R.C 2007 8 2011 1
217 Myauk YAMR PTN-MYA Sagaing YAMR Chaung 1,280 12'-4" R.C Bored Pile R.C Bailey 2008 3 2010 9
Nay Yin Zayar
218 Nay Yin Zayar Kalay-Kyi Kon Sagaing 270 28 R.C Bored Pile R.C PC+RC 2008 5 2010 10
Chaung
219 Thiri Mingalar Yadanarbon Sagaing 485 56 R.C Bored Pile R.C R.C 2008 12 2010 2
220 Nanthalet TM-Zaydi Sagaing Nantha Let Chaung 240 12'-4" R.C Well R.C Bailey 2009 1 2010 12
221 Le-lu TPW-NSN Shan - 300 12'4" Plain Conc: R.C Bailey Suspension 1992 - 1994 7
222 2-Mile TKW-KTG Shan 2-Mile 220 14' R.C Pile + Well R.C Bailey 1994 9 1995 1
223 Tar-Kaw-Ett TYN-PSN Shan Thanlwin 600 16'-5" Plain-Cone R.C Bailey Suspension 1995 4 1997 2
224 Pun-Chaung SSN-KDG Shan Pun-Chaung 220 12'-4" Plain-Conc Masonry Bailey 1996 5 1998 9
225 Tarsan MPN-MTN Shan Thanlwin 900 16'-6" R.C R.C Bailey 1997 4 1999 2
226 Tone-Hone NTY-KTL Shan Be-Lu-Chaung 240 15' Timber Pile Timber Timber 1998 10 1999 3
227 Nant-Tein-Chaung TNE-MMW Shan Nant-Tein-Chaung 432 16'-6" R.C Well R.C RPT 1999 4 2000 11
Lecha-Mineshu
228 Mat Lan Shan Namtein Chaung 240 30'-0" Steel Casing R.C R.C 2000 2 2000 2
Mine Naung
 Appendix-1
LIST OF COMPLETED BRIDGES, 180FT AND ABOVE IN LENGTH, SINCE 1988
Sr Name of Length Width Type Date of Date of Completion
Bridge Name Road Name State/Division
No. River / Creek (ft) (ft) Foundation Substructure Superstructure Year Month Year Month
229 Lin Khay NSM-MTN-MST Shan Namg Tein Chaung 290 30 R.C well+ R.C Pile R.C R.C 2001 8 2003 9
230 Nam Mway Tale-Pasho- Shan Nam Mway Chaung 300 12'-4" R.C Well R.C Bailey 2002 2 2003 9
231 Sar Taw Loilim-Thibaw Shan Nam Laung Chaung 360 30 R.C Well R.C R.C 2003 11 2011 3
Mai Sie-Tapah- Steel Truss+
232 Than Lwin (Tapah) Shan Than Lwin 600 16'-4" R.C Well R.C 2003 11 2005 5
Tar-Shwe Htan Suspension
Naung Cho-Yat
233 Dote Hta Waddy Shan Dote Hta Waddy 465 30 R.C Bored pile R.C CH + R.C 2004 2 2005 6
Sauk
Lashio-Muse-
234 Shwe Li (Nam Kham) Shan Shwe Li 600 24' R.C Bored Pile R.C Bailey Suspension 2004 11 2009 4
Bamaw
235 Wantarkhet Minepyin- Shan Nankha Chaung 440 12'-4" R.C Well R.C Bailey 2005 5 2009 2
236 Mai Pon Meiktila- Shan Namg Pon Chaung 208 30' R.C Well R.C R.C 2006 3 2007 11
237 Nam Pong Lashio-Kyay Shan Nam Pong Chaung 180 30 R.C Well R.C R.C 2006 4 2009 8
Pyinmanar- Steel Truss
238 Lein Li Shan Paung Long Chaung 1,760 34 R.C Well R.C 2006 9 2010 11
Pinlong Suspension
239 Thibaw MDY-Lashio Shan Doatta Wady 569 38 R.C Bored Pile R.C Steel Truss R.C 2008 5 2011 3
240 Win-Wa DWI-KTH Tanintharyi Win-Wa 500 12'-4" R.C Pile+Well R.C Bailey 1995 7 1998 4
241 Pulaw DWI-KTH Tanintharyi Pulaw 600 12'-4" R.C Precast & bored Pile R.C Bailey 1997 1 1998 12
242 Pulauk DWI-KTH Tanintharyi Pulauk 500 12'-4" R.C Well R.C Bailey 1997 9 1998 12
243 Tanintharye DWI-MYK-KtG Tanintharyi Tanintharye 1,360 12'-4" R.C bored Pile R.C Bailey 1999 6 2000 11
244 Lay Nyar Mun Dai DWI - KTH Tanintharyi Lay Nyar 860 30 R.C Well& Bored R.C PC 2000 6 2003 10
Kywe Ku Kyauk Steel Truss


245 DWI - KTH Tanintharyi Kyauk Phyar 3,612 40 R.C Bored Pile R.C 2000 11 2003 10
Phyar PC+Steel Girder
R.C Well Open
246 Yay Pone MLM-YE-DWI Tanintharyi Yay Pone Chaung 200 32 R.C R.C 2005 7 2009 4
Foundation
247 Thone-Khwa TNL-PGO YGN - 224 38'-6" R.C Well R.C P.C 1985 10 1991 12
248 Thone-Khwa TNL-PGO YGN - 224 38'-6" R.C Well R.C P.C 1985 12 1989 3
249 Thanlyin YGN-YLN YGN Bago 5,977 67'-24" R.C Well R.C Steel Truss 1985 - 1993 7
250 Dagon N/OKL-DGN YGN Nga-Moe-Yeik 600 40' R.C Pile R.C P.C 1989 6 1992 3
251 Tha-Khut DLA-KMU YGN Tha-Khut 495 17' R.C Pile R.C P.C 1990 10 1992 12
252 Bayintnaung BYN YGN Hlaing 1,640 42' R.C bored Pile R.C Steel Truss 1991 4 1994 7
253 Dayebo YGN-MDY YGN Da-Ye-Bo 220 - R.C Well R.C P.C 1992 11 1993 4
254 U-Do UTO-CTW YGN Hlaing 780 12'-4" R.C Precast & bored Pile R.C Bailey 1993 3 1995 4
255 Tawpele DLA-DDY YGN Tawpele 186 38' R.C Pile R.C P.C 1994 4 1996 2
256 Parame SOKL-STW YGN Nga-Moe-Yeik 664 40' R.C Pile R.C R.C 1994 6 1997 9
257 Kad-Da-Pa-Na KDP-PTA YGN Mhaw-Wun 188 13' Timber Timber Timber 1995 4 1995 12
258 Kha-Naung KDP-PTA YGN Maw-Wun 180 13' Timber Pile Timber Timber 1995 4 1995 12
259 Bar-Lar No(7)hw YGN Bar-Lar 211 86' R.C Well R.C R.C 1995 11 2001 2
260 Aung-Ze-Ya ISN-HTY YGN Hlaing 3,780 52'-6" R.C Precast & bored Pile R.C Stayed Cable 1997 4 2000 8
261 Mahabandoola YGN-DBN YGN Pazaundaung 3,643 84' R.C Precast & bored Pile R.C Stayed Cable 1998 1 2000 7
262 Shwe-Pye-Thar SPT-HTR YGN Hlaing 3,415 64'-6" R.C Precast & bored Pile R.C Steel Truss 1998 1 2001 1
263 Thin-Gan-Gyun TGK-DGN YGN Nga-Moe-Yeik 700 84' R.C Precast & bored Pile R.C R.C 1998 1 1999 3
264 Don-Byike-Inn TKI-TKA YGN Don-Byike-Inn 200 12'-4" Timber Pile Timber Bailey 1998 5 1999 -
265 Inn-Lan TKI-TKA YGN Inn-Lan 205 12'-4" Timber Pile Timber Bailey+Timber 1998 5 1999 -
266 Myo-Chaung GGN-MCN YGN Hlaing 1,940 34' R.C Precast & bored Pile R.C R.C 1999 1 2000 3
267 Ye-Paw-Taung MHW-YPT YGN Bawle' 1,940 34' R.C Precast & bored Pile R.C R.C 1999 2 2000 10
268 Ta-Man-Yoe No(7)hw YGN Ta-Man-Yoe 180 36' R.C bored Pile R.C R.C 1999 12 2001 2
269 DGN YGN-Thanwlyin YGN BGO 4,540 84' R.C Bored Pile R.C P.C+R.C 2000 5 2007 10
 Appendix-1
LIST OF COMPLETED BRIDGES, 180FT AND ABOVE IN LENGTH, SINCE 1988
Sr Name of Length Width Type Date of Date of Completion
Bridge Name Road Name State/Division
No. River / Creek (ft) (ft) Foundation Substructure Superstructure Year Month Year Month
270 Phaung Gyi Hlegu-Phaung YGN Nga Moe Yeik 240 36'-0" R.C Casing + R.C R.C R.C 2001 1 2002 8
271 Shwe Linban Tapin Shwe Htee YGN Shwe Lin Ban 208 50 R.C Pile R.C R.C 2002 8 2006 7
Hlaing Thar Yar -
272 Pan Hlaing YGN Pan Hlaing 1,940 36 R.C Bored Pile R.C P.C + R.C 2002 11 2005 10
Twante
Hlaing Thar Yar- Steel Truss
273 Twante YGN Twante Canal 3,570 36 R.C Bored Pile R.C 2003 12 2006 5
Twante Supension
274 Rakhine Chaung DLA-Let Kokkon YGN Rakhine Chaung 250 30 R.C Bored Pile R.C R.C 2004 3 2006 1
Nga Moe Yeik Nga Moe Yeik
275 Thuwana-Thaketa YGN 970 60 R.C Bored Pile R.C P.C+R.C 2004 5 2007 4
(KAMR Kyi) Chaung
BGO-Tanatpin-
276 Kayan Chaung Kayan- YGN Kayan Chaung 220 34 R.C Bored Pile R.C R.C 2005 3 2006 6
ThonGWA-TLN


 Appendix-1
ABBREVIATION
1 YGN Yangon 28 STE Sin-Te 54 STN Sittaung
2 PTN Pa-Thein 29 MMA Myaung-Mya 55 LPN Letpadan
3 TLN Thanlyin 30 LPT Laputta 56 HTT Hinthada
4 BGO Bago 31 GWA Gwa 57 SSN Se-Sine
5 ANN Ann 32 SPU Seik-Phyu 58 KDG Ga-Du-Gyi
6 KLW Kalaywa 33 PKK Pakokku 59 SML Sar-Ma-Gyi
7 MYA Monywa 34 PPN Phyapon 60 MK Mawkyun
8 NDN Nyaung-Don 35 BGY Bogalay 61 SLN Sa-Lin
9 OKA Oak-Ka-Lar 36 TYN Tant-Yan 62 PPU Pwint-Phyu
10 DGN Dagon 37 PSN Pan-San 63 TKI Tike-Kyi
11 PUK Pauk 38 KDN Kyonkadon 64 TKA Thone-Khwa
12 KTU Kyaukhtu 39 AMR Amar 65 CU Chaung-U
13 DWI Dawei 40 MHA Min-Hla 66 CTR Chaung-Thar


14 DLA Dala 41 TNG Ta-Nyaung 67 GGN Gyogone
15 KMU Kaut-Mu 42 KDP Kadapana 68 MCN Myo-Chaung
16 MDY Mandalay 43 PTA Pan-Taw 69 MC Myinchan
17 TWE Than-Dwe 44 BMW Bhamaw 70 YWN Ye-Wun
18 TGP Taungup 45 MKN Myitkyina 71 KTW Kyauk-Taw
19 MBA Minbya 46 MPN Mongpan 72 MYK Myeik
20 KLT Kyite-Latt 47 MTN Mongton 73 HTY Hlaing-Thar-Yar
21 MUB Maubin 48 DDY Dedaye 74 PNK Pe-New-Kone
22 TTY Tun-Tay 49 TM Tamu 75 KK Kyaukgyi
23 THN Thahton 50 STE Sayti 76 MPT Mong-Phyat
24 PAN Pa-An 51 NTY Naung-Taya 77 MST Mong-Sat
25 PY Pyay 52 KTL Kyauk-Talone 78 MBU Minbu
26 STW Sittwe 53 WAW Waw 79
Appendix-2 Bridge Diagnosis (Field Survey)

This work was a field survey intended to figure out about the present state of design, execution, and other
technologies in order to transfer technology by confirming the results of the BETC project.
The results are categorized by bridges surveyed for each survey, because individual road technologies
were not surveyed.

1. Survey procedure
The field survey was performed divided into two halves: the first half and last half of the period that the
survey team was in Myanmar. The survey examined bridges on ordinary roads (major trunk roads, etc.)
and bridges. And the team also surveyed expressway bridges in order to clarify the present state of the
most advanced technologies.
The following report outlines the survey procedure and the major objects of the survey.

period Location
Eastern Yangon to Mawlamyaing route
The First half
Sittanung BridgeThanlwin Bridge etc. 4 points
12-14, 16-17
May 2012 Weston Mandalay Route
Ayaewawady Bridge (PakokkuYadanabon etc. 5 points
Ordinary At the periphery of Yangon
Road Anungzaya Bridge, Thuwunna Bridge etc. 4 points
The Second half
13-14, 20 26-29 At the periphery of Pathein
May 2012 Nagwun Bridge, Pathein Bridge etc. 5 pints
At the periphery of Mandaley
Yadanabon Bridge, Malun Bridge etc. 4 points
14-15, 18
Exp-Way Yangon Mandalay Expressway 18 points
May 2012


 2. Field survey Ordinary roads (major trunk roads etc.: first half)

2-1. Range of the survey

The survey locations were set in the eastern part of Yangon and western part of Mandalay: on a route
designated as the Asian Highway, a proposed route of the Asian Highway in Myanmar, and in the
range of the India-Myanmar-Thailand Tripartite Highway Road.
Western Mandalay is a region crossed by the Tripartite National Highway. The bridge surveyed in this
region was the Ayeyarwady Bridge (Pakkoku Bridge), the longest bridge in Myanmar (about 3.5
kilometers (11,431 feet) over the river). Its construction began in December 2009, and was
completed two years later in December 2011.
In Eastern Yangon, the bridge surveyed was the Thanlwin Bridge (Mawlamyaing, about 2.4km (7,699
feet) over the river) which is Myanmars second longest bridge, completed in April 2005 (construction
started in March 2000).

Western Mandalay route

Eastern Yangon to
Mawlamyaing route


 Detailed survey location map

Eastern Yangon to Mawlamyaing route

(May 12, 13, 2012)

Western Mandalay Route

(May 16, 17, 2012)

A to I show the survey bridge point


2-2 Condition of the roads
2-2-1 Eastern Yangon to Mawlamyaing Route

The following is a description of the conditions of the roads (entered in the sequence: Yangon to
Mawlamyaing)

NH8 is a new route constructed as far as A (the old route is on the north side). It includes many
two-lane (inbound/outbound lanes) sections, and in some parts, it is not sufficiently wide including the
shoulders.

In the AB section, the shoulders have been widened. We presumed that when the main traffic
lanes were repaved, the shoulders were also paved.

The traffic volume in the AB section is estimated as approximately 4,000 to 7,000 vehicles/day
based on to observation of the traffic flow. The number of motorcycles traveling on the road tends to
be higher on weekdays than on weekends. And on weekdays in particular, about half of all the
vehicles traveling on the road are motorcycles.

In the BC section, the shoulders have been widened. We presume that when the traffic lanes
were repaved, the shoulders were also paved.

The traffic volume in the BC section, is estimated as approximately 4,000 to 7,000 vehicles/day
based on observation of the traffic flow. The number of motorcycles traveling on the road tends to be
higher on weekdays than on weekends. And on weekdays in particular, about half of all the vehicles
traveling on the road are motorcycles. The number of standard automobiles traveling on weekdays
was higher than in the AB section, but this is a primarily a result of counting compact special
vehicles.
From Mawlamyaing to a road on the south end (to Mudon), widening work has progressed, with width
sufficient for four lanes found in many sections. But because the lane marking work has not been done,
the locations of the lanes are not clear.

Overall, repair work seems to be progressing on the paved roads beginning with damaged
locations. This includes partial repair work, and repairs seem to have been made several times, and
there are level differences at execution boundaries but these are not very high. There are a number of
medium and small sized bridges scattered along the road, and there is a danger of accidents caused
by vehicles colliding with the bridge barriers.

The route to D is a route which branches from NH8 at Bilin. A route which branches from NH8
towards the ocean, after it leaves NH8, it changes from a paved road to a dirt road. The earth work is
severely rutted, but it has been repaired by local residents.


 State of the surveyed road

Estimated daily section traffic flow

4,000 to 7,000 vehicles/day

Estimated daily section traffic flow

4,000 to 7,000 vehicles/day


 Traffic Flow Measurement Results Tables

A West side (westbound lane) May 12 (Sat.) 2012

Survey time (a) Converted to 1 hour(b) Converted to daily section traffic
Vehicle type
12:2012:30 (10 min.) (a)6X (b)102 directions
Ordinary vehicle 12 72 1440
Large vehicle 8 42 840
Bus 4 24 480
Motorcycle 12 72 1440
Total 36 216 4320

A West side (eastbound lane) May 14 (Mon.) 2012

Survey time (a) Converted to 1 hour(b) Converted to daily section traffic
Vehicle type
11:4011:50 (10 min.) (a)6X (b)102 directions
Ordinary vehicle 13 78 1560
Large vehicle 6 36 720
Bus 5 30 600
Motorcycle 38 228 4560
Total 62 372 7440

B to C (southbound lane) May 13 (Sun.), 2012

Survey time (a) Converted to 1 hour(b) Converted to daily section traffic
Vehicle type
14:1014:20 (10 min.) (a)6X (b)102 directions
Ordinary vehicle 9 54 1080
Large vehicle 7 42 840
Bus 4 24 480
Motorcycle 16 96 1920
Total 36 216 4320

B to C west side (northbound lane) May 14 (Mon.) 2012

Survey time (a) Converted to 1 hour(b) Converted to daily section traffic
Vehicle type
12:2012:30 (10 min.) (a)6X (b)102 directions
Ordinary vehicle 20 120 2400
Large vehicle 5 30 600
Bus 1 6 120
Motorcycle 32 192 3940
Total 58 348 6960

The one day conversion was done tentatively using a conversion factor of 10, because there were no grounds.


2.2.2 Western Mandalay Route

The following is the condition of the road. (Described in sequence to the south-west, or to the west
from Mandalay)

(To the west from Mandalay)

The route which passes through FG and continues towards H is the India Route of Asian Highway
No. 1. The section the team traveled on had wide shoulders and two lanes, inbound and outbound,
and its flatness was good so it was pleasant to drive in this section.
There are almost no lane markings, but they are marked in curves. And at curves, columns are
installed to prevent vehicles from leaving the road. It appears that such measures have been taken
because it is a section with high priority on safety.

(Southwest from Mandalay)

On NH12, there are many dirt road or gravel road sections. So it is extremely unpleasant to drive in
this section, and traveling takes a long time. During the survey, we met only a few ordinary vehicles
and a little more than 10 large vehicles each hour, showing that its traffic volume is low.
Gradually, sections where partial paving work had been done appeared. But many places remain
where there either is no bridge (overflow bridge) or places with simple wooden bridges.
On NH2, many sections are still dirt or gravel covered, but paving work has been done in many
sections. In the section from the expressway to the bridge at E, about 30% is still unpaved
In paved sections, the road is wide enough for two lanes; one inbound and one outbound. It
appears that initially, shoulders were built, but were damaged at many locations.
The bridges on the route are also crossed by railway tracks (not side by side). Because these are
placed like streetcar tracks, there are gates at opposite ends of each bridge to prevent cars from
crossing the bridge at the same time as the railway cars.


State of the surveyed road


2-2-3. Paving Work

On the routes which were surveyed, the team saw sites of new construction work or improvement
work on the paved roads. Among these, we report on the new road work being done near the
Ayeyarwady Bridge (Pakkoku Bridge) on National Highway No. 2.
The work was permeable macadam pavement (asphalt macadam
pavement). Permeable macadam pavement is pavement made by first 1
spreading aggregate, then spreading bitumen (asphalt emulsifier),
performing permeability processing, then roller compacting the surface.
At this site, the hot penetration method was used.
The way the work is done is outlined below using photographs.
Photo [1] shows crushed rock (about 10cm) already transported to the
2
road side being placed on the road. It is a two lane road, so the work
was done by alternately closing one lane to traffic and allowing traffic on
the other lane. Photo [2] shows workers manually spreading the
crushed rock. They are placing stakes to ensure that the material is
spread to an equal thickness. This is manual work, but to a certain
3
degree it ensures uniform thickness of the crushed rock. Photo [3]
shows roller compaction of the crushed rock which was manually
placed. Crushed rock at uneven places is broken, filling the spaces to
some degree. Photo [4] shows sand spread on top of the crushed rock.
This sand fills the gaps between the rock pieces. After this work has
been completed, the surface is compacted again by roller. Photo [5] 4
shows the bitumen material being superheated. And workers were also
seen heating bitumen material in drums. The heated bitumen material
is spread on the road and again roller compacted. Photo [6] shows the
road after the work has been completed.
5


2-3 Bridge survey
2-3-1 Survey and challenges

(1) Specifications of the bridges surveyed

The following are the principal specifications common to the bridges surveyed.
In order that differences between these and the above expressway bridges are easy to understand, (*)
are attached to points of difference.

Bridge length: 15m to 3,500m (*)

Form: [1] and [2] are simple girder bridges, excluding [3] and [4].
Between abutments, many are [1] [2] independent or combined. Several bridges are
prestressed concrete. [3] and [4] which also served as railway bridges were connected
(not continuous bridges) in some cases (*).
[1] Reinforced concrete Tgirders pan L = approx. 15m
Girder are I-girders without top flanges. They differ from T girders, but below T
girder will be entered for convenience.
[2] Prestressed concrete I girders Span L = approx. 25m
[3] Steel continuous truss Span L = over 100m, shared with railway tracks (*)
[4] Steel arch Span L = over 100m, shared with railway tracks (*)
Bridge with spans from 25 to 100m: we think there are no box girders, which are adopted
in Japan.
Deck slabs: RC deck slabs are not linked above support points.
From a visual inspection, it is presumed that because there are precast joints on the
bottom surface of the deck slabs, either concrete was poured after the precast form
slabs were installed between the main girders or they are precast deck slabs (*).
Bearing and support point condition:
[1] Reinforced concrete Tgirders, steel plates, ( movement unrestricted)
[2] Prestressed concrete I-girders (movement unrestricted)
[3] Steel continuous truss, BP bearing, pin bearing, roller bearing, FMM 1-point fixed (*)
[4] Steel arch cannot be confirmed. Thought to be the same as [4] (*)
Bridge piers: Reinforced concrete column type bridge piers (T-type, multi-column type) approx.
10m or lower.
Bridge abutments: reverse T-type abutments approx. 5m
Foundations: cast-in-place concrete piles, caisson foundations
Expansion devices:
[1] No reinforced concrete Tgirders
[2] No prestressed concrete I-girders
[3] Steel continuous truss, product joints similar to finger joints (*)
[4] Steel arch, product joints similar to finger joints (*)
Handrail (Bridge railing) : Concrete


(2) Typical damage
Main girders, cross beams:
[1] Reinforced concrete Tgirders Coated.
On main girders, many rock pockets, and some are not compacted enough.
[2] Prestressed concrete I-girders Coated
On main girders, many rock pockets, and some are not compacted enough.
There is rusting of bearing plates and anchor nuts of transverse prestressing
steel of cross beams. Steel may be corroded.
[3] Steel continuous trusses: There is rust thought to be caused by water leaking from
expansion devices at truss panel points on the girder ends. (*)
[4] Steel arches: Cannot be confirmed by close-up visual inspection. (*)

Deck slabs: Reinforced concrete deck slabs

[3] Steel continuous truss: deck slabs were poorly executed. On deck slabs between
stiffening girders, there are traces of repair work done from below. (*)
On another bridge, there were many cracks in the deck slabs. Steel reinforcing bars are
partly exposed. (*)

Bearings: [1] Reinforced concrete Tgirders: steel plates and iron plates are rusted and there
are traces of rust fluid on abutments and piers.
[2] Prestressed concrete I-girders: steel plates, same as [1]
[3] Steel continuous trusses: no damage. (*)
[4] Steel arches: unconfirmed. (*)
Bridge piers: Reinforced concrete column type piers (T-type, multi-column type)
Coated. No damage caused by leaking has been confirmed on intermediate
bridge piers. External appearance is fine.
Abutments: reverse T-type abutments
There are some with inclined abutment bodies. Abutment foundations are scoured
by the flowing water of the river, and we think it is possible it was pushed by earth
pressure behind the abutments, so action is necessary.
Revetment use block masonry around the abutment has partly caved in as a result
of the inclination of the abutment.
Foundation: cast-in-place concrete piles
Many piles of both bridge piers on rivers and of abutments have become elevated
piles as a result of scouring. It is not confirmed that they were designed as
elevated piles. We think a response including the abutment bodies is necessary.
Expansion devices :
[1] Reinforced concrete Tgirders: expansion devices could not be confirmed. There is
constant leaking from the road surface above support points (*)
[2] Prestressed concrete I-girders: same as [1] (*)


 [3] Steel continuous trusses: no damage (*)
[4] Steel arches: no damage (*)

Road surfaces: There are cracks and gaps in parts without expansion devices.

Drainage: drainage pipes are installed through the deck slabs, draining water into the river. With
no plumbing work from the earth work around the abutment, the soil at the front surface of some
abutments was eroded.

(3) Challenges
Scouring
Leaning abutments caused by scouring
We think it is necessary to build erosion barriers to prevent scouring and to fill the
scoured parts to stop the leaning of the abutments.
For example, a wall foundation or an underground diaphragm can be built around the
existing footing (is it difficult to deploy machines?)
Scouring of bridge pier foundations
Because it has become elevated piles, the design must be checked again.
Planning the arrangement of bridge abutments or piers
Scouring occurs because the bottom surface of the footing is above the riverbed or there is
an abutment in the river.
The river area or planned riverbed etc. must be appropriately set.
A river plan by the river manager is necessary.
Appropriate water plumbing treatment
Road surface water flows into abutments from earth work part, forming a water path in
front of the abutment, causing erosion.
Appropriate water plumbing treatment is necessary.

Quality of concrete main girder, deck slabs, wall rails

It can be concrete with high water content.
When ready mix concrete is made, quality at pouring time is thoroughly controlled.
There are many rock-pockets on the main girders.
It is thoroughly compacted. It might not have been vibrated.

Corrosion of steel bearing plate and anchor nut of prestressed concrete

If a nut is out of place, the steel could be pulled out so rust prevention is necessary.
On a Japanese bridge, the anchor part is generally buried in mortar after blocking out and
tension anchoring the concrete.
Rusting must be watched for under present circumstances.


Leaking from girder ends
Regardless of whether there is or is not an expansion device, there is leaking, conveying road
surface water to the abutments and piers. Because salt damage caused by freezing
prevention chemicals does not occur as it does in on expressways in Japan, we assume this
is a small problem, but we think it would be better for the ends of the girders of steel bridges
to be rust-proofed and for bearings of RC bridges and PC bridges to be rust-proofed by iron
plates and to have undrained structures.

Cracking and gaps of road surface in parts without expansion devices

There are problems driving, but we think there are no structural problems at this time.
It will be handled according to the views of the government of Myanmar.


2-3-1 Conditions at the site

(A) Sittaung Bridge (Motpaline)

1) Outline
It is a bridge with length of about 730m (2,392.7 feet)
crossing the Sittaung River on National Highway No. 8.
The Sittaung Bridge (Theinzayat: built 1942) is on the north side of this bridge. This bridge was
deteriorated, so using it at night was then prohibited.
For this reason, on its downstream side, this bridge was provided for use on July 12, 2008.
Its form is: a RC simple girder +2@steel bridge +4@span trusses (above the river) +2@steel bridge
+ RC simple girder.

2) Condition
Leakage from the joints have already
soiled the girders and bridge piers.
Above the RC, there is a bearing
consisting only of an iron plate, so its
functions might be lost because of
corrosion deterioration caused by
water.
No shear connectors were installed on the girders at
right angles in the bridge axis.
The embankment is a front-filled bridge embankment,
and the ends of the main girders are completely covered
with block pitching. So it is a structure whose bearings etc.
cannot be visually inspected and maintained. There is a
weak point that settlement of the embankment near the
girder ends might accumulate water.


(B) Bilin Bridge
1) Outline
This is a bridge on National Highway No. 8
crossing the Bilin River. It is a 7@PC
simple girder bridge. The girders are
larger over the high water channel than
over the low water channel.

2) Condition
The wall rail etc. is overall extremely soiled.
The bearings of the abutments (fixed shoes) are corroded. We
assume it was probably caused by leaking. Similarly,
deterioration of the girder ends has progressed.
The bearing plates of the transverse prestressing have
bulged up. Steel bars are anchored in place only by the
threading of the bearing plate, and an anchor (nut etc.) is not
installed.
On the pier, the ends of the girders are severely deteriorated
by leaking water. On the road surface, there is a pavement
overlay from above the existing joint (angle material), but there
are gaps at the girder ends, and water blocking measures are
not taken.


(C) Thanlwin Bridge (Mawlamyine)
1) Outline
This is a combined road-railway bridge across the
Thanlwin River on National Highway No. 8.
The road and railway tracks diverge in the
approaches, so the lengths of the two bridges are
different. The truss bridge above the river extends
for about 2,350m (7,699 feet) (21@truss bridge:
caisson foundation).
The road approach bridge (RC bridge) is about 1,180m (1,624+2,252 feet) on both banks, and its total
length as a road bridge is about 3,530m. The railway approach bridge is about 4,250m (6,442+ 7,498
feet) on both banks, and its total length as a railway bridge is about 6,590m. The road bridge is about
9m (28 feet) wide, and the railway bridge is about 5m (14 feet) wide.
In 1998, the geological survey was done, and on March 18, 2000 the work began (date of
groundbreaking ceremony). About four and a half years later on December 7, 2004, the work was
completed and the bridge was officially opened in February 2005. Because the bridge is located at the
point of convergence of the Gyanin River and the Attayan River, rapids made the work difficult to
execute. But thanks to the technical prowess of Myanmar technologists, they were able to complete
this difficult work, and their feat was described at the opening ceremony. When it was opened for
service, it was the longest bridge in Myanmar. The team was told that Myanmar did not have the
technology to build a long bridge, but by the time this bridge opened, it had obtained such know-how.
2) Condition
The foundation was badly scoured. The
piles were under the footing, and
appeared to be cut. It is possible they
were cut, because the scouring around
the piles caused by the flowing water had
reduced the horizontal resistance of the
piles.
Places where the bolts had fallen out were seen. It is
concerned that the bridge is not adequately inspected and
maintained.
There was deterioration around the drainage pipes. Deck
slab concrete around the drainage pipes had peeled off,
exposing rebars.
Panel points on the ends of girders were rusted.
It was constructed so that road surface water fell
from the drainage pipes onto the bridge piers.


 Water leaking from the expansion device on the
bridge surface was severely soiling the bridge
piers.
The bridge piers were cracked. Because it is
close to the ocean, a detailed inspection must
be done.

The concrete panels on the sidewalk are deteriorated. There is

danger that they will fall out.

D) Branch from National Highway No. 8

1) Condition
When entered the branch from the national highway, the
further traveled, the less pavement there was, until it became a
dirt road. In this region, there are many small rivers and canals,
so there are many small bridges, but two characteristic bridges
are introduced.
The photos on the top right show an integrated concrete bridge.
The center of the span of the main girders sags deeply. It is
possible that the foundation settled, because there are no
supporting piles.
The photos on the lower right show a simple cable-stayed
bridge. It is a steel bridge with a truss structure as its principal
structure. The roads at both ends of the bridge are dirt roads,
but simple pavement is executed on the bridge surface.


(E) Ayeyawady Bridge (Pakokku)
1) Outline
This bridge which is a combined road
and railway bridge across the Ayeyawady
River, is the longest bridge in Myanmar. It
is on the route of the India Myanmar -
Thailand Tripartite Highway Road.
The work started on December 15, 2009,
and was conducted by Bridge
Construction Group 3 authorized by the
Public Works (PW) Agency. The bridge is
about 4km in length, but it went into
service on December 31, 2011, only From the New Light Myanmar, Jan. 1, 2012

about 2 years after the start of

construction.
The road and railway tracks diverge on the approaches so their bridge lengths are different. The
length of the truss bridge (30 spans) over the river is about 3,480m (11,431 feet). The roads
approach bridge (RC bridge) is about 640m (1,378 + 728 feet) on both banks, so the total road
bridge length is about 4,120m. The railway approach bridges are about 2,740m (5,420 + 3,746 feet)
on both banks, so the total length of the railway bridge is 6,220m. To let ships pass under this bridge,
clearance from the waters surface is about 80m (262 feet) for about 16m (52 feet) wide. The road
bridge is about 9m (28 feet) wide, and the width of the railway bridge is about 4m (14 feet).
Sidewalks about 1m (3 feet 3 inches) wide are installed on both the left and right sides.

2) Condition
It was just completed, so the expansion devices etc.
are sound and the drivability of the bridge is good.

There are no sufficient length of bolts on its nuts

(bolts are not long enough). It is assumed that the
delivery of the materials was not adequately
controlled.


 A cable is passed under the railing, but
one part only hung on a steel iron bar
and a part with its height adjusted by a
wooden panel remained, so it is still in
temporarily installed state.

Slope protection work executed by block pitching has been

done. But the block pitching work is not sufficiently embedded
so there is fear of damage to the block pitched foundations.

River side


(F) Inwa Bridge
1) Outline
This bridge is a 13 span Warren truss
combined road and railway bridge (approx.
1,200m (3,948 feet)) across the Ayeyawady
River.
It was constructed by the British in 1934,
but during the Second World War, two spans
were destroyed to block the advance of the Japanese army. Following the end of the war, the bridge
returned to normal use in 1954 after the damaged parts were repaired.
Beginning in 1992, the upstream Ayeyawady Bridge (Yadanabon) was constructed because it was
difficult for vehicles heavier than 15 tons to cross this bridge, but it is still in use as a toll bridge. It was
assumed that the Inwa Bridge, as a bridge constructed by occupiers, would have no more role to
play after construction of the new bridge, but it has been preserved as a historical structure.

2) Condition
Damage to the deck slabs could not only be confirmed visually, showing that they were severely
damaged with large cracks accompanied by exposed steel reinforcing. Repair and reinforcing work
must be executed.


(G) Ayeyawady Bridge (Yadanabon)
1) Outline
This bridge was planned in response to deterioration of the downstream Inwa Bridge, and went into
service on April 11, 2008. Because the road and railway diverge on the approaches, the lengths of
the two bridges differ. The truss bridge (30 spans) over the river is about 3,480m (11,431 feet) long.
The bridge over the river (steel truss+3@steel arches) is 1,130m (3,694 feet) in length, and the
approach bridges (RC bridges) are about 560m (1,140 = 780 feet) long on both banks, for a total
length of about 1,690m.
To allow ships to pass under the bridge, clearance from the water surface is about 12m (40 feet) for
about 210m wide (700 feet). The bridge is about 15m (49 feet) wide, and sidewalks with width of
about 2m (6 feet) are built on the left and right sides.

In the front, the Ayeyawady Brige (Yadanabon) and in the background, the Inwa Bridge

2) Condition
The bridge is in relatively good condition because only four years have passed since it was
completed.
An examination of the deck slabs from below revealed that they are extremely soiled. This was
presumably caused by the execution method used to pour the concrete.


(H) Mu River Bridge, PC bridge west of Mynmu
1) Outline
This is 6@PC simple girder bridge crossing
the Mur River on a route linking Sagain and
Monywa on the Asian Highway Route. It is
constructed parallel to a railway bridge.

2) Condition
At B bridge discussed above, it was impossible to check the anchor
bodies at the anchors, but these locations were tensioned with nuts.
However the anchor bodies were not cured, so it is necessary to take
measures to prevent rusting.
Piles were exposed, but it is not clear that it was an elevated pile
design.

The river side of the abutments are

scoured, and held in place by steel
sheet piles.
However, the crest concrete was
already destroyed, so full-scale
restoration should be done soon.

Holes to pass PC cables through the girders

were confirmed. It is not clear if the PC cables are
now unnecessary because of a change of the
shape of cross beams.
The design calculations of the cross beams
should be checked.


(I) NH2/NH12 bridges
1) Condition
Bridges built on NH2/NH12 are shown in photos

Truss Bridge with deck plate deck slabs

RC simple girder: Used as a railway and as a
road bridge

Many wood bridges are still being used. There are locations without a bridge
They have been improved as overflow
bridges (concrete slabs).


3.Field survey Ordinary roads (major trunk road etc. ; Second half)

3-1. Range of the survey

The site survay was implemented to 13 bridges in the list shown in the table below this time. This
includes two bridges of under construction.
The survey results concerning the bridge shown in the table below is wrapped up with photographes.

Table 1. Bridge list that executes one local investigation

No. Bridge Name Type(Main Bridge) Constructed Year
(1) Aungzaya(INSEIN)Br. Cable Stayed 2000
(2) Bayinaung Br. Truss 1994
(3) Twantay Br. Suspension 2006
designed and constructed in
(4) Thuwunna Br. PC Box 1985 the BETC project.
(5) Ngawun Br. PC Box 1991 designed in the BETC project.

(6) Pathein Br. Suspension 2004

(7) Myaungmya Br. Suspension 1996
(8) Lapuda Br. Suspension 1998
(9) Panmawaday Br. Suspension 2006
(10) Yadanabon Br. Truss,Arch 2008
No.1Shwe Chaung Under
(11) PC Girder
Br. Constructing
(12) Pakokku Br. Truss 2011
Under
(13) Malun Br. Truss
Constructing


3-2. Bridge survey
(1) Aungzaya(INSEIN)Br.
Bridge Type: Cable Stayed
Design and Making: China
Work : PW
Constructed year:2000

140.8m 300m 140.8m

Cover shot

Situation of earthwork
The earthwork part sunk and the guard
concrete is floating.


(2) Bayinaung Br.
Bridge Type: Truss
Design and Making: Italy
Work : PW
Constructed year:1994

Current situation


(3) Twantay Br.
Bridge Type: Suspension (80.8+263.3+80.8=424.9m)
Design and Making: China (The approach girder is PW).
Work : PW
Constructed year:2006

263.3m

13.3m
10.2m
1.55m 1.55m
8.5m

[email protected]

Cover shot

Road surface condition


Wheel guard concrete
Wheel guard concrete : gotten rid
of concrete.
(There is a possibility of aimed at
the decrease of the dead-weight
load to recover the camber that
hangs down. )
The anchor reinforced concrete : as
baring.

Wreckage of scrapped concrete

Situation of slab

Expansion on the anchorage

It opens by no engagement of joint device.


Situation of approach girder (1)
An expansion gap of each piers has
greatly width.

Situation of approach girder (2)

Remarkable damage is not
seen there.

Situation of approach girder (3)

Web is soiled since the drainpipe
does not have enough length.


(4) Thuwunna bridge
Bridge Type: PC Box
Design and Making: Myanmar & Japan (BETC)
Work: PW & Japan (BETC training) and overhang mounted Dywidag method
Bridge constructed as OJT of BETC training (1979-1985)

Cover shot

Situation of approach girder

The remarkable damage of slab or girder is not
observed this time..

Batting plant in the vicinity of

Thuwunna bridge

the carrying of the fine sand

from the ship.


(5) Ngawun Br.
Bridge Type: Continuous PC box girder of (30+30+30m) +2 simple PC I girder spans
(77.5m+110m+77.5m)
Design: Myanmar & Japan (BETC training)
Work : PW
Constructed year:1991 year
Bridge designed by BETC training (1985)
Construction; .after BETC. .under Japanese engineer guidance (Mr. Matsumoto)..
Civil Engineering association Tanaka prize winning in 1991 fiscal year

Cover shot


Approach girder (PC I girder)
In the blueprint, pressetress has been introduced into a
horizontal girder.
Damage of girder or slab was not seen is not seen.

From the now Ann bridge

Bridge abutment
The block pitching ware set up in front of the
bridge abutment.


(6) Pathein Br.
Bridge Type:SUSPENSION
Design and Making: China
Work : PW
Constructed Year :2004

27.819m 86m 268m 86m 27.819m

30.7m

918.288m 1218.288m

10.2m

34m

15.5m

15m

Source: "Current situations and issues of bridge construction in

1.5m Myanmar country" (recognition NPO international
L=62m infrastructure investigation committee in March, 2012)

Situation of road amount

The camber hangs down.


Situation of main tower
107mm
A main tower has been displaced
to the central span side by
107mm(tower top).

Expansion apparatus on anchorage

The expansion device on
anchorage is open for the finger
not to engage.