STI MYANMAR UNIVERSITY

&
UNIVERSITY OF BEDFORDSHIRE
DEPARTMENT OF ENGINEERING

Stage-3 Report

UOB ID – 2341759
Unit Code - STI027-3
Unit Name - Composite and Modern Materials Design
Degree Pathway - Undergraduate
Unit Coordinator - Dr. Nyein Zin Latt
Title of Project - Design of Prestressed Concrete Underpass Pedestrian Bridge, Mayangone
Township
1.1 Site Location and Investigation

Figure (2) Sea Level (Google Earth Pro)

Figure (1) underpass Project Location

(google earth pro)

The pedestrian underpass bridge is designed to be located at Kabar Aye Pagoda

Road in the Mayangone Township of Yangon City. It is situated near other places which
include the Ga Mone Pwint Center, the Thiri Mingala Kabar Aye Pagoda, and also the
Kabaraye Bus Stop. This is a wellfared road with heavy traffic congestions during peak
hours as it is infested with cars and buses.

Lifestyle is vibrant and multicolored in this region.The serene and sacred Thiri
Mingala Kabar Aye Pagoda is a popular attraction for tourists, while the Ga Mone Pwint
Center is where shopping and other events are held. In addition, there is also the
Kabaraye Bus Stop which makes the area very busy for people who travel to and from
the location.

The concern however is that there are no so called safe provisions for
pedestrians who are hoping to get to the other side of the road. The increasing number
of vehicles can endanger tourists wanting to reach the pagoda, shopping center, or the
bus stop. Hence, the solution of an underpass bridge seems perfect. It would enable
greater segments of the population whether local, tourist, or any other civilian passing
through the area to cross the road with ease and most importantly safely. It can greatly
enhance the ease and comfort for the local.
Aims of the Project

 To guarantee the safety of pedestrians by providing a walkway that protects them

from motorists.
 To reduce the probability of accidents involving pedestrians in areas that experience
heavy traffic.
 To put health and safety restrictions during the construction work as well as in the
structure that is completed.
 To learn the design concepts for the underpass bridge using prestressed concrete.
 To learn the fundamentals of prestressed concrete alongside scope of its usage in
construction projects.

1.2.2 Objectives of the Project

 To provide a safe underpass bridge for pedestrians especially students around the area
• To design an underpass bridge for people with all conditions
• To consider the usage of construction materials that are sustainable and eco-friendly to protect
the environment.
• To take control of safety and do risk assessments during construction to prevent accidents on
the site
• To make a long-term maintenance plan of the underpass bridge to ensure the safety of the
users.

1.2.3 Function of the Building

The proposed bridge underpass will provide a safer route and more accessible space for
pedestrians, in particular, university students in neighbouring universities, the current on-road
crossing is dangerous and old. The building was designed to include everyone, regardless of
their mobility level. The bridge will also include green elements, part of a push for the city to be
more sustainable while also increasing safety and ease of use for pedestrians.
1.3 Problem Statement
1.4 Hand sketches of preliminary design
 2.1.1 Construction Plan
Before
Figure the point
(3) one construction Figure
phase, a pedestrian underpass
perspective (4) Plan
bridge View
will be designed to optimize
pedestrian convenience and safety, while also ensuring compliance with environmental and
view
social requirements. The necessary precast concrete components will be purchased from a
great quality local factory. ITS call MASA CLEAN’s precast concrete factory located in East
Dagon Industrial Zone, Yangon. Precast elements are then going to be delivered from the
factory to our site using Number 2 main road, Maung Makan Kanthar road, Parami Road and
Kabaraye Pagoda Road.

After that, a detailed site investigation and soil analysis will be done, and a training program will
be given to the workers. During construction, vehicle traffic and accidents are primary concerns
for site engineers and workers. The first step is to determine the road area needed for
construction, ensuring the rest remains available for traffic. Protective barriers with clear
warning signs will be installed around the work zone to prevent accidents and safeguard
workers. “Heavy operating machinery such as cranes and excavators will be put on Kabar Aye
Pagoda Area. Additionally, all precast concrete components will be transported the safest route
and handled carefully by skilled workers.

Figure 5: Route from factory to site

(Google Map, 2023)

2.1.2 Construction Phases

Phases Content
1 Production of precast concrete components
2 Transportation of precast materials
3 Site preparation and excavation
4 Assembly of precast concrete elements
5 Quality checking, finishing, and maintenance

Phase 1 - Production of precast concrete components

To minimize the carbon footprint, the necessary precast concrete components will be sourced
from a nearby industry in Yangon. We have selected MASA CLEAN's precast concrete factory,
located in the East Dagon Industrial Zone, Yangon, for manufacturing the precast concrete.
 Figure 6 Precast concrete components (MAS CLEAN)

Phase 2 - Transportation of precast materials

Precast components will be transported from the factory to the site using a reliable transport
service, following the shortest route possible to ensure sustainability.

Number 2 main road, Maung Makan Kanthar road, Parami Road and Kabaraye Pagoda Road
will be used for transportation of precast materials which will take between 30Mins to 1hours.

Phase 3 - Site Preparation and Excavation

 The site will first undergo surveying, followed by clearing the proposed area and
excavating the underpass section.
 Required safety barricades will be installed around the area for protection.

Figure 7: Road safety

barricades

Phase 4 - Assembly of precast concrete elements

 The sheet pile foundation will be installed first, based on the soil analysis data.

 Next, columns and precast concrete slabs will be placed on the foundation.
 The connections and alignments of all components will be regularly checked through
supervision and inspection.

 Necessary utilities, including drainage, sump pits, and lighting, will be installed by the
respective technicians.

Phase 5 - Quality Checking, Finishing, and Maintenance

 A long-term maintenance plan will be created for the pedestrian underpass bridge, covering
structural integrity assessments, surface cleaning, maintenance of connection joints, and
routine inspection schedules

Aesthetic finishing will be applied, along with waterproofing membranes for protection.

Quality checks will be conducted at the final stage to ensure the safety and accessibility of
the underpass for users

2.1.3 Project Deliverables

Activity Time Period

Production of precast concrete components 10DAYS
Transportation of precast materials 3DAYS
Site preparation and excavation 2WEEKS
Assembly of precast concrete elements 2WEEKS
Quality checking, finishing, and 1 week and beyond
maintenance

2.1.4 Risk Assessment

Quality control: Even minor defects in a precast concrete component can result in structural
failure.

Soil-Related Impart: Varying soil conditions can impact the stability of both the foundation and
the precast components.

Handling of Precast Materials: Prestressed elements are large and heavy, so improper handling
can pose a safety risk to workers and pedestrians.

Transportation Challenges: Transporting heavy components can create difficulties and cause
delays in the process.

2.2.1 Sustainability

This project will prioritize the use of environmentally friendly materials, such as locally sourced
and recycled eco-friendly options, to minimize the negative environmental impacts of
construction. Precast concrete components will be sourced from a nearby local manufacturer to
minimize the carbon footprint associated with material transportation

Additionally, energy-efficient technologies, including LED lighting will be incorporated into the
design of the underpass. To ensure health and safety, low-VOC (Volatile Organic Compounds)
paints, such as the nearly zero VOC, odorless all-in-1 paint from Nippon Paint, will be used for
finishing. A life cycle assessment will also be carried out to help develop a sustainable
maintenance plan and address end-of-life considerations for the structure.
2.2.2 Innovation for Public Engagement
Since our pedestrian underpass bridge is located near the Ka Mone Pwint Center and Kabar
Aye Pagoda, we expect a diverse group of pedestrians, including elderly people, children,
students, and adult learners. To accommodate this, a gift shop will be located near the
underpass. Additionally, traditional art paintings by local artists will adorn the walls, showcasing
Myanmar's culture and attracting public interest. Public toilets will also be included inside the
underpass for convenience and easy access.

Figure 8: Public toilets

2.2.3 Equality, Diversity, and Inclusion (EDI)

For our design to become accessible to all people. The public toilets inside the underpass will
be gender-neutral to promote equality for all genders. Additionally, we will ensure that all team
members adhere to the code of ethics and are treated equally, regardless of their gender, race,
cultural background, or position within the workspace. By fostering an ethical and inclusive work
environment, we aim to bring out the best in the project team. The team will consist of
professionals from diverse educational and cultural backgrounds to create a varied and dynamic
working space.

Figure 9: Nearly zero VOC paint

2.2.4 Climate Emergency and Carbon Footprint

In light of increasing climate change concerns, we will incorporate climate-resilient features and
practices into the pedestrian underpass bridge. The design will ensure the structure can
withstand extreme weather, including flooding, with the installation of an effective drainage
system and sump pits. To reduce embodied carbon, low-carbon materials, including recycled
materials, will be used in construction. Additionally, the carbon footprint from transporting
precast concrete components will be lowered by sourcing them from local industries.

2.3 Graphical Presentation

Figure 10 View from the

above

Figure 11 The side view

Figure 12 The entrance
view

Figure 13 The side view

of the entrance

Figure 14 Another side

view
 Figure 15 The stairs

Figure 16 The view of the

hallway

Figure 17: Plan view

of the pedestrian
underpass bridge
 Figure 18: Plan view
of the pedestrian
underpass bridge

Figure 19: Plan view

of the pedestrian
underpass bridge
 Figure 20: Plan view
of the pedestrian
underpass bridge

3 Discussion on Design

3.1 Fleural Design

Design of beam with variable eccentricity Partially Prestressed Beam

tendons

(Fully prestressed beam)

I = 11260 in4
I = 11260 in4
S = 866.15 in3
S = 866.15 in3
C1=c2= 13 in
C1=c2= 13 in
r2 =62.556 in2
 Ac= 180 in2 r2 =62.556 in2

Ap = 1.2 in2 Ac= 180 in2

No of wires = 5 Ap = 1.14 in2

No of wires = 4

An overpass bridge, while common in Myanmar, would require significant detours for
students from the nearby university to cross Kabar Aye Pagoda Road, so the pedestrian
underpass provides a much safer and easier crossing away from heavy vehicle and foot traffic.
He also said the project was designed with its structural integrity and environmental impact in
mind, meaning they made use of precast concrete rather than conventional concrete, as the
latter has much more environmental consequences.

The beams were investigated in a fully prestressed and partially prestressed design.
Based on comparison, Partially prestressed I-shaped beams) were chosen from a cost-effective
and structural efficiency point of view. Shear reinforcements, torsion reinforcements, deflection
control, etc. were calculated accurately for performance and durability.

Sustainability, climate change, carbon footprint, equality, diversity and inclusion (EDI)
and public engagement were key considerations throughout the project. The life cycle
evaluation of the structure was evaluated, examining the embodied carbon of beams. Also, a
phases of construction and site layout plans were extensively described, again with drawings
supporting the description.

By focusing on these elements, the underpass bridge project not only increases safety
and accessibility within the city, but also encapsulates sustainable practice and community-
oriented innovation, providing an asset to the infrastructure that can be looked at as far more
than just a bridge over an exposed underpass.

3.2 Shear Plus Torsion Design

For shear design, No 4 vertical U stirrups are provided at 19 inches spacing. On the other hand,
No.4 U stirrups are used at 6.5 inches spacing to resist torsion.
 The cross sectional area of one leg of a torsion stirrup is found
୳ െ Ԅ ୡ‫• כ‬
୲
Ƚ୲ Ԅˆ୷ š ଵ › ଵ
ൌ ൌ 0.01014 s

The maximum spacing of stirrup is 12 in.

šଵ ൅ ›ଵ
or
୫ ୟ୶ ൌ ൌ 6.5 in
Ͷ
12 does not control here

Requirement reinforcement for shear.

Since 206.93 > 59.50979225
Only minium steel is required.
ͷͲ„ ୵ •
୴
ˆ୷
ൌ ൌ 0.005 s

As torsion design consideration, cross-sectional area

must be divided by 2.

୴ ൌ 0.0025 s

3.3 Beam Deflection Design

The final result of total deflection is shown in the following table.

ο୮ ο୭ ο୪ οୢ ο୮ ା୭ ାୢ ο୮ ା୭ ାୢା୪
1 2 3 4 5 6 7 8 9 10 11 12 13
Time
Days in. mm in. mm in. mm in. mm in. mm in. mm
0 -0.2959 -7.5166 0.014875115 0.3778 0.1631 4.1439 0.1631 4.1439 -0.1179 -2.9949 0.0452 1.149
30 -0.6048 -15.361 0.030077877 0.764 0.1631 4.1439 0.4351 11.051 -0.1396 -3.5458 0.0235 0.5981
50 -0.6748 -17.141 0.032743327 0.8317 0.1631 4.1439 0.387 9.8286 -0.2552 -6.4808 -0.092 -2.3369
100 -0.7673 -19.488 0.036308245 0.9222 0.1631 4.1439 0.6377 16.198 -0.0932 -2.3677 0.0699 1.7762
150 -0.8224 -20.889 0.038262037 0.9719 0.1631 4.1439 0.8189 20.801 0.0348 0.8835 0.1979 5.0274
180 -0.8478 -21.534 0.039092596 0.993 0.1631 4.1439 0.9129 23.187 0.1042 2.6464 0.2673 6.7903
200 -0.8612 -21.874 0.039557102 1.0048 0.1631 4.1439 0.9714 24.672 0.1497 3.8032 0.3129 7.9471
300 -0.908 -23.064 0.041229891 1.0472 0.1631 4.1439 1.2299 31.24 0.3631 9.2234 0.5263 13.367
400 -0.9387 -23.843 0.042299735 1.0744 0.1631 4.1439 1.4519 36.879 0.5555 14.11 0.7187 18.254
500 -0.9608 -24.405 0.043060746 1.0937 0.1631 4.1439 1.6508 41.931 0.7331 18.62 0.8962 22.764
750 -0.9969 -25.322 0.044291155 1.125 0.1631 4.1439 2.0847 52.952 1.132 28.754 1.2952 32.898
1000 -1.0197 -25.901 0.045049343 1.1443 0.1631 4.1439 2.461 62.509 1.4863 37.752 1.6494 41.896
 Chart Title
45
40
35
30
25
20
15
10
5
0
1 10 100 1000
-5

Conclusion and Recommendation

3.4 Conclusion

The construction and design of the prestressed concrete pedestrian underpass bridge
along Kabar Aye Pagoda Road are geared towards providing improved pedestrian safety and
accessibility while utilizing sustainable and innovative construction methodologies. Public
involvement, environmental sustainability, and structural efficiency were taken into account in
the design to address the best solution for dense urban cities with heavy traffic flow.

From detailed analysis, partially prestressed I-shaped beams were chosen owing to their
economy and structural performance. Incorporating shear and torsion reinforcements, deflection
controlling measures, and sustainability-oriented materials further enhances the structural
durability and life. Moreover, the utilization of locally produced precast concrete considerably
minimizes the carbon footprint and improves construction efficiency.

Aside from structural elements, the project is inclusive in the sense that it provides
access to everyone, including those with mobility issues. Climate resilience, equality, diversity,
and community were at the heart of the design, as well as the inclusion of green elements,
public spaces, and cultural look.
 By taking into account both engineering and social factors, this Mayangone Pedestrian
Underpass Bridge is a model for future infrastructure projects to prioritize safety, sustainability,
and the public interest. The completion of this project will not only improve the flow of
pedestrians in Mayangone Township but also contribute towards the larger goal of Myanmar's
urban development.

3.5 Recommendation

This is a student project completed within a single semester, certain aspects were not
fully explored. In real-world applications, a comparative analysis between an overpass and an
underpass bridge would be recommended to determine the most economical and efficient
design based on site conditions and cost-effectiveness.

In this report, shear, torsion, and deflection reinforcements were only calculated for the
selected partially prestressed beam, but a detailed analysis of a fully prestressed beam would
also be necessary for a complete structural evaluation.

From a construction perspective, minimizing the construction period is crucial, as Kabar

Aye Pagoda Road is a high-traffic area. Night shifts may be required to reduce disruptions and
prevent traffic congestion. Additionally, as precast materials are heavy and challenging to
handle, an experienced workforce and proper supervision by engineers are essential to ensure
safe and efficient execution.

Appendix

3.2 Flexural Design

Design of beam with variable eccentricity tendons (Fully prestressed beam)

Partial Prestressed Beam Design
Torsion Design

Combined Shear and Torsion

Deflection in Fully Prestressed Beam
TABLE
Table: Summary of Calculation for Deflection due to
Prestress
Table: Summary of Deflections