Development of A Design Manual For Low Volume Rural Roads in Myanmar

Development of a Design Manual for Low Volume
Rural Roads in Myanmar

Progress Report 1
H.P. Gauff Ingenieure GmbH & Co. KG -JBG-

Myanmar International Consultants Co. Ltd.
MYA2118A
June 2019
ReCAP | Development of a Design Manual for Low Volume Rural Roads in Myanmar 1
Preferred citation: Berentsen, C., Cook, J., H.P. Gauff Ingenieure GmbH & Co. KG -JBG- (2019), Development of a
Design Manual for Low Volume Rural Roads in Myanmar, Progress Report 1, MYA2118A. London: ReCAP for DFID.
For further information, please contact: Thomas Eckart, teckart@gauff.com
ReCAP Project Management Unit
Cardno Emerging Market (UK) Ltd
Level 5, Clarendon Business Centre
42 Upper Berkeley Street, Marleybone
London W1H 5PW, United Kingdom
The views in this document are those of the authors and they do not necessarily reflect the views of the
Research for Community Access Partnership (ReCAP) or Cardno Emerging Markets (UK) Ltd for whom the
document was prepared.
Cover photo: Rob Dingen
Quality assurance and review table

Version Author(s) Reviewer(s) Date
1 C. Berentsen, J. Cook M Abedin (ReCAP PMU) 15 May 2019
N Leta (ReCAP PMU) 4 June 2019
2 C. Berentsen, J. Cook M Abedin (ReCAP PMU) 27 June 2019
3 C. Berentsen, J. Cook M Abedin (ReCAP PMU) 28 June 2019
ReCAP Database Details: Development of a Design Manual for Low Volume Rural Roads in Myanmar
Reference No: MYA2118A Location Myanmar
Source of Proposal DRRD Procurement Method Full and Open
Infrastructure Sustainable and Economic Provision of
Theme Sub-Theme
Infrastructure
Lead Implementation H.P. Gauff Ingenieure GmbH & Co. MMIC
Partner Organisation
Organisation KG -JBG-
Total Approved Budget £141,900 Total Used Budget £49,665
Start Date 28.01.2019 End Date 28.02.2020
Report Due Date 10.05.2019 Date Received 13.05.2019
Contents
Abstract .........................................................................................................................................................................5
Key words ......................................................................................................................................................................5
Acknowledgements .......................................................................................................................................................5
Acronyms, Units and Currencies ....................................................................................................................................6
Executive summary ........................................................................................................................................................7
1 Introduction ..........................................................................................................................................................8
2 Background & Context ..........................................................................................................................................9
2.1 Project Description ............................................................................................................................................9
2.2 The LVRR Environment ......................................................................................................................................9
2.3 Implications for the Project ................................................................................................................................9
3 Previous Work Undertaken (25th January – 10th May).........................................................................................10
3.1 Activities during and after the Inception Period ...............................................................................................10
3.2 Review and Feedback ......................................................................................................................................11
3.3 Project Management .......................................................................................................................................11
4 The Manual .........................................................................................................................................................12
4.1 Drafting of Manual...........................................................................................................................................12
4.2 Road Class and Surface Conditions...................................................................................................................14
5 Programme..........................................................................................................................................................15
5.1 Way Forward ...................................................................................................................................................15
5.2 Risks and Mitigation Measures ........................................................................................................................19
6 Conclusions .........................................................................................................................................................19
Annex 1 Road Map of Myanmar ...........................................................................................................................20
Annex 2 Myanmar Road Design Manual – Abstracts of all Chapters ....................................................................21
SECTION A: Key Principles ...........................................................................................................................................21
SECTION B: Design ......................................................................................................................................................25
SECTION C: Implementation .......................................................................................................................................31
Annex 3 Myanmar Road Design Manual - Zero Draft of Section A: Key Principles ...............................................34
Chapter 1 Introduction ................................................................................................................................................34
Chapter 2 Policy and Standards ...................................................................................................................................39
Chapter 3 Approach to LVRR Design ............................................................................................................................41
Chapter 4 Myanmar Road Environments .....................................................................................................................50
Tables and Figures

Table 1 List of Activities (25 January - 10 May) .........................................................................................................10
Table 2 Comments and Response ............................................................................................................................11
Table 3 Manual vs ToR .............................................................................................................................................14
Table 4 Road Class and Surface Conditions ..............................................................................................................15
Table 5 Reference adjusted Programme ..................................................................................................................15
Table 6 Author’s Schedule: Completed Status and Target Dates ..............................................................................15
Table 7 Manual Staffing Input ..................................................................................................................................16
Table 8 Project Risks and Mitigation Measures ........................................................................................................19
Figure 1 LVRR Environment .........................................................................................................................................9

Figure 2 Overall Design Manual Structure .................................................................................................................13
Figure 3 Activity Schedule .........................................................................................................................................17
Figure 4 Staffing Schedule .........................................................................................................................................18
Abstract
The Development of a Design Manual for Low Volume Rural Roads in Myanmar is a project in two stages. Phase 1 was
completed in 2018 and documented in April 2018 in a Final Report by Rob Dingen and Jasper Cook: “Review of Low
Volume Rural Road Standards and Specifications in Myanmar” (ReCAP reference number MYA2118B); This current
phase, Phase 2 covers the actual planning, structuring, developing and completing the design manual itself. This phase
is defined as: “Development of a Design Manual for Low Volume Rural Roads in Myanmar” (ReCAP reference number
MYA2118A).
This report is the first of three Progress Reports and outlines the work done so far (representing the period January
2019 to May 2019) in developing the manual. It lays out the programme and highlights key issues as regards to the
content and structure of the Myanmar manual. Key dates and potential risks and their mitigation are presented along
with a database of important references.
Key words
Low volume roads, rural roads standards and design, appropriate pavement design, rural road transport services,
appropriate construction materials, rural access, sustainable rural development
Acknowledgements
We would like to acknowledge the contribution of the AsCAP partner DRRD and particularly the staff in the district and
state offices of DRRD, project consultant staff of RRAP and RDP for all their assistance and sharing of information. We
further thank all stakeholder organisations and development cooperation partners for their time and information
shared.
Research for Community Access Partnership (ReCAP)

Safe and sustainable transport for rural communities
ReCAP is a research programme, funded by UK Aid, with the aim of promoting safe and sustainable transport for rural
communities in Africa and Asia. ReCAP comprises the Africa Community Access Partnership (AfCAP) and the Asia
Community Access Partnership (AsCAP). These partnerships support knowledge sharing between participating
countries in order to enhance the uptake of low cost, proven solutions for rural access that maximise the use of local
resources. The ReCAP programme is managed by Cardno Emerging Markets (UK) Ltd.
www.research4cap.org
Acronyms, Units and Currencies
$ United States Dollar (US$ 1.00 ≈ provide conversion to local currencies)
£ GBP – Great Britain Pounds (£ 1.00 ≈ MK 2,024.0)
ADB Asian Development Bank
AfCAP Africa Community Access Partnership
AsCAP Asia Community Access Partnership
CBR California Bearing Ratio
CRRN Core Rural Road Network
DDG Deputy Director General
DG Director General
DRD Department of Rural Development (DOALI)
DRRD Department of Rural Road Development (MOC)
ICR Inception Report
LVRR Low Volume Rural Roads
LVSR Low Volume Sealed Roads
LVR Low Volume Roads
MCEA Myanmar Construction Entrepreneur Association
MES Myanmar Engineering Society
MMIC Myanmar International Consultants
MOALI Ministry of Agriculture, Livestock and Irrigation
MOC Ministry of Construction
NCDDP National Community Driven Development Project
NCDP National Comprehensive Development Plan
NRRSS National Rural Road Standards and Specifications
NSRRA National Strategy for Rural Road and Access
PMU Project Management Unit
PR Progress Report
RDU Research and Development Unit
ReCAP Research for Community Access Partnership
RRAP Rural Road and Access Project-DRRD with ADB funding
SA Senior Author
TL Team Leader
ToR Terms of Reference
UK United Kingdom (of Great Britain and Northern Ireland)
UKAid United Kingdom Aid (Department for International Development, UK)
WB World Bank
Executive summary
The scope and task of the project is defined in the Agreement signed with H.P. Gauff Ingenieure GmbH on
January 25, 2019 to plan and produce the design manual over a 52-week period. This input was initiated by
the mobilization of the Team Leader for an initial mission in the 3rd week of February 2019, and was
followed by the 1st Stakeholder Workshop and this Inception Report, which outlines the work plan and
milestones ahead during the research.
The objective of this project is to develop a succinct practical LVRR design manual that is applicable to all
regions of Myanmar. It follows-on, and takes note of the recommendations, from the ReCAP-commissioned
review report on LVRR standards and specifications in Myanmar. The principal project partner is the
Department of Rural Road Development (DRRD) within the Ministry of Construction (MOC).
The purpose of the manual is to promote rational, appropriate and affordable implementation of projects
providing low volume roads that make appropriate use of local resources and are cost effective and
sustainable. It is expected that the new manual will be incorporated into official DRRD guidelines and
formally adopted by the Government of Myanmar for obligatory use by practitioners in the country. The
ToR specifically notes a range of key areas that the Manual should cover.
The progress since submission of the Inception and Workshop #1 Report can be summarised as the
following:
 Adjusting the overall manual structure

 Drafting all the individual chapter abstracts.
 Preparing zero drafts for Section A, Key Principles; Chapters 1 to 4
Work to be undertaken in the next reporting period (11th May – Progress Report #2) will be focussed
around:
 Preparing Drafts for Section A; Key Principles; Chapters 1 to 4

 Preparing zero drafts for all chapters in Section B, “Design”
1 Introduction
The Research for Community Access Partnership (ReCAP) is a six-year programme of applied research and
knowledge dissemination funded by a grant from the UK Government through the Department for
International Development (DFID). The overall aim of ReCAP is to promote safe and sustainable rural access
in Africa and Asia through research and knowledge sharing between participating countries and the wider
community. Cardno Emerging Markets (UK) Ltd. has been contracted by DFID to manage ReCAP.
ReCAP through the AsCAP agreed in January 2017 a research and development cooperation MOU with the
Myanmar Department of Rural Development (DRD) within the Ministry of Agriculture, Livestock and
Irrigation (MOALI). In July 2017 the roads elements of DRD were transferred to the Ministry of Construction
(MoC) as the Department of Rural Roads Development (DRRD).
The development of a Myanmar Rural Roads Design Manual was identified as key objective in an AsCAP-
DRD (DRRD) scoping study. This is also in line with the Government of Myanmar’s policy that fully
recognises the importance of access in sustainable rural development and its National Strategy for Rural
Road and Access (NSRRA). The National Strategy document summarises the Government’s policy and
includes a proposed strategy based on the development of a Core Rural Road Network (CRRN). As stated in
the NSRRA the long-term development objective of the Government of Myanmar is to provide all-season
access to all villages in Myanmar.
An Agreement was signed between Cardno Emerging Markets (UK) Ltd and H.P. Gauff Ingenieure GmbH on
January 25, 2019 to plan and produce the Design Manual with intermittent inputs by a team of national and
international experts over a 52-week period. The objective of this project is to develop a succinct practical
LVRR design manual that is applicable to all regions of Myanmar. It follows-on, and takes note of, the
recommendations from the ReCAP-commissioned review report on LVRR standards and specifications in
Myanmar. The principal project partner is the Department of Rural Road Development (DRRD) within the
Ministry of Construction (MOC).
Three progress reports will be produced at intervals during the programme. This is the first progress report
in the project and presents an overview of works conducted since the start of the project (January 2019) to
May 2019.
Chapter 1: Chapter 1 provides a short introduction of the six year programme of applied research and
knowledge dissemination (which is funded by DFID), the Research in Community Access Partnership
(ReCAP). The overall aim of the programme is to promote safe and sustainable access in Africa and Asia.
Through a MOU in January 2017 ReCAP agreed with AsCAP to a research and development cooperation
with the Myanmar Department of Rural Development, of which the development of a Myanmar Rural
Roads design Manual is a key objective.
Chapter 2: Chapter 2 of the report outlines in general terms, the objective to plan, design and develop a
national LVRR Design Manual for Myanmar with DRRD as the Client and ultimate owner. The chapter
describes in brief terms the project itself, the LVRR environment and the implications for the project.
Chapter 3: This chapter summarizes the works which has been completed in the period prior to May 10th.
Chapter 3 is broken down in three sections; i) “activities during and after the Inception Period” ii) “Review
and Feedback”, and iii) “Project Management”.
Chapter 4: This chapter is also called: “The Manual”, which shows where the various tasks identified in the
Project’s ToR are intended to be covered (including in which Chapter or Section of the Manual). In addition
this Chapter also lists the general sources and references used as format, subject matters or background
references of the manual.
Chapter 4 also displays the physical build-up of the manual in three Sections (A, B and C) with sub chapters
based on the presentations and the general agreements made at the first Stakeholder workshop on March
6th 2019. Chapter 5 presents a series of basic conclusions, followed by Annex 1 with an abstract of the
manual’s 13 chapters and Annex 2, which is a “zero draft” of Section “A” (Key Principles).
2 Background & Context
2.1 Project Description

The objective of this project is to develop a succinct practical LVRR design manual that is applicable to all
regions of Myanmar. It should promote rational, appropriate and affordable implementation of LVRR
projects. It is expected that the new Manual will be incorporated into official DRRD guidelines and formally
adopted by the Government of Myanmar for mandatory use by practitioners in the country.
The project contract was signed on 25th January 2019 between Cardno Emerging Markets (UK) Ltd and H.P.
Gauff Ingenieure GmbH & Co. in association with Myanmar International Consultants Co. Ltd. (MMiC).
The principal project partner is the Department of Rural Road Development (DRRD) within the Ministry of
Construction (MOC).
2.2 The LVRR Environment

The basic principle underpinning the manual is that the Myanmar rural road network must be “Fit for
Purpose” within the governing LVRR road environments, Figure 1. As noted in the Inception Report, taking
on board the impacts of the road environment and their implications is seen as giving a rational and sound
basis for LVRR design, particularly within the framework of a “fit for Purpose” strategy.
Figure 1 LVRR Environment
ENGINEERING ENVIRONMENT OPERATIONAL ENVIRONMENT
Climate Policies
Hydrology Classification
Terrain
Standards
Materials Properties SUSTAINABLE
ROAD DESIGN Specifications
Subgrade
Funding Arrangements
Traffic
Construction Regime Contracting Regime
Maintenance Regime "Green" Environment
Source: J Cook et al, 2013
2.3 Implications for the Project

The implications for the project of adopting the Fitness for Purpose principle is that this must be a theme
that runs through the various sections and chapters of the manual and therefore road designers must
consider the following.
 Myanmar’s local road network has to cope with greater volumes and variety of types of traffic than
road designers originally envisaged. DRRD and MoC, therefore, need to adapt their design approaches
to not only meet these future traffic needs, but also other potential physical trends in the road
environment, such as climate change. Adapting to change is key issue within the new LVRR Design
Manual.
 The differing challenges that a sustainable design may have to overcome in various areas of Myanmar
need to be considered. Therefore the Manual will follow acknowledged technical engineering design
and standards. However it will be open to amendments, where standard approaches and methods will
be adjusted to meet requirements and unforeseen challenges in individual cases.
3 Previous Work Undertaken (25th January – 10th May)
3.1 Activities during and after the Inception Period

After signing of the Consultancy Agreement on January 25th, the project was initiated by the mobilization
of the Team Leader and a core local team on February 20th 2019 for an initial 3 week mission. After an
official kick off and strategy meeting with DRRD on February 21st, the inception activities were followed by
a stakeholder workshop on March 6th, a subsequent Workshop Report and an Inception Report, which
outline the agreed scope and format of the manual and a proposed work plan with milestones and target
dates ahead during the consultancy.
Table 1 List of Activities (25 January - 10 May)
Date of
# Activity Process Results
Completion
1 Kick-Off Meeting Organised meeting Allocated project 21.02.2019
with DRRD office and set up
participants regular
coordination at
Venue: NRRD head Ministry of
office in Nay Pyi Construction’s
Taw, chaired by Department of
DRRD Deputy Rural Roads
Director General
2 Preliminary discussions with DRRD Organised meetings Requested 26.02.2019
with key support by DRRD
stakeholders staff.
Agree on
workshop input
and agenda
3 Review available documents from Collection of key Review Continuous
DRRD and other sources documents:
- AsCAP
MYA2118B
Report
- Relevant Road
Guides and
Manuals (ICR,
Tab. 1)
4 Stakeholder Workshop No.1 Amended agenda Stakeholders and 06.03.2019
and list of Service Provider
participants. reiterated the
importance of the
Investigated various design manual.
venues.
Provided guidance
Conducted regarding the path
presentations and ahead to meet the
group discussions. objectives of the
manual.
Outline key issues
and actions. Manual Structure
was outlined
Date of
# Activity Process Results
Completion
Workshop Report
1 submitted on
15th March (draft)
and 2nd April (final
after review)
5 Inception Report 26.03.2019
6 Preparation of Design Manual1 Preparation of Breakdown of On-going

abstracts, zero drafts three Manual
Sections, including
road
classifications,
Complete Sub
chapters of “Key
Principles”.
3.2 Review and Feedback

Feedback to reports from DRRD is pending. Cardno comments have been received regarding to:
 Workshop Report #1: comments have been incorporated.
 Inception Report: comments per May 2019 are being implemented and will be re-submitted in final
version shortly.
Table 2 Comments and Response
Contracted date Submission Date Submission Date

Report/Milestone Comments
(Draft) (Final)
Inception Report 15.03.2019 26.03.2019 02.05.2019 20.05.2019
Workshop #1 Report 15.03.2019 15.03.2019 25.03.2019 02.04.2019
Progress Report #1 10.05.2019 13.05.2019 04.06.2019 21.06.2019
3.3 Project Management

 Team Leader and Senior Author have coordinated work progress and report submittals of the three
first reports through one-on-one meetings in the UK, emails, conference calls and other electronic
communications.
 Internal memos of work status are submitted by the Team Leader to team members for information
and relevant actions to be taken.
1
Note: Refer to Overall Design Manual Structure with 13 individual chapters (Figure 2).
4 The Manual
4.1 Drafting of Manual

This manual is based on the scope, format, coverage and application of similar manuals which have been
designed and used by Governments and private sectors for several years in more than a dozen countries.
To use the experience based on success and relevance of LVRR Manuals on the international stage was
stressed in MYA2118B report (April 2018), discussed at the March 6th 2019 Workshop, and further recorded
in the Workshop Report.
Further to the tasks referred under Chapter 3.1 above, the principle activities undertaken during the
reporting period may be summarised as follows:
 Adjusting the overall manual structure, refer to Figure 2. This finalises the framework in which the
authors can draft the chapters.
 Drafting individual chapter abstracts, refer to Annex 2. This significant piece of work defines the
breadth of the manual content, clearly indicates responsibilities to the chapter authors and outlines
content to the Client and Users.
 Preparing a zero draft for Chapters 1 to 4 (Section A; Key Principles) of the Manual; refer to Annex 3.
These drafts provide the basic structure of each chapter of Section A of the Manual and ensure a
smooth transition from abstract to First Draft.
The overall Design Manual Structure is presents in Figure 2.
Figure 2 Overall Design Manual Structure
1. Introduction
2. Policy and
Standards
A.
Key Principles
3. Approaches to
LVRRs
4. Myanmar Road
Environments
5. Ground
Investigations
6. Geometric Design
7. Surfacing and
Pavement Design
B.
Design
8. Construction
Materials
9. Cross Drainage
and Small Structures
10. Earthworks
11. Construction
C. 12. Asset
Implementation Management
13. Technical Audit
Where each set of tasks, functions or objectives outlined in Section 3.1 of the ToR and covered in the
Design Manual is outlined in a cross reference in Table 3 below. It should be noted, however, that the
development of the Design Manual itself is still at its early stages.
Table 3 Manual vs ToR
ToR Design Manual Chapter

1) Analysis of MYA2118B April – Chapters 1,2,3,12 and with reference to Inception Report
2018 report and incorporate
recommendations into new
Manual & Specs.
2) Develop an updated Rural Chapters 2, 3 and 4
Road Classification, Standards &
Specifications
3) Contents of Road Design
Manual
– Definition of Road Classification Chapters 3, 4, 7 w/ref to 2 and 12
System per category, surface, traffic ,
service etc.
– Planning of route selection and survey Chapters 5 and 6

– Traffic forecast techniques, including Chapters 4,5 and 6
AADT
– Analyses assessment of subgrade vs Chapters 6, 7 and 8

design
– Recommendation on appropriate Chapter 8, with ref to Chapter 7.

Construction materials
– Roadside stabilization techniques Chapters 8 and 10

– Geometric Design Chapter 6 with ref to 7,8 and 9
– Drainage Chapter 9, with ref to Chapters 6 and 8
– Pavement Design Chapter 7
– Surfacing options Chapter 7 with ref to Chapter 8
– Traffic Safety Chapter 6 w/ref to Chapter 10
– Climate resilience & Environmental Chapters 4 ,6,7,9 and 10
Management
– Rural Road Maintenance Management Chapters 2,7 w/ref to 11

– Rural bridges and structures Chapters 3,5 and 6
– Quality Control and Procurement Chapters 3,4, 9 and 11
4) Stakeholder Workshops Stakeholder Workshop 1: March 6th 2019, Stakeholder Workshop 2:
planned for December 2019, followed by Reports
4.2 Road Class and Surface Conditions2

The Government of Myanmar aims to provide registered villages with road access of an all-season
standard. The initial strategy will be focussed on a Core Rural Road Network (CRRN). The CRRN refers to the
minimum rural road network in a township required to connect all villages to each other and to the higher-
level road network. Key to this strategy is the application of an overall 3-fold classification within the broad
“Tertiary Road” definition, Table 4. The Manual will work within this general CRRN classification and
standard but with substantiated variations and exceptions depending on local conditions within the agreed
principles of “Fit for Purpose”.
2
Note: this is a broad outline of the main four road classifications, of which LVRR will be represented in more than one
Class. The subject of classification and LVRR definitions are being covered in the Design Manual. At this point please
refer to Annex 3: zero draft of Manual Section “A”, Chapters 1, 2, 3 and 4.
Table 4 Road Class and Surface Conditions
Classification Road Description

Class: Primary Roads Broad, wide roads: 2 lanes to 4 lanes wide, tarmac or concrete paved.
Maximum speed 50-100 km/hr.
Class: Secondary Roads Connecting main cities, often in poor condition, mostly 1 lane wide and
sometimes 2 lanes wide. Partially paved (tarmac) partially dirt/gravel.
Maximum speed 30-60 km/hr.
Class: Tertiary Roads Connecting small cities and villages, 1 lane wide, often in poor condition,
unpaved, dirt roads. Maximum speed 10-30 km/hr.
Class: Tracks Connecting villages, very narrow, less than 1 lane wide, sometimes only
passable by motorbike. Unpaved, dirt tracks. Max speed 0-20 km/hr.
Source: Based on translation of recommendations from “The Republic of Union of Myanmar, 2016, Implementation
Committee for the Development of National Transport Sector and Planning” (in Burmese) as a contribution to the
National Strategy for Rural Roads and Access. Government of the Republic of the Union of Myanmar, 2017.
5 Programme
5.1 Way Forward

Work to be undertaken in the next reporting period includes the following:
 Preparing Drafts for Section A; Key Principles; Chapters 1 to 4. These will be submitted for feedback and
comment.
 Preparing zero drafts for all chapters in Section B, Design.
Table 5 Reference adjusted Programme
Milestone Contracted Delivery

Project Code Milestone Title
Number Date Date
MYA2118A 1 Inception Report 15.03.2019 15.03.2019
2 Workshop Report #1 15.03.2019 26.03.2019
3 Progress Report #1 10.05.2019 13.05.2019
4 Progress Report #2 13.07.2019 as contracted
5 Progress Report #3 25.10.2019 as contracted
6 Draft Design Manual 06.12.2019 as contracted
7 Workshop Report #2 20.12.2019 as contracted
8 Final Design Manual 31.01.2020 as contracted
Table 6 Author’s Schedule: Completed Status and Target Dates
Draft Design
Manual Chapter Abstract Zero Draft First Draft
Manual
SECTION “A” (KEY PRINCIPLES)
1. Introduction √ √ 13.07.19 06.12.19
2. Policy and Standards √ √ 13.07.19 06.12.19
3. Approaches to LVRRs √ √ 13.07.19 06.12.19
4. Myanmar Road Environments √ √ 13.07.19 06.12.19
Draft Design
Manual Chapter Abstract Zero Draft First Draft
Manual
SECTION “B” (DESIGN)
5. Ground Investigations √ 13.07.19 25.07.19 06.12.19
6. Geometric Design √ 13.07.19 25.07.19 06.12.19
7. Surfacing and Pavement √ 13.07.19 16.08.19 06.12.19
Design
8. Construction Materials √ 13.07.19 23.08.19 06.12.19
9. Cross Drainage and Small 06.12.19
Structures √ 13.07.19 20.09.19
10. Earthworks √ 13.07.19 20.09.19 06.12.19
SECTION “C” (CONSTRUCTION)
11. Construction √ 13.07.19 25.10.19 06.12.19
12. Asset Management √ 13.07.19 25.10.19 06.12.19
13. Technical Audit √ 13.07.19 25.10.19 06.12.19
The estimated inputs by the individual team members to the various Chapters and Sections of the Manual
are shown below as an intended delegation which will be adjusted as necessary based on progress. It is
intended that these inputs will coincide with the overall programme shown in Figure 3 and with the dates
according to the Author’s Schedule in Table 6.
Table 7 Manual Staffing Input
Chapter Chapter Title Main Contributor3

SECTION “A” (KEY PRINCIPLES)
1 Introduction SA, TL
2 Policy Framework SA, TL
3 Approach to LVRR Design SA, TL
4 Myanmar Road Environments SA, TL, EE, HE
SECTION “B” (DESIGN)
5 Ground investigation / Route selection TL, GE, SE, AA
6 Geometric Design TL, TPS, SE, EE
7 Surfacing and pavement design TL, TPS, SE
8 Construction Materials TL, GE
9 Drainage and small structures TL, HE, EE, SE
10 Earthwork & slope design TL, GE, EE, SE
SECTION “C” (CONSTRUCTION)
11 Construction and maintenance TL, HE, EE, SE
12 Asset management SA, TL
13 Technical Audit SA, TL, HE, EE, SE, AA
3
TL: Team Leader, SA: Senior Author, AA: Assistant Author, GE: Geotechnical Expert, TPS: Traffic and Pavement
Specialist, HE: Hydrology Expert, EE: Environmental Expert, SE: Structural Expert
Figure 3 Activity Schedule
MYA2118A Team Member Week Number
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52
1 Mobilisation
2 Preliminary discussions with DRRD TL
3 Review AsCAP MYA2118B Report SA
4 Review available documents from DRD and other sources SA, AA
5 Prepare outline ToR for Design Manual TL
6 Liaiase with NRRSS Team and review status TL
7 Prepare presentations for Stakeholder Workshop No.1 TL, SA
8 Stakeholder Workshop No.1 TL, SA
9 Prepare Inception Report TL
10 Review and feedback by DfID and DRRD
Preparation of Design Manual
1 Road classification and standards TL
2 Geotechnical GE
3 Traffic Surveys TPS
4 Pavement Deisgn and surface options TPS
5 Hydrology and drainage design HE
6 Structural design SE
7 Environmental management EE
8 Prepare typical cross sections CAD
9 Road Maintenance Management TL
10 Prepare draft Design Manual TL, SA, AA
11 Review and feedback by DfID and DRRD
12 Prepare presentations for Stakeholder Workshop No.2 TL, SA
13 Stakeholder Workshop No.2 TL, SA
14 Finalise Design Manual TL
15 Preparation and submission of design manual TL, SS
Reporting
1 Inception Report
2 Stakeholder Workshop No.1 Report
3 Progress Reports
4 Draft Design Manual
5 Stakeholder Workshop No.2 Report
6 Final Design Manual
Figure 4 Staffing Schedule
Position Name Person days 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52
25.1 Contr.
Back Office Support
signe d J F F F M M M M M A A A A M M M M M J J J J J J J J A A A A A S S S S O O O O N N N N D D D D D J J J J
Backstopper Mike James 0
Project Team Reports/Manuals

WS-IR 1 2 3 DD WS D
Team Leader Carl Berentsen 45
Senior Author Jasper Cook 40
Assistant Author U Maung Maung 25
Geotechnical Expert Jasper Cook 10
Traffic and Pavement Specialist Jasper Cook 15
Hydrology Expert Keith Gribben 10
Structural Engineer Mohammed Abed 10
Environmental Expert Emmanuel Bate 10
Total 165
Non-Key Staff
CAD Draftsman TBA
Support Staff TBA
Team Leader TL
Senior Author SA
Assistant Author AA
Geotechnical Expert GE
Traffic and Pavement Specialist TPS
Hydrology Expert HE
Environmental Expert EE
Structural Engineer SE
CAD Draftsman CAD
Support Staff SS
5.2 Risks and Mitigation Measures
A number of potential risks were identified in our Technical Proposal and reviewed for the Progress Report
1. These are updated below.
Table 8 Project Risks and Mitigation Measures
Risk Level Mitigation measures

Lack of agreement between Moderate Informative discussions held at Workshop 1 indicated a
stakeholders on Manual general way forward. The project will continue to liaise
Structure and Content.
with stakeholders through DRRD, the RDU and the
Liaison Group. It is suggested that DRRD should be in
closer contact and provide direct support and comments
to Progress Report 1 onwards.
Incompatibility between Moderate The Manual will seek to incorporate existing guidance
Manual processes and those as much as possible. Nevertheless there will be some
currently being implemented
recommended changes in practice and these will be
by DRRD
fully discussed with DRRD within the context best cost-
effective practice to achieve a “Fit for Purpose” road
network.
New National Rural Road Standards and Specifications
(NRRSS) are being developed and the project team fully
appreciate that it is essential that there is no conflict
between the NRRSS and the design manual and it will
be a part of the Team’s remit to maintain close liaison
with that project team to ensure a harmonised
approach.
Lack of future uptake and use Low Uptake by DRRD of the manual and its procedures will
of Manual by MDB-funded ensure its use in future DRRD projects. This should be
LVRR projects
encouraged including opinion and need for a Field
Manual which would require added resources and time.
Problems with lack of Moderate It is intended that the Manual be written in simple
understanding of Manual by English with an emphasis on tables and figures. It will
local consultants and
be recommended that version in Burmese be produced
contractors
outside this contract.
Difficulties in updating Manual Low The Manual will be produced in spring-back binder
in line with ongoing research format that will allow updated sections to be included as
by DRRD
required and formally registered in a Document Change
Register. -
6 Conclusions
 Overall Progress and milestone outputs are generally on target.
 Both in its format and context the development of the Manual: is ahead of schedule. This will allow the
team to obtain constructive inputs by users in time for modifications if/when required.
 A general agreement/approval is suggested to the format and content of PR#1. This will allow the team
easier path to proceed with PR#2.
Annex 1 Road Map of Myanmar
Annex 2 Myanmar Road Design Manual – Abstracts of all Chapters
SECTION A: Key Principles

1 Introduction
Chapter strategy
This chapter outlines the background and aims of the manual and outline its structure. The Manual is
introduced as providing practical guidance on the rational, appropriate and affordable designs for low
volume roads in Myanmar that are compatible Rural Development Policy and the differing regional physical
environments. There is an emphasis on the sustainable use of Local Resources in an overall “Fit for
Purpose” framework.
Topics
 Background; aims; and target audience

 Purpose and Scope of Manual
 Socio-economic importance of rural roads
 Roads in the context of sustainable development
 The operational environment is different; influential factors to be discussed in detail later
 Research and LVRR advances
 Structure outline
Introductory Text Notes
This Manual aims to synthesize the key elements of recent research and experience to facilitate the
awareness and application of opportunities to improve rural transport infrastructure provision in
challenging environments in an affordable and manageable way.
During the past 20 years there have been significant advances in research and its application on various
aspects of low (traffic) volume roads specifically with the aim of reducing costs and increasing the
effectiveness of the provision of such roads for rural and peri-urban communities. Much of this work has
been highly successful, resulting in innovative and unconventional approaches that can provide highly
beneficial and cost-effective solutions for low volume roads in these counties, for example, the use of
alternative sustainable road surfacing.
Chapter 2 Policy and Standards
Chapter Strategy
Review of the Myanmar strategy for rural road development. Summarise the Myanmar rural road policy
with reference to relevant principles in the National Strategy for Rural Road and Access (NSRRA). This
document summarises the Government’s policy and includes a proposed strategy based on the
development of a Core Rural Road Network (CRRN).
This chapter will bring the key issues in the NSRAA as they relate to the drafting of the Manual and the
design, construction and maintenance of roads within the CRRN. Particular attention in this Chapter will be
focussed on the broad road Classification and related outline geometric standards that have already been
drafted by the [..]
The key point will be made for the need for flexibility in the working standards for LVRRs that will need to
be applied to a range of physical environments in Myanmar. The concept of “fitness for Purpose” will be
proposed as the key foundation for the design philosophy driving the drafting of the Manual.
Topics
 Myanmar LVRR Policy

 Roads in the context of Myanmar sustainable development
 Key issues from the NSRRA and CRRN
 Existing general geometric sections
 Need for Standards flexibility/development
Low volume road standards and designs need to support the function that the road is providing as well as
recognising the important influences of the deterioration mechanisms and the local environment.
One of the fundamental principles behind the recent low volume road studies has been the requirement
for locally orientated solutions based on available local resources and the local road environment. This
approach is seen as crucial in the development of affordable and sustainable rural road infrastructure.
Key to the success of these innovative solutions is recognition that conventional assumptions regarding
road design criteria based on established advanced economy practices need to be challenged and that the
concept of an appropriate holistic approach to the provision of rural transport provides a way forward.
The concept of overall sustainability is a crucial issue in the context of road network development.
Chapter 3 Approach to LVRR Design
Chapter Strategy
This chapter outlines general approaches to LVRR design. The design guidance will include all the elements
of a LVRR- pavement; earthworks; drainage and small structures. Emphasis will be put on fitness for
purpose; environmentally compatibility; and the use of local resources. The significance of current and
future climate impacts will be taken into account and guidance given on assessing them. The appropriate
design options for low volume roads needs to be responsive to a wide range of factors captured in the road
environment.
Topics
 Limits of LVVR design – a different approach

 The road environment
 Basic principles – life cycle – project cycle
 The sustainability matrix
 Role of appropriate standards and specifications
 Phased design approach – within whole life costing framework.
The LVRR design engineer must achieve the required level of service of the roads, using appropriate
engineering approaches, whilst minimising costs over the whole life of the road. This should be done in a
context sensitive way that recognises the needs of the stakeholders, the road environment and the
prevailing National Policy.
For more cost-effectively improving LVRR networks conventional assumptions regarding road design
criteria have been challenged and the concept of an appropriate, or Environmentally Optimised Design
(EOD), approach provides a pragmatic way forward in constrained resource situations. EOD covers a
spectrum of solutions for improving or creating low volume rural access – from dealing with individual
critical areas on a road link (Spot Improvements) to providing a total whole rural link design (Whole Length
Improvement). EOD provides a framework for the common situation where aspirations of local
communities have to be balanced with very limited budgets.
Much recent SEACAP, AfCAP and ReCAP research has been aimed at deriving local specifications, designs
and techniques for improving the cost-effective provision of low volume roads sealed with a bituminous or
alternative, non-bituminous surfacing. The choice between unsealed, flexible (bituminous) and rigid
(concrete) pavements should be made on consideration of the likely cost of construction and maintenance,
the pavement life and effect on road user costs
It is now recognised that the life-time performance of rural roads is influenced to a greater extent than
higher volume roads by the impacts of what is termed the ‘Road Environment’, comprising factors such as;
climate, hydrology, materials, terrain, traffic, sub-grade, construction regime, maintenance regime etc.
(Figure X).
Chapter 4 Myanmar road environments
Chapter Strategy
Going forward from the introduction to the Road Environment this chapter outlines the range of road
environments in Myanmar. Key features for the main environments are highlighted and the implications for
road design are indicated.
Topics
 The principal Myanmar road environments defined (climate, terrain, etc. in differing regions in
Myanmar)
 Key issues
 Design implications
Chapter text based around two key tables

Road Engineering Environment Impact Factors
Impact Factor Myanmar Description

Climate/rainfall.
Hydrology.
Terrain
Materials Properties
Sub-grade
Traffic
Construction Regime
Maintenance Regime .
Road Enabling Environment Factors
Impact Factor Myanmar Description

Policies
Classification
Standards
Technical
Specifications
Funding Arrangements
Contracting regime
The “Green”
Environment
SECTION B: Design
Chapter 5 Ground Investigations
Chapter Strategy
The focus of this chapter is to provide guidance on the appropriate types and levels of investigation that are
required for route selection and subsequent design of low volume roads. The chapter also provides users
with the necessary toolboxes to develop suitable site investigation programmes and in-situ testing
schedules and with assistance in interpreting the data obtained.
Topics
 Selection of the route/alignment of the road;

 Identification of hazards, including climate impacts
 Location of water crossings and drainage structures;
 Design information for the road pavements, bridges and other structures;
 Roadside slope investigation
 Areas for specialist geotechnical investigation;
 Areas of potentially problematic soils requiring treatment;
 Location and assessment of suitable, local construction materials.
 Laboratory testing programmes
Site investigation techniques encompass a large range of methods and the amount and type of exploration
that is needed for a specific road project will depend on the nature of the proposed project and the
environment in which it is to be built. In the majority of cases, whatever the size of the project, the overall
site investigation can be considered as a phased programme linked to the following project stages:
 Identification and general planning;

 Feasibility Study or Preliminary Engineering Design;
 Final Engineering Design.
Each phase of a project has specific objective and the site investigation requirements for each phase should
be focussed on these objectives. Investigation budgets are likely to be very constrained for most LVR
projects and hence the procedures and techniques employed must be carefully selected and planned to
obtain maximum information for the least cost.
Toolboxes for investigation: Desk Study; Walkover -Mapping; Ground Investigation; Laboratory Testing
Chapter 6 Geometric design
Chapter Strategy
This Chapter introduces and presents the rationale, considerations and selection procedure for appropriate
geometric designs for a particular route and sets out the various Geometric Standards to be used for LVRR
in Myanmar. The Chapter gives guidance on how geometric design should take into account the road
environment, road conditions, traffic characteristics and driver behaviour. In so doing, the design aims to
provide a road with an alignment and cross-section that is the best compromise between operational
efficiency, safety and economy as taking into account environmental and social/cultural impacts.
Topics
 Factors influencing geometric design

 Key Geometric Design Elements
 Design exceptions in the Myanmar environments
 Typical geometric standards
 Typical geometric cross-sections
Geometric design covers road width, cross fall, horizontal and vertical alignments and sight lines. It should
also take on board related key elements of road safety. Geometric design is the process whereby the layout
of the road in the terrain is designed to meet the needs of the road user. The geometric design standards
provide the link between the cost of building the road and the benefits to road users. Usually, but by no
means always, the higher the geometric standard, the higher the construction cost and the greater the
road user benefits. A national ‘standard’ is not a specification, although it could, and often is, incorporated
into specifications and contract documents. Rather, a standard is a minimum level of service that should be
achieved at all times for the particular category of road. Severe terrain may necessitate some compromise
on road width and/or running width-shoulder combination for rural roads, otherwise costs and
environmental impact may be excessive (refer to Chapter X).
Geometric design is one of the first stages of the LVR design process and one in which the layout of the
road in the terrain is designed to meet the specific needs of road users. The process involves the selection
of suitable road widths and horizontal and vertical alignments in accordance with appropriate standards
that should provide the following:
 minimum levels of safety and comfort for drivers

 a framework for economic design
 consistency of alignment
Chapter 7 Surfacing and Pavement Design
Chapter Strategy
This Chapter initially provides an overview of the various types of paving and surfacing available and
appropriate for use in Myanmar in relation to the range of local road environment factors. The section
provides information on the constituents and performance characteristics of the surfacing, the factors
affecting their choice and the general approach to their design. The subsequent sections of the Chapter
then provide guidance on the design process for the various paving and surfacing options.
Topics
 Design elements of a carriageway

 General pavement options and their selection
 Design principles and charts for unsealed roads
 Design principles and charts for bituminous roads
 Design principles and charts for non-bituminous paved roads
 Spot improvement
There are a large number of unsealed, proven bituminous and non-bituminous paving and surfacing
options available for use on Low Volume Roads. These surface options fulfil a variety of functions which,
collectively, preserve the integrity of roadway and pavement layers (particularly the sub grade) and ensure
the functionality of the road in service. The basic locally available materials of natural soils/gravels, stone,
sand, fired clay brick can be used with or without a range of binders and sealers to offer a range of
attributes which need to be matched to such factors as expected traffic levels and loading, locally available
materials and skills, construction and maintenance regimes and the environment. Careful consideration
should therefore be given to all these factors in order to make a judicious, cost-effective choice of paving
and surface to provide satisfactory performance and minimise life cycle costs. Typical LVR surfacing
suitable for application in Myanmar may be grouped according to their main constituents as follows:
Unsealed: S-01: Engineered Natural Surface (ENS)
S-02: Natural gravel
Non Bituminous paved S-03: Waterbound/Drybound Macadam (WBM - DBM)
S-04: Hand Packed Stone (HPS)
S-05: Stone Setts or Pavé (SSP and MSSP)
S-06: Mortared Stone (MS)
S-07: Dressed stone/cobble stone (DS, CS, MDS, MCS)
S-08: clay/cement brick .Unmortared/mortared joints (CB, MCB)
Bituminous seal S-09: Chip Seal
S-10 Otta Seal
S-11: Cold mix asphalt
Chapter 8 Construction Materials
Chapter Strategy
As indicated in Chapter 3 construction materials are a key element of the LVR road environment and their
identification and characterisation are vital factors in the development of appropriate road LVR designs.
This Chapter gives guidance on the procedures for the selection of sources of appropriate road-building
materials within an economic haulage distance and in sufficient quantity and of sufficient quality for the
purposes intended.
Topics
 Material requirements
 Material source assessment
 Use of local materials
 Marginal materials
 Excavation and processing
 Modification of natural materials
Two of the most common reasons for construction costs to escalate, once construction has started and
material sources fully explored, are that the materials are found to be deficient in quality or quantity. This
leads to expensive delays whilst new sources are investigated or the road is redesigned to take account of
the actual materials available.
A key objective in sustainable rural road construction is to best match the available construction material to
the road task and the local environment. The benefits of utilising locally available materials arise from: a
reduction in haulage costs; less damage to existing pavements from extended haul; stimulation of the local
economy and local enterprise; road designs compatible with local maintenance capabilities and, generally,
reduced whole life costs.
When reserves are limited or of marginal quality, their relevant usage is a priority and it is important to use
materials to ensure that they are neither sub-standard nor wastefully above the standards demanded by
their engineering task. Hence the necessity of deriving locally relevant specifications and either adapting
designs or modifying materials to suit
If the project is in an area where good quality construction materials are scarce or unavailable,
consideration should be given to:
 Modifying the design requirements;

 Modifying the material (e.g. mechanical or chemical stabilisation);
 Material processing (e.g. crushing, screening, blending);
 Innovative use of non-standard materials (particularly important for low traffic roads).
Chapter 9 Drainage and Small Structures
Chapter Strategy
This Chapter is concerned with the external and cross-drainage system and the drainage standards for
LVRRs. It is essentially a guide containing appropriate technical explanations of all the steps in designing
their surface water drainage systems. Internal pavement drainage is considered in Chapter 7 and earthwork
drainage is delate with in the following Chapter 10. Due to the vulnerability of drainage structure to climate
impact, the threats from current and future climate are given appropriate attention, particularly with
respect to data collection and analysis.
This Chapter does not deal with route surveying, site investigations, and route selection or the actual
structural design of major bridges. The planning and structural design of river crossings of greater than 10m
span and major drainage structures is dealt with in the current MoC Bridge Design Manuals.
Topics
 Drainage requirements
 Culverts
 Drift/Causeways/fords
 Small bridges
 Selection of options
 Hydrological data sets
 Hydrological design
 Future climate
 Standard designs
For the context of this Manual a road structure is a construction which provides support and/or drainage to
the road carriageway or associated road works. Roads form a barrier to the natural drainage of surface
water from the surrounding land into streams, lakes and rivers. In the absence of any control arrangements
the water would find its own way across the road, resulting in gullies and washouts along the road.
Neither rainfall nor rivers distinguish between roads carrying low and high volumes of traffic. Therefore,
the basic approaches to protecting a road from the effects of water are essentially the same and largely
independent of traffic. Hence, for LVRRs the cost of the drainage system can comprise a larger proportion
of the costs of the road. There are, of course, different levels of protection associated with the risk of
serious damage to the road. For principal trunk roads little risk can be tolerated and so expensive drainage
measures must be employed. For LVRRs the consequences of failure in the drainage system are
correspondingly lower but, within the range covered by LVRRs, there are some significant differences
depending on the length of the road and the availability of an alternative route.
The challenge for the engineer is to choose a level of protection that is suitable for the class of road and the
consequences of drainage failure. This challenge is compounded by the need to assess future climate
impacts. Thus, a certain amount of engineering judgement is required.
The Manual covers a wide range of drainage structures from drifts to small bridges. These structures vary in
complexity and are ranked in order of increasing complexity as follows: Drifts; Simple culverts; vented
fords; large bore culverts; small bridges.
Chapter 10 Earthworks
Chapter Strategy
This Chapter cover aspects of earthwork design including embankments, cut-slopes and imported sub-
grade. It contains sections on low cost erosion protection and slope protection including the use of cost-
effective bio-engineering options. This Chapter outlines the potential vulnerability of earthworks to current
and future climate impacts.
Topics
 Excavation
 Cut-slope design
 Embankment design
 Cut to fill cross sections
 Culvert and bridge abutments
Earthworks are normally required to:
 Raise the road above flood levels on low ground

 Reduce steep gradients hilly terrain
 Facilitate access in r mountainous terrain
In order to comply with horizontal or vertical geometric guidelines and thus permit reasonable access for
users, Low Volume Rural Road (LVRR) alignments in hilly or mountainous areas may require the
construction of cut or embankment earthworks. Embankments may also be required in low lying areas to
raise alignments above flood levels, or as approaches to bridges. These earthworks should be designed to
minimise subsequent slope failure by implementing designs and construction procedures that are
compatible with the engineering properties of the excavated soil-rock or the placed fill, whilst at the same
time taking into account the impact of these earthworks on existing slopes or foundations.
However, the interaction of LVRR route alignment and the geometry or instability of the natural slopes may
be such that construction to recognised safe angles is not an economical or engineering feasibility. If
temporary road closures and debris clearance can be tolerated and allowed for in maintenance, then less
earthworks may be more economic. Engineered or bio-engineered stabilisation or protection may have to
be considered, particularly in areas of identified natural hazard or where significant potential climate
impacts have been identified.
SECTION C: Implementation
Chapter 11 Construction
Chapter Strategy
This Chapter incorporates guidance key issues relevant to the effective implementation of LVRR design.
These range from preparation of contract technical documentation, through procurement to the highly
important aspects of contract supervision. It is emphasised that appropriate and realistic technical
specifications and construction drawings are an essential pre-requisite for a successful construction phase.
This chapter also provides practical guidance on site supervision and quality control.
Topics
 Required documentation
 Procurement options
 Forms of contract
 Technical specifications
 Bills of quantity and drawings
 The bidding process
 Selection of contractor
 Importance of supervision and quality control
 Site supervision responsibilities
 Quality control testing
 Reporting procedures
The preparation of contract documents will be part of the final engineering design (FED) process. To assist
in project administration and to supervise the work of the contractor, it is sometimes the case that the
owner or executing agency will appoint a firm of consulting engineers. Clear ToR for this appointment may
also be required as part of the FED output. The use of simplified bidding documents rather than standard
international documents using numerous work items has been found to be a significant contributory factor
to the cost savings offered by the LVRR approach.
There are two basic types of specifications that can be used in contracts:
1. Procedural’ (or ‘method’) specification,

2. Functional’ (or ‘end-product’) specification
To guarantee the quality of works, it is necessary to establish control over the contractor’s workmanship
and materials. Quality supervision can be considered as comprising two principal elements.
Site Inspection: The works are inspected visually to detect any deviation from the specified requirements.
Visual assessment is an essential element of pavement layer approval, particularly for example in the
identification of oversize in lower pavement layers or gravel wearing course. Physical measurements of
thickness, widths and cross fall are an essential element of this assessment supplemented by simple in-situ
checking of specified procedures; temperature of bitumen and spray rates, concrete slump, etc.
Laboratory and in situ testing: Materials as well as the finished product are subject to laboratory testing for
compliance with specifications. On larger projects it may be possible for the contractor to set up and
maintain a basic Field Laboratory for routine tests for quality control required to be conducted on a day to
day basis.
Chapter 12 Asset management
Chapter Strategy
This chapter provides guidance on the management of LVRR assets including the planning, implementation
and monitoring of maintenance programmes. This guidance will focus on the particular issues relating to
the Myanmar rural road networks and the existing asset management frameworks and funding sources.
This Chapter will present and review overall strategic options for undertaking the various types of
maintenance and will make reference to other publication for detailed on site procedures for individual
maintenance actions. Reference will be made to the use of appropriate technologies.
Topics
 Importance of asset management

 Key elements
 Planning and budget
 Maintenance types
 Summary of Maintenance actions
o Pavements
o Earthworks
o Drainage
o Culverts
o Bridges
 Monitoring and evaluation
Maintenance activities may be classified in terms of their operational frequency into:
 Routine maintenance
 Periodic maintenance
 Urgent/disaster maintenance
Routine Maintenance: These are the minor maintenance activities that are likely to be required somewhere
on a road link every year. Most of the tasks may be carried out manually but mechanised or equipment-
based alternatives are available for some tasks. It is preferable to restrict grading/reshaping activities to the
rainy season when the moisture in the surface materials will facilitate re-consolidation under normal traffic
without the need for expensive (and usually unavailable) watering and compaction equipment.
Periodic Maintenance: These are usually major maintenance activities that may be required somewhere on
a gravel or paved road section or link after a period of a number of years (for example re-gravelling or re-
sealing). The category of work depends on the type of road surface constructed. Periodic Maintenance
tasks will usually require the mobilisation of equipment and involve the haulage of materials. The activities
will require planning and specific mobilisation of the necessary resources.
Emergency Maintenance: These are unforeseen occurrences which, although they cannot be planned in
detail, must be budgeted for and suitable implementation arrangements allowed.
Regular surveys are required to identify and quantify maintenance needs and, from these assessments, to
develop the types and quantities of maintenance works. A knowledge base of maintenance needs, funding
allocations, maintenance works carried out, costs and productivities should be compiled to allow
maintenance performance to be monitored and value for money demonstrated.
Chapter 13 Technical Audit
Chapter Strategy
This Chapter presents the rationale and the methodology for undertaking project Technical Audits.
Potential Technical Audit phases are defined together with their objectives. Detailed procedures are listed.
Reference is made to their successful application and the lessons that can be learned.
Topics
 The need for Technical Audits

 Technical Audit aims
 Technical Audit phases
 Integration with As-Built records
 Reporting
The use of a formal technical audit initiated prior to construction allows road authorities to identify
whether the parties involved in the contract have given the Client what it paid for. This involves a more
detailed assessment than standard post-construction inspection in terms of compliance of the materials
and construction with the design specification. Project technical audits may be carried out in a number of
phases:
1. An Inception Audit following contract award.

2. An Initial Audit; usually shortly after construction starts or when work is 10-20% complete.
3. An Intermediate Audit when construction is approximately 50% complete.
4. A Final Audit when construction is complete
The as built survey may be considered as part of the Technical Audit process or undertaken independently
if no formal audit procedure is in place. Either way this survey is an important action leading to the
collation of the as-built records that form the base level of knowledge for the future operational
management, maintenance and potential eventual upgrade of the road.
An as-built survey must be an integral part of the Quality Assurance plan for each road or section of road
with a LVRR programme. This should not be limited to a casual drive over the road but involve a detailed
examination and in situ testing of representative elements of the pavement, surface and associate
drainage.
Annex 3 Myanmar Road Design Manual - Zero Draft of Section A: Key Principles
Chapter 1 Introduction
1 Outline
This Manual aims to synthesize the key elements of recent research and experience to facilitate the
awareness and application of opportunities to improve rural transport infrastructure provision in
challenging environments in an affordable and manageable way.
This chapter outlines the background and aims of the manual and outline its structure. The Manual is
introduced as providing practical guidance on the rational, appropriate and affordable designs for low
volume roads in Myanmar that are compatible with Rural Development Policy and the differing regional
physical environments. There is an emphasis on the sustainable use of Local Resources in an overall “Fit for
Purpose” framework.
2 Structure and Layout of Manual

The low volume road manual has been drafted to be fully adaptable for different clients. The Manual has
application for roads at national, state and local level for roads administered by authorities, enterprises or
communities.
The Low Volume Road manual caters for a range of road types, from basic earth tracks to bituminous
sealed roads. It is unlikely that one institution will cater for all standards of road and more likely that the
document will have application across a number of different authorities, agencies and ministries.
Bituminous and major gravel roads in Myanmar are usually constructed and maintained by the National
and State Roads Authorities.
All authorities are expected to have networks of unpaved gravel and earth roads. Substantial kilometres of
unpaved road are also provided through community programmes, NGOs, private enterprises, cooperative
ventures and by programmes operating through other sector ministries, such as the Ministry of Agriculture,
Livestock and Irrigation.
The document can cater for interventions that deal with individual critical areas on a road link (spot
improvements) through to providing total rural road link designs. In this latter case, this could comprise
different design options along the total length.
The Manual is presented in the following format:
Chapter 1 provides an overview of the Manual, its application, context, and use
Chapter 2 describes relevant Myanmar Policy and the legal framework and overall standards.
Chapter 3 introduces the philosophy of low volume road design and presents the typical design controls
that should be considered during the design process in Myanmar. These are mandatory standards that
must be adhered to by the engineer. Departures from these standards are only permitted in exceptional
circumstances and with the prior approval of the relevant authorities.
Chapter 4 describes the particular challenges of the Myanmar Road Environments and provides advice on
addressing the various issues of climate, hydrology, materials, traffic, terrain, construction & maintenance
regimes, road safety and the green environment.
Chapter 5 provides guidance on Investigation, and Route Selection and including desk studies, site
investigation and testing.
Chapter 6 provides guidance on Geometric Design, including influential factors, and aspects of traffic
characteristics, cross section, alignment, and safety.
Chapter 7 provides guidance on Surfacing and Pavement Design and the range of design options using the
materials available from Engineered Natural Surfaces (ENS), through gravel to various paving techniques,
and issues of internal pavement drainage.
Chapter 8 addresses Construction Materials issues for each component of the road works and the
desirability to optimise the use of locally available resources and the challenges of scarce resources in some
areas of Myanmar.
Chapter 9 provides guidance on Road Drainage and structures, including hydrology, components of road
works drainage, erosion control and challenging terrain.
Chapter 10 addresses Road-side Slope Stability and road earthworks and protection issues and bio-
engineering solutions.
Chapter 11 addresses issues to be addressed in the construction LVRRs, including planning, quality control
and reporting Chapter 12 addresses the vital issue of Asset Management and maintenance and outlines the
basic aims and principles. Chapter 13 outlines the use of Technical Audits and summarises their objectives
and structure
Appendices are being considered on the topics of Traffic Analysis; Materials Testing; Marginal Materials;
Expansive Soils; Ground Investigations; and Spot Improvement.
3 Aims and target audience

This Low Volume Roads Manual promotes rational, appropriate and affordable designs for low volume
roads in Myanmar. In doing so it aims at making cost effective and sustainable use of Local Resources.
These can be human resources, local government, and community institutions, local entrepreneurs and
local materials.
The Manual reflects advances in low volume road technology gained in the region and elsewhere allied to
accumulated local knowledge within DRRD and MoC.
The application of appropriate design standards and specifications for low volume roads in Myanmar aims
to optimise whole service life construction and maintenance costs and meet requirements to:
 Improve the economic and social well-being of rural communities and their connectivity and access to
social and other services;
 Develop the rural road network in a cost-effective and sustainable way;
 Lower road user costs and promote socio-economic development, poverty reduction, trade growth and
wealth creation in rural areas;
 Protect and manage non-renewable natural resources and reduce import dependency.
This manual is intended for use by roads practitioners responsible for the design of low traffic earth, gravel
or paved roads throughout Myanmar. It is generally appropriate for roads which, over their design life, are
required to carry an average of up to about 300 equivalent motor vehicles per day, and less than about 1.0
million equivalent standard axles (Mesa) in one direction. The Manual complements and links to the latest
versions of other existing Myanmar reference documents relevant LVRRs
4 Socio-economic importance of rural roads
After more than a hundred years of motor transport many developing regions are still characterised by low
density of all-seasonally serviceable roads. In Myanmar….
Add figures on Myanmar
This compared starkly to 70% of networks being paved in the high income countries. Furthermore, the rate
of network development was reported to be fairly static in the African and South American developing
regions, compared to growth in India (at 4 percent a year) and China (at 6 percent a year).
However, the road network density against population was less deficient (Figure 1.1). Fit Myanmar in this
Figure
Figure 1.1 – Spatial density of road networks in various regions
So, the state of network development in Asia is not that inadequate in terms of serving the relatively sparce
population. However, the burden of preserving this important asset is onerous in view of the low GDP per
capital in the region. Figure 1.2 from the AICD demonstrates the challenge for this region.
Figure 1.2 – Total road network asset as share of GDP
Figure 1.3 – Road asset value as percentage of GDP
[add]
5 Roads in the context of sustainable development
Poverty reduction has become the overarching goal for development that is shared by most poor countries,
many international development agencies and their partners. Member countries of the United Nations
have agreed to work together to achieve the ‘Sustainable Development Goals’ (SDGs). It is an established
maxim that effective transportation plays a crucial role in rural socio-economic development and in
reducing poverty. Unfortunately, the preceding Millennium Development Goals (MDGs) paid scant
attention to the role of transport in achieving national development and poverty reduction. However, a
wider and more rigorous dialogue and analysis have highlighted evidence that demonstrates that safe,
effective rural transport will contribute substantially to more than half of the currently adopted SDGs.
The Government of Myanmar considers improved rural roads to be key to developing rural areas and
addressing rural poverty and inequalities in the country. This is in line with the 2030 Sustainable
Development Goals (SDGs), which the Government of Myanmar has committed itself to achieving. Rural
road development and the resulting improved access to services and facilities are expected to support the
following SDGs:
Although there is no dedicated SDG target on rural transport, there are numerous linkages between rural
access and the SDGs (Cook et al, 2017). Successful scaled up implementation of rural transport will
contribute to realizing:
 SDG 1 to alleviate poverty;

 SDG 2 to achieve zero hunger and ensure food security;
 SDG 3 to ensure health and wellbeing;
 SDG 4 to provide access to education;
 SDG 5 to empower women in rural areas;
 SDG 6 to facilitate access to clean water and sanitation;
 SDG 8 to promote inclusive growth and economic opportunities;
 SDG 9 and SDG 11 to contribute to sustainable infrastructure and communities for all; and
 SDG 13 to increase climate resilience and adaptation in rural areas.
In addition to indirect linkages to SDGs and associated targets, there is a direct linkage to rural access in
SDG indicator 9.1.1 (Proportion of the rural population who live within 2 km of an all-season road)
developed by the Inter-agency Expert Group on Sustainable Development Goals.
The typical situation in most low-income developing countries is one of a large rural population with
agricultural-based economies where the imperative is to provide rural communities with safe and
sustainable access to basic services. The continued development of rural road networks in an affordable
and sustainable way is increasingly important in order to provide cost-effective transport infrastructure,
with the SDG aim to ‘leave no one behind’ (SuM4All, 2017, 2018).
[Add Table or Figure relevant to SDGs and Myanmar]
In support of the Sustainable Development Goals (SDGs), the Government of Myanmar aims to improve the
access of the rural population to services and facilities by providing rural villages with road access. To
ensure that rural people can make use of this road access throughout the year, the Government of
Myanmar will construct and upgrade the rural roads connecting these villages to an all-season standard.
The long-term development objective of the Government of Myanmar is to provide all-season access to all
villages in Myanmar. In support of this long-term development objective, this National Strategy for Rural
Roads and Access targets the next 15 years up to 2030, during which the Government of Myanmar aims to
provide all-season road access to at least 80% of the villages in each state/region in Myanmar
6 References
Cook J R, Petts R, Visser C & You A, 2017. The Contribution of Rural Transport to Achieve the Sustainable
Development Goals. Research Community for Access Partnership (ReCAP) Paper, ref. KMN2089A, for
UKAID-DFID.
Cook J R, Petts R C, Rolt J. 2013. Low Volume Rural Road Surfacing and Pavements: A Guide to Good
Practice. Research Report for AfCAP and UKAID-DFID.
Engineers Against Poverty, 2016. Maximising the Social Development Outcomes of Roads and Transport
Projects. Guidance Note for the Chartered Institution of Highways and Transportation
Howe, J. 1996. ‘Transport for the poor or poor transport? A general review of rural transport policy with
emphasis on low-income areas’, IHE Working Paper IP-2, Delft: International Institute for Infrastructural,
Hydraulic and Environmental Engineering.
Hine J, 2014. Good Policies and Practices on Rural Transport in Africa; Planning Infrastructure & Services.
SSATP, The World Bank Group, Washington.
Chapter 2 Policy and Standards
1 Chapter Strategy
Review of the Myanmar strategy for rural road development. Summarise the Myanmar rural road policy
with reference to relevant principles in the National Strategy for Rural Road and Access (NSRRA) with focus
on year [add]. This document summarises the Government’s policy and includes a proposed strategy based
on the development of a Core Rural Road Network (CRRN).
This chapter will bring the key issues in the NSRAA as they relate to the drafting of the Manual and the
design, construction and maintenance of roads within the CRRN. Particular attention in this Chapter will be
focussed on the broad road Classification and related outline geometric standards that have already been
drafted by the X.
The key point will be made for the need for flexibility in the working standards for LVRRs that will need to
be applied to a range of physical environments in Myanmar. The concept of “fitness for Purpose” will be
proposed as the key foundation for the design philosophy driving the drafting of the Manual.
2 The Myanmar rural road network policy

2.1 Current situation
The Myanmar National Strategy for Rural Roads and Access (NSRRA) states that nearly 15% of registered
villages in Myanmar are not connected by road. Of the villages that are connected by road, more than 40%
are linked by dry-season rural roads that quickly become impassable during the rainy season. Altogether,
half the existing registered villages are physically isolated during part or all of the year due to a lack of all-
season rural road access, affecting over 14 million rural people.
2.2 Roads in the context of Myanmar sustainable development

Key issues from the NSRRA and CRRN
The key elements of the National Strategy for Rural Roads and Access (NSRRA) are the definition of the core
aim of the Government of Myanmar to provide registered villages with road access of an all-season
standard and general guidance on the classification and prioritisation of the Core Rural Road Network
(CRRN). The (CRRN) refers to the “minimum rural road network in a township required to connect all
villages to each other and to the higher-level road network”. The following connectivity rules apply:
 Villages that are not directly connected by higher-level roads will be connected by a single rural road
that will be classified as a CRRN road.
 Where a village is connected only by one rural road, that road will be selected as part of the CRRN
 Where a village is connected by more than one rural road, the best road will be selected to form part of
the CRRN, taking account of the length, surface type, condition and traffic volumes in the different
existing rural roads.
 Where a village is not connected by any road, if possible, a tentative alignment will be identified, which
will be selected as part of the CRRN for new construction.
The CRRN will consist of the existing single road access for each connected village, as well as the tentative
alignments for new construction linking unconnected villages. Locations with important economic or
cultural importance may also be connected by the CRRN.
Table 1 Estimated CRRN lengths [edit to km] – what date?
State/Region CRRN Existing CRRN Existing CRRN Existing CRRN for new
length all-season standard dry-season CRRN construction
standard
miles miles % miles % miles miles %
Naypyitaw 880 490 56% 220 25% 710 170 20%
Kachin 2,910 1,010 35% 1,000 34% 2,010 900 31%
Kayah 780 470 61% 230 29% 700 80 10%
Kayin 2,910 1,040 36% 750 26% 1,790 1,120 38%
Chin 4,720 180 4% 2,800 59% 2,980 1,740 37%
Sagaing 8,980 2,240 25% 5,260 59% 7,490 1,490 17%
Tanintharyi 2,110 1,190 56% 490 23% 1,670 440 21%
Bago 5,010 1,780 35% 2,440 49% 4,210 800 16%
Magway 7,380 1,480 20% 3,990 54% 5,480 1,910 26%
Mandalay 4,810 2,180 45% 2,460 51% 4,640 180 4%
Mon 1,240 700 57% 500 40% 1,200 40 3%
Rakhine 5,120 940 18% 1,340 26% 2,290 2,830 55%
Yangon 1,610 640 40% 740 46% 1,380 230 14%
Shan 15,650 5,070 32% 9,080 58% 14,140 1,510 10%
Ayeyarwady 4,970 1,060 21% 2,350 47% 3,410 1,560 31%
Total 69,090 20,460 30% 33,640 49% 54,090 14,990 22%
Source – you need to source correctly
3 Existing rural road standards

3.1 General standards
The National Rural Road Standards and Specifications which follows from the NSRRA will define minimum
specifications of the all-season standard. This Manual must be used within the overarching framework of
these documents and associated definitions.
3.2 Existing general geometric sections

[Outline new general sections and discuss variation]
3.3 Flexibility in rural road network standards

Low volume road standards and designs need to support the function that the road is providing as well as
recognising the important influences of the deterioration mechanisms and the local environment.
One of the fundamental principles behind the recent low volume road studies has been the requirement
for locally orientated solutions based on available local resources and the local road environment. This
approach is seen as crucial in the development of affordable and sustainable rural road infrastructure.
Key to the success of these innovative solutions is recognition that conventional assumptions regarding
road design criteria based on established advanced economy practices need to be challenged and that the
concept of an appropriate holistic approach to the provision of rural transport provides a way forward.
The concept of overall sustainability is a crucial issue in the context of road network development.
4 References
Chapter 3 Approach to LVRR Design
1 Chapter Strategy
This chapter outlines general approaches to LVRR design. The design guidance will include all the elements
of a LVRR- pavement; earthworks; drainage and small structures. Emphasis will be put on fitness for
purpose; environmentally compatibility; and the use of local resources. The significance of current and
future climate impacts will be taken into account and guidance given on assessing them. The appropriate
design options for low volume roads needs to be responsive to a wide range of factors captured in the road
environment.
2 A different approach
2.1 What are LVRRs
There clearly has to be an upper limit to the roads that may be included within the LVRR approach to rural
road design and construction. In general terms, this limit is taken as being a road environment below which
traffic is not the dominant factor influencing road deterioration and in most situations an upper limit of 200
to 300 equivalent motorised vehicles per day would be appropriate. Where there are commercial vehicles
using the route, the LVRR approach will be applicable for traffic of up to about 1 million equivalent
standard axles (esa) during the design life of the road pavement.
3 Research and LVRR design advances

During the past 20 years there have been significant advances in research and its application on various
aspects of low (traffic) volume roads specifically with the aim of reducing costs and increasing the
effectiveness of the provision of such roads for rural and peri-urban communities. Much of this work has
been highly successful, resulting in innovative and unconventional approaches that can provide highly
beneficial and cost-effective solutions for low volume roads in these counties, for example, the use of
alternative sustainable road surfacings.
The traditional approaches to the provision of LVRRs in many tropical and sub-tropical countries still tend
to be based on technology and research more appropriate for much of the main trunk road network, they
remain conservative, inappropriate and too costly for application on much of Myanmar’s LVRR network.
Thus, in facing the challenges of meeting the targets set by the National Strategy for Rural Roads and
Access (NSRRA more appropriate approaches are needed.
Although the approach to the design of LVRs follows the general principles of any good road design, there
are a number of important differences from the traditional approaches that need to be appreciated by the
designer in order to provide designs appropriate to the Myanmar multiple social, economic, physical and
climatic environments.
The Manual is set within the principle that the roads should be designed to be compatible with the local
governing factors; as outlined below and illustrated in Figure 2.1:
 Task based; roads must suit their identified function and the nature of the traffic (the people as well as
the vehicles) which will pass along them, by applying appropriate standards.
 Environmentally compatible; suitable for, and if necessary adapted to, the local road environment
factors.
 Local resource based; road design guidance must be compatible with the construction materials that
are readily available within appropriate specifications, within the capacities of the engineers and
technicians who will design the roads and the contractors and labourers who will construct them, and
within the means of communities or local organisations to maintain them.
Figure 2.1 Local Factors Governing Sustainable Design
3.1 Design Targets

The LVRR design engineer must achieve the required level of service, using appropriate engineering
approaches, whilst minimising costs over the whole life of the road. This should be done in a context
sensitive way that recognises the needs of the stakeholders, the road environment and the prevailing
National Policy.
For more cost-effectively improving LVRR networks conventional assumptions regarding road design
criteria have been challenged and the concept of an appropriate, or Environmentally Optimised Design
(EOD), approach provides a pragmatic way forward in constrained resource situations. EOD covers a
spectrum of solutions for improving or creating low volume rural access – from dealing with individual
critical areas on a road link (Spot Improvements) to providing a total whole rural link design (Whole Length
Improvement). EOD provides a framework for the common situation where aspirations of local
communities have to be balanced with very limited budgets
4 The road environment

It has become increasingly recognised that the life-time performance of LVRRs is influenced to a greater
extent than higher volume roads by the impacts of what is termed the ‘Road Environment’ and, in
particular, the Engineering Factors within that environment as indicated diagrammatically in Figure 3.2 and
considered in more detail in Tables 3.1 and 3.2.
Figure 3.2 Road Environment and Impact Factors
The need to take into account a range of road environment factors when selecting rural road pavements
and surfacing, and other road components has been an important conclusion of recent LVRR projects.
Table 3.1 Road Engineering Environment Impact Factors

Impact Factor Description
Climate/rainfall. The prevailing climate will influence the supply and movement of water and impacts
upon the road in terms of direct erosion through run-off and the influences of the
groundwater regime. Climatic indices can have a significant influence on the selection
of pavement options and their design using “wet” or “dry” design parameters. Unpaved
surface performance is particularly influenced by quantity and intensity of rainfall, and
the runoff arrangements.
Surface and sub- It is often the interaction of water or, more specifically, its movement within and adjacent
surface to the road structure that has an over-arching impact on the performance of
hydrology. pavements, earthworks and drainage structures. Seasonal moisture variations will
influence pavement behaviour adjacent to unsealed shoulders. Changes in near-
surface moisture condition are the trigger for significant sub-grade and earthwork
volume changes in pavements underlain by “expansive” clay materials.
Terrain The terrain reflects the geological and geomorphological history. Apart from its obvious
influence on the long section geometry (grade) of the road and earthwork
requirements, the characteristics of the terrain will also reflect and influence the
availability of materials and resources.
The nature, engineering character and location of construction materials are key aspects
Materials of the road environment assessment. For LVRRs, where the use of local materials is a
Properties priority, the key issue should be; ‘what design options are compatible with the available
materials?’ rather than seeking to find material to meet standard specifications, as is the
case with higher level roads. Specifications need to be appropriate to the local
environment.
Sub-grade The sub-grade is essentially the foundation layer for the pavement and the assessment of
its in-service condition is critical to the pavement design.
Traffic Although recent research indicates that the relative influence of traffic on LVRRs is often
less than that from other road environment parameters, consideration still needs to be
given to the influence of traffic and, in particular, the risk of axle overloading on light road
pavements. Traffic is a major influence on the performance of unpaved surfaces.
Construction The construction regime governs whether or not the road design is applied in an
Regime appropriate manner. Key elements include:
 Appropriate contractual framework;
 Experience of contractors or construction groups;
 Skills and training of labour force and supervisors;
 Availability, use and condition of appropriate construction plant;
 Selection and placement of materials;
 Quality assurance; and compliance with specification
 Technical supervision,;
Maintenance All roads, however designed and constructed, require regular maintenance to ensure
Regime that their basic task is delivered throughout the design life. Achieving this depends on
the maintenance strategies adopted, the timeliness of the interventions, and the local
capacity and available funding to carry out the necessary works. When selecting a
road design option it is essential to assess the actual maintenance regime that will be
in place during its design life so that designs may be appropriately adjusted where
necessary, and/or the maintenance regime may be enhanced if necessary.
Table 3.2 Road Enabling Environment Factors
Impact Factor Description
Policies National or local policies will provide guidelines, requirements and priorities for the
decision making processes. There will also be legal requirements with which to comply.
Classification Road classifications based on task or function provide road planners and designers
with a practical guidance framework to initially select and cost appropriate road options.
Having a clear rural road classification linked to relevant standards facilitates design
and construction within acceptable performance criteria.
Standards Geometric standards will influence not only the comfort and safety of road users but
(Geometry and also the impact of water management on and across the road and the effects of
Safety) earthworks on the local terrain and environment. LVRRs are likely to be required to
accommodate a wide range of users from pedestrians through to trucks. The traffic mix
should be taken into account in the basic road geometry including the use of wide
shoulders for pedestrian or bicycle use.
Technical Technical specifications define and provide guidance on the design and construction
Specifications criteria for roads to meet their required level of service within the classification-
standards framework. Specifications appropriate to the local engineering environment
are an essential element of an effective enabling environment.
Funding Available funding has an over-arching influence on the scale and nature of the roads
Arrangements and their pavements that are feasible. Funding available for on-going road
management and maintenance is also a key issue.
Contracting The nature of the general contracting regime can influence a road project through the
regime following issues:
 Local legislation and contract documentation;
 Governance and level of bureaucracy;
 State-owned or private contractors;
 National or international contractors;
 Arrangements for facilitating local SMEs,
 Local resources and low-capital approaches.
The “Green” Road construction and on-going road use and maintenance have an impact on the
Environment natural environment, including flora, fauna, hydrology, slope stability, health and safety.
These impacts have to be assessed and adverse effects mitigated as much as possible
by appropriate design and construction procedures.
Each factor within the road environment requires assessment, although the level of detail required will vary
with the stage of a project. This variation in detail is discussed further in Chapter 4 with respect to the
Myanmar LVRR environments.
5 Sustainability
5.1 Whole Life Costs
Whole Life Costing is a process of assessing all costs associated with a road over its intended or design
lifetime. The aim is to reduce the sum of these values to obtain the minimum overall expenditure on the
road asset whilst achieving an acceptable level of service from the asset. Usually an assessment of the
residual value of the asset at the end of the assessment period is included. There are two basic approaches
to the assessment of whole life costs for rural roads that can each reflect discrete objectives and may result
in different conclusions depending on the local circumstances. These can be characterised as:
 Whole Life Costs for the Road Asset (Whole Life Asset Costs);
 Whole Life Transport Costs.
Whole Life Asset Cost (WLAC) assessment aims to define the costs of Construction and Maintenance of a
particular road and pavement over a selected assessment period. The principal cost components are the
initial investment or construction cost and the future costs of maintaining (or rehabilitating) the road over
the assessment period selected (for example, 12 years from construction).
Since the purpose of the road is to cost-effectively transport the local road users, Whole Life Transport
Costs assessment will, in addition, include a component for the savings in Vehicle Operating Costs for the
road users under the various investment and maintenance strategies. This component can be substantial
on higher traffic rural roads. Other socio- economic factors may also be included in the assessment. The
aim is to minimise the overall transport costs (infrastructure and means of transport) over the assessment
or design lifetime and will usually incorporate cost savings or other benefits to the road users and
community.
Any assessment will only be as good as the data and knowledge used in the relationships incorporated in
the evaluation. For many rural road evaluations the confidence in the cost data is generally good for
construction components but often less so for maintenance costs and road performance. The knowledge
and confidence may be poor for local Vehicle Operating Costs (VOCs) under the range of possible road
conditions and for the range of transport vehicle types, hence, practitioners tend to use Whole Life Asset
Costs (WLAC), initially at least.
5.2 The Life cycle – project cycle

Many of the features of the development of a rural road project can be related to the need to take a series
of important decisions during the early life of the project. These decisions have to be taken in a particular
sequence. As regards to surfacing and pavement issues, these are likely to be, in chronological order:
 Decision Stage 1: What is the project task and what are the local resources?
 Decision Stage 2: What are the options to meet the task within the available resources?
 Decision Stage 3: What final designs are feasible in engineering and cost terms?
This decision process can be developed and extended into what may be termed The Road Life Cycle, Figure
2.1.
Figure 2.1 The Pavement Life Cycle
This Life Cycle can act as a route map to the relevant knowledge and the appropriate levels of information
and procedures required for making knowledge-based decisions. The use of the pavement life cycle also
allows practitioners flexibility in terms of entry point. For example, only a minority of rural projects are
likely to start with new alignments, with most rural road projects being based on the upgrading of existing
unsealed roads. Hence, a more appropriate entry point for this type of project may be at Stage 6
(Rehabilitation and Upgrade Assessment); although when upgrading trails or pedestrian tracks it may be
considered that they constitute “new roads”.
There are a number of similar entry points to the cycle, as shown in Figure 2.2.
Figure 2.2 Application of the Pavement Life Cycle
A wide range of surfacing and pavement options have been established for use on LVRRs, each of which has
its own advantages and disadvantages depending on the particular circumstances in which it is to be used.
These options broadly grouped as; unsealed surfaces; surface seals; concrete pavements; block/stone
pavements and flexible pavements. The selection and eventual design of these options, which should take
into account task, whole-life costs and the governing road environment, is dealt with in a two-stage logical
process.
5.3 The sustainability matrix

The concept of overall sustainability is a crucial issue in the context of road network development. In
addition to ensuring that the design developed is technically appropriate and is within the financial
envelope, the design engineer needs to bear in mind other factors that could influence the success of the
LVR design approach, its implementation and its long term sustainability, Figure
6 Appropriate standards and specifications

6.1 General
Much recent SEACAP and ReCAP research has been aimed at deriving local specifications, designs and
techniques for improving the cost-effective provision of low volume roads sealed with a bituminous or
alternative, non-bituminous surfacing. The choice between unsealed, flexible (bituminous) and rigid
(concrete) pavements should be made on consideration of the likely cost of construction and maintenance,
the pavement life and effect on road user costs.
6.2 Outline Myanmar Standards Strategy

For Myanmar the minimum general all-season standards will be defined in detail in the National Rural Road
Standards and Specifications (NRRSS). The main objective of the standards and specifications to be applied
under this strategy is that they must be appropriate in terms of current and foreseen future usage of the
rural roads. Firstly, the standards and specifications must suit the road function and its traffic (both people
as well as vehicles). The standards and specifications must furthermore be compatible with the capacities
of the engineers and technicians that will design the roads, with the materials that are available for building
the roads, with the capacities of the contractors and laborers that will construct the roads, and with the
skill levels of the villagers and local contractors that will be involved in the maintenance of the roads.
The standards and specifications furthermore aim to achieve a balance between the costs of road
construction or upgrading, and the subsequent costs of maintaining the road, avoiding that excessive
maintenance burdens are placed on local budgets or communities, but also avoiding unnecessarily
expensive designs that quickly use up the available investment budgets. In this context, there will be some
variation between different states/regions regarding the exact type of all-season standard to be applied,
taking account of the various factors influencing the most suitable design and its maintenance (e.g. climate,
topography, soil types, construction materials, traffic volumes, etc.). The main aspects of the all-season
standard are summarized below, while further details will be provided in the NRRSS. Where there is a
difference between this strategy and the NRRSS, the NRRSS will have precedence.
6.3 Myanmar General Classification

Rural roads in Myanmar are classified into three administrative classes. The first two administrative classes
involve rural roads that belong to the core rural road network (CRRN), while the third administrative class
involves other rural roads. Class A rural roads include all core rural roads that connect village tracts or that
connect rural populations of over 1,000 people with the higher-level road network. This may involve a road
connecting a single large village, but may also involve a road (section) connecting multiple villages with a
combined population of more than 1,000 people. Due to the larger populations served by class A roads and
the importance of providing good connectivity for village development committees and for services and
facilities provided in the village tracts, higher standards and specifications will be applied to class A rural
roads.
Class B rural roads include all other core rural roads connecting villages and serving populations of less than
1,000 people. These class B rural roads serve smaller villages or fewer villages, and will have lower
standards and specifications than class A roads, but will be constructed and upgraded to an all-season
standard. Class B rural roads will generally connect to class A rural roads, although it is possible that they
connect smaller villages directly to higher-level roads or towns.
Class C rural roads include all other rural roads that are not defined as part of the core rural road network
and that do not serve as the main connection to a village. Although these class C rural roads provide
additional access to agricultural fields and link habitations that are located away from the main village, they
do not contribute to the main objective of this strategy. As such, they do not have priority for upgrading to
an all-season standard.
Class A and B rural roads will be constructed and upgraded to have an improved, unsealed surface. In most
cases this will involve a dry-bound or water-bound macadam surface, although gravel and other suitable
materials may be applied in some areas in line with the National Rural Road Standards and Specifications
(NRRSS). Such an improved unsealed road surface will allow the road to be used in most weather conditions
and throughout the year (roads may be impassable during heavy rains and periods of flooding, but this
should generally not last longer than a few days). Class A roads will gradually be further upgraded to have a
sealed surface (cement concrete or bituminous) in line with their importance and the envisaged traffic
levels of these roads. Class C rural roads will have an earthen surface and will not receive priority for
upgrading to a higher surface standard under this strategy.
6.4 General Climate Resilience Strategy

Under the National Strategy for Rural Roads and Access, use will be made of climate resilient designs that
take account of the differences in climate vulnerability (flood risk, erosion risk, rainfall, drought, etc.) in the
various parts of the country. Appropriate designs will be applied that find a balance between the risks of
climate impacts and related repair and maintenance costs on the one hand, and the construction costs on
the other hand. This will result in different areas applying different standards in line with the expected
climate impacts in those areas, reducing total lifecycle costs and increasing the sustainability of improved
access.
Climate resilient aspects in designs will primarily be evident in the level of the carriageway, the
construction materials used (to withstand flooding and erosion), the types and dimensions of drainage
structures (to deal with increased rain volumes and intensities and related peak runoff flows), and the slope
and embankment protection measures (to avoid collapse due to flooding, erosion or landslides).
In the preparation of the National Rural Road Standards and Specifications, suitable design standards for
the different areas of the country will be identified and trialed. For existing roads, climate back
strengthening will be applied, targeting possible vulnerable road sections through a spot improvement
program, linking to planned periodic maintenance works where possible. Improved maintenance will also
be introduced to reduce possible climate impacts and ensure that improvements in access levels are
sustained.
7 Phased design approach
Figure 2.3 Phased Design Flow Chart
Discuss above and reference chapter sections

Table x Pavement Options
Discuss and reference
8 References
Chapter 4 Myanmar Road Environments
1 Chapter Strategy
Going forward from the introduction to the Road Environment this chapter outlines the range of road
environments in Myanmar. Key features for the main environments are highlighted and the implications for
road design are indicated.
[Expand]
2 General Rural Network Status
2.1 Roads
It was reported as per August 2016, there are just under 60,000 miles of registered rural roads in Myanmar,
jointly managed by DRRD and MOBA; only 6% of which sealed cement concrete or bituminous surface,
while 28% had an improved dry-bound or water-bound macadam, gravel or laterite surface. Only a third of
these are likely to be passable all year round. The remaining two-thirds of the registered rural road network
consist of earthen roads that are generally only passable in the dry season. In addition, there were nearly
6,000 miles of registered tracks, ox-cart tracks and footpaths (these mainly located in Chin State, where
they form three-quarters of the registered network).
Table 1 Rural road lengths by surface type [edit to km]

DRD MOBA Total
Tracks /
State/Region Cement / Macadam Cement / Macadam roads
Earthen Earthen paths
Bituminous / Gravel Bituminous / Gravel
Naypyitaw 61 428 672 - 1,162 429
Kachin 96 421 1,512 13 482 744 3,267 -
Kayah 35 119 220 19 299 323 1,015 -
Kayin 80 528 532 113 318 222 1,793 -
Chin 19 63 1,630 8 92 1,199 3,010 5,292
Sagaing 245 1,466 5,655 43 480 646 8,536 -
Tanintharyi 220 392 1,513 39 536 524 3,223 -
Bago 156 1,620 2,438 - 4,214 -
Magway 111 1,373 4,241 - 5,725 40
Mandalay 338 1,838 2,460 - 4,636 -
Mon 185 266 389 55 194 385 1,473 -
Rakhine 99 520 1,011 38 288 330 2,285 -
Yangon 434 206 932 - 1,571 -
Shan 494 1,837 6,894 543 2,192 2,183 14,142 -
Ayeyarwady 245 810 2,353 - 3,408 -
Total 2,817 11,886 32,450 871 4,881 6,556 59,462 5,761
Percentage 5% 20% 55% 1% 8% 11% 100%
2.2 Structures
It is reported that there are currently over 23,000 registered bridges and causeways in the rural road
network, spanning a total length of over 175,000 metres. Timber bridges make up a third of the total
number and nearly half the total length. Concrete bridges make up a quarter of the number and length,
while box culverts make up 40% of the number, but only 11% of the length. Causeways are becoming
increasingly important, forming 10% of the total length. Larger suspension bridges only form 1% of the
number of bridges, but cover 5% of the total length.
Table 2 Rural bridge data (edit to Metres)

State/ Timber Concrete Box Causeway Suspension Bailey
Region bridge bridge culvert bridge bridge
# feet # feet # feet # feet # feet # feet
Naypyitaw 58 5,479 23 1,229 129 678 11 718
Kachin 282 10,977 176 3,498 149 2,426 1 400 49 10,646
Kayah 175 3,654 176 2,933 250 1,471 25 744
Kayin 88 3,473 402 10,601 415 2,610
Chin 124 10,598 10 950 246 9,049 1 140 75 15,770 3 220
Sagaing 1,452 66,651 492 13,357 946 9,532 251 12,990
Tanintharyi 382 10,806 137 7,833 285 1,542
Bago 976 33,911 461 10,163 951 5,000 21 625 10 1,122
Magway 312 13,316 205 5,130 546 3,602 206 16,144 8 3,070
Mandalay 496 17,482 386 8,095 755 4,174 230 22,895
Mon 188 5,873 689 19,254 408 2,272 30 244
Rakhine 300 7,201 639 17,982 1,269 6,131
Yangon 170 7,975 281 9,390 369 3,197 6 1,110
Shan 1,709 24,750 1,004 16,822 1,574 8,030 66 402 1 140
Ayeyarwady 592 36,627 447 23,910 1,042 5,834 6 280 1 320
Total 7,304 258,773 5,528 151,147 9,334 65,548 848 55,582 134 29,946 19 2,452
Percentage 31% 45% 24% 26% 40% 11% 4% 10% 1% 5% 0.1% 0.4%
Source: DRD August 2016
3 The Road Engineering Environment

3.1 Climate
The north-south alignment of ranges and valleys creates a pattern of alternate zones of heavy and light
precipitation during both the northeast and southwest monsoons. Most of the precipitation, however,
comes from the southwest monsoon. The west coast is subject to occasional tropical cyclones.
Currently the coastal regions and the western and south-eastern ranges receive more than 5,000 mm of
precipitation annually, while the delta regions receive about 2,500 mm. The central region is not only
positioned away from the sea but also on the drier, lee side- in the rain shadow- of the Rakhine Mountains.
Precipitation gradually decreases northward until in the so-called Dry Zone it amounts to only 500 to 1,000
mm per year. The Shan Plateau, because of its elevation, usually receives between 1,900 and 2,000 mm
annually.
3.2 Hydrology
The mountain chains also divide Burma's three main river systems, which are the Irrawaddy (aka
Ayeyarwady), the Salween (aka Thanlwin), and the Sittang rivers. Burma's longest river, the Irrawaddy
River, is nearly 2,170 kilometers (1,348 mi) long, and it flows through the country and into the Gulf of
Martaban. Fertile plains exist in the valleys between the mountain chains.
At the apex of its delta, the Irrawaddy breaks up into a vast network of streams and empties into the
Andaman Sea through multiple mouths. The many streams of the Irrawaddy delta are navigable, and there
is a regional system of inter-connecting canals.
3.3 Terrain
As a whole, Burma can be divided into five physiographic regions: the northern mountains; the western
ranges; the eastern plateau; the central basin and lowlands, and finally the coastal plains.
As a country, Burma slopes downward in elevation from the north to the south, and is naturally divided into
“Upper Burma” and “Lower Burma”. The terrain is made up of central lowlands ringed by steep, rugged
highlands. In the north, the Hengduan Shan mountains form the border with China. Mount Hkakabo Razi,
located in the Kachin State, is at an elevation of 5,881 m (19,295 ft), and is the highest point in Burma. The
mountain ranges in Burma generally run from north to south as well. Three of these mountain ranges,
namely the Rakhine Yoma, the Bago Yoma, and the Shan Plateau, all exist within Burma, and all of these
ranges run from north-to-south from the Himalayas.
3.4 Materials Properties

The availability of suitable road construction materials is vary variable throughout Myanmar as function of
geology, terrain and weathering. Figure X outlines the general geology which indicates, for example the
likelihood of hard rock sources in the mountainous and hill areas of the Shan Plateau and Chin area as
compared to the lack of suitable sources in the low lying delta areas.
Soil erosion is a serious problem and in some places in the Dry Zone the soil has been almost completely
removed by water and wind erosion. Soil erosion is particularly severe in the upland areas of Kyaukpadaung
and Chaung U, largely as a result of the high intensity of rainfall and rapid surface runoff. Moreover, since
most of the soil in thesea reas is moderately textured with a slope ranging from 5-15%, the erodibility of
the soil is also high. In Chaung U, the most severe erosion occurs in the upland areas. In contrast, the
incidence of soil erosion in the foot plain is lower. Sheet and rill erosion and vertical dissection are
widespread, resulting in an uneven topography.
Topography Region Predominant Materials

Chin Metamorphic sediments
Hilly Area
Shan Limestone/dolomite/granite
Dry Area Bago, Magway, Sagaing, Moderately weak/strong

Mandalay sandstone
Delta Area Ayeyarwaddy Alluvial sediments – sand/clay
Coastal Area Rakhine, Tanintharyi Coastal sediments. sandstone
Figure 1: Rock Types of Myanmar
Source?
3.5 Sub-grade
Sub-grade conditions vary considerably throughout Mynamar – see figure and table
Table X General Sub-grade variability
Topography Region Topography Soil
Chin Mountain Weak Soil

Hilly Area
Shan Hill/Plain Granular Soil
Bago, Magway, Sagaing,

Dry Area Flat-rolling Hard Soil
Mandalay
Delta Area Ayeyarwaddy Flat Soft clay
Coastal Area Rakhine, Tanintharyi Flat Sandy Soil
3.6 Traffic
Include some typical tables of traffic counts from contrasting areas – data from local consultants
3.7 Construction Regime

Review of contracting capabilities – see KfW reports and data from our local partners. Principal experience
in unsealed roads, macadam, penetration macadam and concrete – restriction on design options?
Current experience is that quality control and quality assurance of rural road construction is poor. It is
intended that a three-tier system of supervision and quality control will be introduced. The township staff
of DRRD and MOBA will carry out regular inspection visits to check the quality and overall performance of
the works before approving payments. This will be complemented by independent third-party quality
control consultants that will visit at least 50% of all rural road projects during implementation. These
consultants will be hired by the state/regional offices of DRRD and MOBA, and will verify the regular quality
control and supervision by township staff. Results of this state/regional quality control will be presented to
the Regional Road & Bridge Supervision Committees on a three-monthly basis. Lastly, the national offices of
DRRD and MOBA will carry out a random sampling of rural road projects and carry out a quality control in
at least 1% of all rural road projects. Results of this central level quality control together with a summary of
the state/regional quality control will be presented to the Regional Road & Bridge Implementation
Committee on a six-monthly basis
3.8 Maintenance Regime

The all-season CRRN roads will require periodic maintenance every 5-6 years, so with an average minimum
cost of US$10,000 per mile every 5 years, the average annual cost for periodic maintenance of the existing
all-season CRRN roads will start at US$ 40 million/year and gradually increase to approximately US$ 100
million/year as the length of all-season CRRN roads increases. The total costs of periodic maintenance for
the 15-year period up to 2030 is estimated to be just over US$ 1.0 billion. In addition, the routine
maintenance of all existing CRRN roads (both all-season and dry-season standard) at an average minimum
cost of US$ 400 per mile every year will require an investment of US$ 330 million over the 15-year period,
with an average annual cost of just over US$ 20 million per year.
Maintenance of CRRN roads will receive priority over the upgrading of CRRN roads to an all-season
standard or the construction of new CRRN roads. For this purpose, a minimum of 20% of the available rural
road funding will be reserved for maintenance. As the existing CRRN is upgraded to an all-season standard
and new CRRN roads are constructed, the maintenance costs will increase (especially for the periodic
maintenance of all-season roads), while the required investments for upgrading and new construction will
gradually decrease. The funding allocation for maintenance will therefore need to be gradually increased,
with an estimated minimum of 35% of available rural road funding reserved for maintenance by 2030.
Maintenance costs will to be covered by the state and regional budget allocations and the Road Fund
allocations.
4 Road Enabling Environment Factors

4.1 Rural Road Network Policy
The long-term development policy objective of the Government of Myanmar is to provide all-season access
to all villages in Myanmar. In support of this long-term development objective, this National Strategy for
Rural Roads and Access targets the next 15 years up to 2030, during which the Government of Myanmar
aims to provide all-season road access to at least 80% of the villages in each state/region in Myanmar.
4.2 Classification
Rural roads are those managed by the Department of Rural Road Development (DRRD) under the Ministry
of Construction (MOC). They not include the urban roads managed by the City Development Councils and
Town Development Councils. MBA roads - check
To ensure that available funding for rural roads and access is used efficiently and effectively in achieving
the objective of this strategy, the concept of a Core Rural Road Network (CRRN) will be applied. The CRRN
refers to the minimum rural road network in a township required to connect all villages to each other and
to the higher-level road network. Through the CRRN, villages will be able to gain access to village tracts and
the township capital, and connect to higher-level roads that link to the district capital, state/regional
capitals and major cities of the country, thus providing villages with access to all services and facilities that
the country can offer.
4.3 Standards
The Government of Myanmar aims to provide registered villages with road access of an all-season
standard. Such an all-season standard may still experience road closures during heavy rains or periods of
flooding, but such closures will be limited to a maximum of a few days, as opposed to a dry-season road
that is impassable for much of the rainy season.
Reference detail in Chapters 6,7,8
4.4 Technical Specifications

The national roads are designed to standards for highways as stipulated in the MOC Department of
Highway Road Manual, based on British standards. The road construction specifications originate from
1983 and stipulate work methods and material specifications for construction, earthwork and pavement.
Specific rural road standards are under review by MOC, coordinated by the Central Committee. All
drawings with guiding notes are presented in the MOC DRRD Book of Standard. The standard designs are
based on ORN 31. There is currently no specific guidance on the design specifications for LVRR, although
under the DRRD /WB Community Driven Development project, a guideline was issued to all field offices,
that Included are standard drawings with specifications for design (from the book of standards), and
standard Bills of Quantities for works for all road classes for earth roads, and paved roads with macadam,
concrete, bitumen seal and for bitumen overlay of macadam roads, for bridges and vented causeway,
schools and health facilities
4.5 Funding Arrangements

The total costs of construction and upgrading of the core rural road is estimated to be approximately US$
2.5 billion (MMK 3,400 billion). This includes.
• US$ 2.0 billion for upgrading the existing dry-season CRRN roads to all-season standard,
• US$ 131 million for the construction of new CRRN roads to earthen standard),
• US$ 199 million for upgrading approximately a third of these new CRRN roads to an all-season
standard,
• US$ 226 million for upgrading existing timber bridges in the CRRN.
The main source of funding for rural roads is currently the union budget allocations. The union budget
allocations for rural roads have averaged nearly US$ 150 million per year (MMK 190 billion). Although the
union budget allocations are decreasing, this is going hand in hand with the introduction of budget
allocations for rural roads from the state and regional budgets. It is therefore expected that the level of
combined government budget allocations from the union budget and the state and regional budgets can be
sustained at US$ 150 million for the strategy period, but that it will be difficult to significantly increase
these allocations due to the needs in other sectors that will put a strain on the government budgets. The
government budgets are expected to provide a total funding of at least US$ 2.1 billion for the period 2017-
2030, forming just over half the required funding. Implications – prioritisation - planning actions.
To increase the amount of funding available to the road sector, the Government of Myanmar is creating a
Road Fund. This Road Fund will provide financing for the rural road network as well as for the higher-level
trunk road network and the urban road networks managed by City Development Councils and Township
Development Councils. The Road Fund will obtain its main revenue from road user charges, including
existing tolls and vehicle fees, as well as new road user charges that will be introduced with the creation of
the Road Fund, specifically a fuel tax or levy. Subject to approval by the parliament, the Government of
Myanmar will create the Road Fund by 2020 at the latest, including a fuel tax or levy to finance it.
Through the Road Fund, an additional US$ 1.0 billion(25% of the required funding) will be made available to
for the management of the rural road network during the period from 2020 to 2030. The Government of
Myanmar will request the development partners to provide financial support to cover the remaining
funding needs for the implementation of the strategy. Asian Development Bank (ADB), the Japanese
International Cooperation Agency (JICA), the German development bank (KfW) , and the World Bank.
Over the coming 15 years, the Government of Myanmar will request development partners to provide a
total of US$ 800 million in funding to help fill the gap for financing this strategy.
Implication is that unless there are robust and mandatory standard in place each development partner will
apply their own preferred designs
4.6 Contracting regime

The implementation of all rural road works financed from the union budget and the proposed Road Fund
will be outsourced to private sector contractors or community-based groups. Procurement will be carried
out in line with The Directive on Execution of Works by Contract (2014, updated 2016) issued by the
Ministry of Construction or any national procurement legislation that may replace it.
4.7 The “Green” Environment

A body known as the National Commission for Environmental Affairs (NCEA) was initiated to act as a central
management agency for environmental matters. The creation of NCEA was a significant step towards the
integration of environmental considerations into Myanmar’s development plans. The NCEA’s main mission
is to ensure sustainable use of environmental resources and to promote environmentally sound practices in
the industrial sector and other economic activities. NCEA is responsible to formulate broad policies on
natural resource management, to prepare environmental legislation (standards and regulations) for
pollution control, monitoring and enforcement, to promote environmental awareness through public
education and to liaise as necessary with international organizations in environmental matters. (Source:
NBSAP 2011).
The National Environment Policy of Myanmar (1994) is the basis of Myanmar’s environmental statutory
framework. It calls for the establishment of sound environmental policies in the utilization of water, land,
forests, mineral resources and other natural resources; the policy also promotes the integration of
environmental considerations into the development process. The policy is supported by the 2008
constitution that empowers the Government to conserve Myanmar’s natural environment and enables
Parliament to enact environmental laws. In 2009 NCEA published the National Sustainable Development
Strategy (NSDS) for Myanmar which has been formulated through the combination of consultative forums
and multi-stakeholders mechanisms in collaboration with UNEP. In 2012 the Ministry of Environmental
Conservation and Forestry (MOECAF) enacted the Environmental Conservation Law and has started drafting
subsidiary regulations to enact legislation, including Impact Assessment Procedures (see section 3.3 below).
The National Biodiversity Strategy and Action Plan (NBSMP) was adopted in May 2012 with the objective to
guide the integration of conservation and the sustainable use of biodiversity. The 30-year Forest Master
Plan (2001 – 2029) mandates the increase of the Permanent Forest Estate PFE (constituted by reserved
forests and public protected forests) to 30% and of PAs to 10% of the total country area. A new national
Land Use Policy is currently being developed in a consultative process led by MOECAF. Its objective is to
harmonize land use in a beneficial way, to develop and conserve environmental and land resources of the
State, to protect land use rights of the citizens and to improve the land administration system.
The above mentioned Environmental Conservation Law (2012) establishes the requirement to undertake an
Environmental Impact Assessment (EIA) for any proposed development project. The details of the process
are set out in the (Draft) Environmental Impact Assessment Procedures which are expected to become
effective in early 20151. According to these Procedures the EIA process commences with the Project
Proponent submitting his Project Proposal to the Director General of the Dept. of Environmental
Conservation under the MOECAF to undertake initial screening and to determine the appropriate level of
environmental assessment.
Annex A4 of the (draft) EIA Procedure provides criteria for the categorization of economic activities with
their required levels of assessment - either IEE or EIA. The criteria applying to transportation projects and
the extraction of construction materials are given in Table 2:
Type of Economic Activity Criteria for IEE Type Criteria for EIA Type of
of Economic Activity Economic Activity
Transportation projects
125. New Road Construction or Widening Length ≥ 50 -100km Length ≥ 100 km
(national, provincial, district & urban roads)
126. Road Improvement (national, Length ≥ 50 km Any road project where the IEE
provincial and district roads) process yields to do so
Construction materials
83. Raw materials for construction ≥ 30 000t/a - 50 000t/a ≥ 50 000t/a
Criteria defining IEE or EIA type of activities as per the (draft) EIA Procedures
5 Design implications
5.1 Climate resilience and sustainability
The NSRRA directs that use will be made of climate resilient designs that take account of the differences in
climate vulnerability in the various parts of the country. Appropriate designs must be applied that find a
balance between the risks of climate impacts and related repair and maintenance costs on the one hand,
and the construction costs on the other hand.
This will result in different areas applying different standards in line with the expected climate impacts in
those areas, reducing total lifecycle costs and increasing the sustainability of improved access. Climate
resilient aspects in designs will primarily be evident in the level of the carriageway, the construction
materials used (to withstand flooding and erosion), the types and dimensions of drainage structures (to
deal with increased rain volumes and intensities and related peak runoff flows), and the slope and
embankment protection measures (to avoid collapse due to flooding, erosion or landslides). The implication
is that LVRR designs must be appropriate for the different areas of the country.
5.2 Asset Management

For existing roads, climate back strengthening should be considered, targeting possible vulnerable road
sections through a spot improvement program, linking to planned periodic maintenance works where
possible. Improved maintenance procedures should be designed to reduce possible climate impacts and
ensure that improvements in access levels are sustained
4
List of Activities requiring IEE or EIA
Will allocations to rural road maintenance being line with these needs to ensure that roads do not
deteriorate and that the achieved access levels are sustained. Implications - Focus on well designed and
constructed low-maintenance roads.
5.3 Regional Challenges

Coastal Area Challenges:
• Vertical alignment
• Surges- sea level rise
• Erosion protection
• Climate – storm impact
• Structures design
• Construction materials
Delta Challenges:
• Narrow embankment
• Canal/river one side
• Potential soft foundations
• Lack of stone for construction
• Lighter traffic?
• Climate Impact - floods
Dry Zone Challenges:
• Poor horizontal/vertical alignments
• Spot sealing
• Heavy trucks (overloading?)
• Construction Planning: water/drought
Mountainous Challenges:
• Narrow alignments
• Steep gradients
• Geometric exceptions
• Flash floods
• Safety
• Roadside instability
• Erosion
6 References
Gov of Myanmar, 2017. National Strategy for Rural Roads and Access
Hadden R L, 2008. The Geology of Burma (Myanmar): An Annotated Bibliography of Burma’s Geology,
Geography and Earth Science.
Cartier van Dissel S, Starkey P and Véron-Okamoto A, 2015. Republic of the Union of Myanmar: Rural
Access and Road Management. ADB Transport Sector Policy Note

Development of A Design Manual For Low Volume Rural Roads in Myanmar

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Development of A Design Manual For Low Volume Rural Roads in Myanmar

Uploaded by

Copyright:

Available Formats

Development of a Design Manual for Low Volume

Rural Roads in Myanmar

H.P. Gauff Ingenieure GmbH & Co. KG -JBG-

Quality assurance and review table

Tables and Figures

Figure 1 LVRR Environment .........................................................................................................................................9

Research for Community Access Partnership (ReCAP)

 Adjusting the overall manual structure

 Preparing Drafts for Section A; Key Principles; Chapters 1 to 4

2.1 Project Description

2.2 The LVRR Environment

Figure 1 LVRR Environment

ENGINEERING ENVIRONMENT OPERATIONAL ENVIRONMENT

Construction Regime Contracting Regime

Maintenance Regime "Green" Environment

Source: J Cook et al, 2013

2.3 Implications for the Project

3 Previous Work Undertaken (25th January – 10th May)

3.1 Activities during and after the Inception Period

Table 1 List of Activities (25 January - 10 May)

6 Preparation of Design Manual1 Preparation of Breakdown of On-going

3.2 Review and Feedback

Table 2 Comments and Response

Contracted date Submission Date Submission Date

Workshop #1 Report 15.03.2019 15.03.2019 25.03.2019 02.04.2019

Progress Report #1 10.05.2019 13.05.2019 04.06.2019 21.06.2019

3.3 Project Management

4.1 Drafting of Manual

The overall Design Manual Structure is presents in Figure 2.

13. Technical Audit

ToR Design Manual Chapter

– Planning of route selection and survey Chapters 5 and 6

– Analyses assessment of subgrade vs Chapters 6, 7 and 8

– Recommendation on appropriate Chapter 8, with ref to Chapter 7.

– Roadside stabilization techniques Chapters 8 and 10

– Rural Road Maintenance Management Chapters 2,7 w/ref to 11

4.2 Road Class and Surface Conditions2

Classification Road Description

5.1 Way Forward

Table 5 Reference adjusted Programme

Milestone Contracted Delivery

Table 6 Author’s Schedule: Completed Status and Target Dates

Table 7 Manual Staffing Input

Chapter Chapter Title Main Contributor3

2 Preliminary discussions with DRRD TL

3 Review AsCAP MYA2118B Report SA

4 Review available documents from DRD and other sources SA, AA

5 Prepare outline ToR for Design Manual TL

6 Liaiase with NRRSS Team and review status TL

7 Prepare presentations for Stakeholder Workshop No.1 TL, SA

8 Stakeholder Workshop No.1 TL, SA

9 Prepare Inception Report TL

10 Review and feedback by DfID and DRRD

Preparation of Design Manual

1 Road classification and standards TL

3 Traffic Surveys TPS

4 Pavement Deisgn and surface options TPS

5 Hydrology and drainage design HE

8 Prepare typical cross sections CAD

9 Road Maintenance Management TL

10 Prepare draft Design Manual TL, SA, AA

11 Review and feedback by DfID and DRRD

12 Prepare presentations for Stakeholder Workshop No.2 TL, SA