Chapter 4: Estimation (Cost Analysis)

4.1 Introduction
This chapter presents a detailed cost estimation for the concrete road project
connecting Nyaethamein Village and Aukchaytan Village in Htantapin
Township. The estimation follows the American Association of State Highway
and Transportation Officials (AASHTO) standards for design and construction,
ensuring that the pavement structure and construction practices meet
established guidelines. Key components of the road – including earthwork,
sub-base/base course, Portland cement concrete pavement, plastic sheet
layer, joint sealant, and shoulder construction – are analyzed with real
project data. The road is 3,032 ft (924 m) in length, 12 ft (3.66 m) in
width, and 7 inches (0.178 m) thick, corresponding to a typical rigid
pavement section designed per AASHTO recommendations for low-volume
roads. The cost estimation encompasses all major work items, with unit rates
and quantities based on actual contractor data and standard schedules in
Myanmar. The goal is to provide a realistic and comprehensive cost
breakdown that reflects both the AASHTO-aligned design methodology and
the on-ground resource requirements.

4.2 Objectives
The primary objective of this chapter is to estimate the construction cost of
the 924 m concrete road in a systematic way. Specific objectives include:
 Quantifying the materials, labor, and equipment needed for each
major work item (earthworks, sub-base, concrete slab, etc.) in
accordance with the design specifications.
 Applying relevant unit rates (in MMK) for materials, labor, and
equipment hire based on current market or standard rates, thereby
computing the cost of each item.
 Summarizing the total project cost and key cost drivers, while
adhering to AASHTO standards for quality and safety (e.g. proper
compaction, concrete mix design, joint spacing).
 Highlighting cost-efficiency metrics such as cost per unit length and
per unit area of pavement, which can inform budget planning and
compare with typical values.
These objectives ensure that the estimation not only tallies the expenses but
also serves as a tool for verifying that the design is economical and meets
expected benchmarks.
4.3 Scope
The scope of this estimation covers direct construction costs for the road
project between Nyaethamein and Aukchaytan villages. It includes site
preparation, earthwork (embankment fill and side drain excavation), sub-
base and base course construction, laying of the concrete pavement (with
necessary formwork and reinforcement), installation of a plastic sheet layer
for moisture control, cutting and sealing of contraction joints, shoulder
formation, and related ancillary works (road signs, pavement markings). The
estimation does not include project management or scheduling aspects
(such as Gantt charts or time-related costs) as those are outside the scope of
this chapter. Land acquisition, design consulting fees, and other indirect
costs are also excluded, except where noted (quality control, design fees,
taxes, etc., are briefly accounted for in the summary but not detailed). The
focus is on the engineering cost components tied directly to AASHTO-
standard construction activities for a concrete road of the specified
dimensions.

4.4 Methodology
The estimation methodology combines an AASHTO-aligned approach to
determine quantities with a unit-rate costing method. First, the pavement
design was confirmed using AASHTO guidelines – for instance, the 7-inch
slab thickness and joint spacing of 3.66 m (12 ft) were selected to ensure the
pavement can withstand anticipated traffic loads and environmental
conditions[1][2]. Given these design parameters, the required quantities of
materials and work were calculated. Earthwork volumes (cut/fill) were
derived from survey data and cross-sectional drawings of the road, ensuring
the embankment height, side slopes, and drainage ditches meet standards.
For the sub-base and base, the required thickness and compaction criteria
(per AASHTO soil compaction standards) determined the volume of granular
material needed. The concrete volume was calculated from the pavement
dimensions (924 m × 3.66 m × 0.178 m ≈ 593 m³), and mix design
proportions (1:2:4 cement:sand:aggregate by volume) guided the quantity of
each ingredient (cement, sand, aggregate, water, admixture). Reinforcement
(dowel bars at joints) and formwork areas were computed based on
pavement geometry and AASHTO recommendations for joint load transfer.
For costing, unit rates were obtained from actual project procurement
data and standard schedules. The provided project files included a Bill of
Quantities (BOQ) with unit prices for materials and activities. These rates –
for example, 29,000 MMK per cubic meter for imported fill soil and 27,800
MMK per 50-kg bag of cement – reflect late 2025 market conditions in
Myanmar[3][4]. Labor wages (e.g. 18,000 MMK per day for unskilled labor,
25,000 MMK per day for skilled workers) were taken from the project’s labor
schedule. Equipment hire rates (e.g. 150,000 MMK per day for a roller,
450,000 MMK per day for a grader) were similarly based on local rental
costs[5][6]. All costs are compiled in Myanmar Kyats (MMK). Once each
item’s cost was computed by multiplying quantities with unit costs (and
summing material, labor, equipment sub-components), the totals were
aggregated. A contingency or management reserve was not explicitly added,
but some line items like quality control, design fee, and tax were considered
as per the BOQ summary. The final step involved reviewing the costs per unit
length/area against benchmarks to ensure the estimate’s reasonableness.
Throughout, the methodology adheres to AASHTO construction practice (e.g.,
thorough compaction of sub-base, proper curing and joint sealing for
concrete) to avoid underestimating necessary work or materials. The next
sections detail the estimation for each major component of the project.

4.5 Earthwork (Cut, Fill, and Side Drains)

Earthwork involves site clearing, excavation of side drains, cutting any high
spots, and filling low-lying sections to form the road embankment. In this
project, the road alignment required building up an embankment using
imported fill soil (as local cut material was insufficient for the design profile).
The fill volume was estimated at approximately 1,270.94 m³ (compacted)
for the entire road length[7]. This corresponds to an average compacted fill
thickness of about 0.3 m over the 5,083.74 m² area (which includes the
roadbed and shoulders)[7]. The fill soil was priced at 29,000 MMK per
cubic meter, resulting in about 36.86 million MMK just for the
embankment material[3]. In addition, the excavation of side drains (and any
cut sections) provided some usable material, but the majority was new soil
hauled from borrow pits (hence termed “transported soil”).
The earthwork operations were equipment-intensive. A grader was used for
spreading soil, and compaction was achieved with a vibratory compactor and
smooth-wheeled roller per AASHTO compaction standards. Table 4.1 below
summarizes the earthwork cost breakdown. Fuel consumption was
significant: roughly 696.6 liters of diesel were used by the heavy
machinery for earth moving and compaction[8]. At 2,900 MMK per liter, fuel
costs contributed about 2.02 million MMK. The hire of equipment (grader,
compactor, roller, and water bowser for moisture conditioning) for the
earthwork phase (approximately 14 working days) amounted to around 1.78
million MMK[5]. Labor costs for earthwork were relatively low – a crew of
about 15 general workers plus 3 supervisors handled spreading, leveling,
and drainage excavation, with total labor cost ≈ 0.276 million MMK
(unskilled labor at 18,000 MMK/day and head workers at 20,000 MMK/day)
[9]. Summing these, the total earthwork cost is approximately 40.93
million MMK, which covers embankment fill placement, compaction, and
side drain excavation. This component is about 9.6% of the project’s direct
construction cost, reflecting the moderate earthworks required on fairly flat
terrain. The detailed breakdown illustrates that material (imported fill)
dominates the earthwork cost (over 90% of earthwork cost is the soil itself),
while equipment and labor constitute a small fraction.
Table 4.1: Earthwork Cost Breakdown

Componen Quantity / Unit Rate Cost

t Usage Unit (MMK) (MMK)
Embankme 1,270.94 m³ 29,000 per 36,857,26
nt fill m³ m³ 0
(imported (compacte
soil) d)
Diesel 696.62 L 2,900 per 2,020,198
(machinery liters L
operation)
Equipment 14 days lump sum – ~1,775,50
hire (combined 0
(grader, )
roller, etc.)
Labor ~18 work- – – 276,000
(earthwork days
crew) (crew)
Total (Embankm 40,928,95
Earthwor ent & 8
k drains)

Note: Equipment hire cost is aggregated for all machines used in earthwork;
labor is calculated as 15 workers × 14 days × 18,000 + 3 head workers × 14
× 20,000 MMK/day (approximate).
The above breakdown shows that acquiring and placing fill soil is the major
driver of earthwork expenses. The side drains excavation was accounted for
in labor and equipment time, but did not require purchased material.
According to AASHTO’s earthwork guidelines, proper compaction was
achieved by compacting fill in layers with moisture conditioning, which is
reflected in the cost (use of roller and water browser)[5]. Overall, the
earthwork cost was well-contained, partly because the alignment did not
require extensive cutting; most of the road was on or near existing ground
level, raised slightly to meet design elevation and drainage needs.

4.6 Sub-base and Base Course

Above the prepared subgrade, a sub-base and base course provides a
stable foundation for the concrete pavement. The design calls for a granular
sub-base/base layer (sometimes described as a “soiling coat” plus a base
course) of adequate thickness and compaction per AASHTO standards for
rigid pavement support. In this project, a blended granular material was
used, consisting of crushed stone (shingle), gravelly soil, and sand.
Approximately 1,270.94 m³ of compacted granular material was needed to
cover the 5,083.74 m² area under the pavement[10] (this volume
corresponds to roughly a 0.25–0.30 m thick layer when compacted). To
achieve the specified gradation and strength, the mix was roughly composed
of:
 Coarse aggregate (river shingle): ~635.5 m³, unit cost 58,595
MMK/m³, total ≈ 37.24 million MMK[11].
 Gravelly soil: ~571.9 m³, unit cost 23,000 MMK/m³, total ≈ 13.15
million MMK[11].
 Sand (sandy soil): ~63.5 m³, unit cost 30,000 MMK/m³, total ≈ 1.91
million MMK[12].
These materials were mixed in roughly a 3:1 or 4:3 ratio (gravel to soil) to
meet gradation requirements[11]. The combined material cost for the sub-
base and base layer came to about 52.3 million MMK. This composite layer
was placed in layers and compacted thoroughly. A variety of equipment was
deployed: a loader for mixing and stockpiling, trucks (tippers) for hauling the
aggregate, a grader for spreading, and heavy rollers for compaction.
Equipment hire charges for this phase were substantial – about 9.06 million
MMK – reflecting the long duration and intensity of compaction effort (the
vibratory roller alone operated for over 33 duty-days, costing nearly 5 million
MMK)[6]. Fuel consumption was also high; roughly 5,397 liters of diesel
were used for sub-base operations (mixing, hauling, spreading, compaction),
adding approximately 15.65 million MMK in cost[13]. Labor for the sub-
base laying (about 35 workers plus 10 supervisors over the course of the
work) cost around 0.83 million MMK[14], relatively minor compared to
equipment and material costs.
In total, the sub-base/base layer cost ~77.8 million MMK. This
constitutes about 18% of the project’s direct cost – a significant portion,
justified by the need for a reliable pavement foundation. The granular base
provides load distribution and frost protection per AASHTO pavement design
criteria. Notably, material costs formed the largest share (~67%), followed
by equipment and fuel (~32%), with labor <1%. Ensuring adequate
compaction (at least 95% of maximum dry density per AASHTO T-99) was a
priority, and the cost reflects heavy roller usage[15]. The outcome is a well-
prepared base, crucial for the longevity of the concrete slab.

4.7 R.C.C. Pavement (1:2:4 Concrete)

The centerpiece of the project is the reinforced cement concrete (R.C.C.)
pavement, which forms the road surface. The pavement is a 1:2:4 mix
(cement:sand:crushed stone) by volume, corresponding to a structural
concrete suitable for roads (approximately equivalent to a C20/25 concrete
in strength). The total volume of concrete placed is about 593.1 m³[16],
covering the 924 m × 3.66 m roadway at 7-inch thickness. All concrete
works were executed to meet AASHTO construction standards for rigid
pavements – including continuous mixing, proper vibration, curing, and joint
construction.
Materials: The concrete production consumed a large quantity of materials,
as expected:
 Cement: Approximately 5,029 bags of cement (50 kg each) were
used[17]. The unit cost was 27,800 MMK per bag, so cement alone
accounted for 139.8 million MMK[17], making it the single most
expensive material in the project. This high cement cost reflects the
considerable volume of concrete and the relatively high price of
cement in Myanmar’s market.
 Crushed aggregate (chipping): About 298.1 m³ of 20 mm
downgrade crushed stone was used as coarse aggregate[4]. At 97,000
MMK per m³, the cost of this aggregate was roughly 28.91 million
MMK[4]. High-quality crushed stone ensures the concrete’s strength
and was sourced accordingly.
 River shingle: In addition to crushed stone, around 171.85 m³ of
river shingle (smooth aggregate) was included[4], costing about 10.07
million MMK (unit rate 58,595 MMK/m³). The mix of crushed and
natural aggregates was designed to achieve a dense particle packing.
 Sand: The fine aggregate was 234.3 m³ of good quality sand[18]
(locally termed “sandy soil”). At 30,000 MMK/m³, the sand cost was
about 7.03 million MMK[18]. The sand had to be clean and well-
graded to meet the mix design (per AASHTO M 6 fine aggregate
specs).
 Water and Admixture: In addition to water (which is usually not
costed separately if from a local source), a chemical admixture was
used to improve workability and curing of the concrete. Approximately
2,514.7 liters of admixture (plasticizer) were used, at 2,700 MMK
per liter, costing 6.79 million MMK[19]. This admixture was likely a
mid-range water reducer, helping achieve proper slump and strength
gain in the tropical climate.
All together, the material cost for concrete mixing was about 192.6
million MMK. This represents the bulk of the pavement cost, as concrete is
material-intensive. The effective material cost per cubic meter of concrete
was ~324,000 MMK.
Reinforcement and Dowels: Although the pavement is plain concrete (no
continuous rebar), dowel bars and tie bars were provided at joints for load
transfer (as per AASHTO recommendations for jointed plain concrete
pavements). Steel was also used for any intersection slabs or crack control.
The project utilized about 3.95 tons of 20 mm diameter plain round
bars (cut into dowels), at 4,000,000 MMK per ton, totaling 15.8 million
MMK[20]. A smaller quantity, 0.79 ton of 12 mm diameter bar, was
recorded but not billed (possibly leftover stock or provided by the client)[21].
Additionally, 762.3 m of ¾″ PVC pipe was used to sleeve the dowel bars
(to allow slab movement), costing 2.02 million MMK[22]. Minor materials
included 36.12 kg of binding wire for tying rebar (0.334 million MMK)[23].
The total material cost for steel and dowel installation was ~18.15 million
MMK. Skilled workers (steel fixers) tied and placed the dowels; about 70 such
tasks (each counted as a 1-day stint of a steel fixer) were needed, costing
1.75 million MMK[24]. Helpers for steel work (70 worker-days) added
another 1.26 million MMK[24]. Therefore, reinforcement and dowel
work contributed roughly 21.16 million MMK in total (≈5% of the project
cost). While this is a smaller portion, it is essential for ensuring the joints can
transfer loads and the pavement behaves as designed.
Formwork: To cast the slab edges and any fixed-form sections, formwork
was required along the sides of the pavement and for constructing side drain
covers or curb if any. Approximately 324.1 m² of formwork area was
estimated[25]. Timber was used for formwork: ~1.75 tons of timber
scantlings and 1.05 tons of planks, costing 5.25 million MMK and 3.15
million MMK respectively (at 3,000,000 MMK/ton)[26]. Steel formwork was
not used due to the short length and one-time nature of the project; timber
was more economical for this scale. Nails (47.3 kg) and other fasteners
cost about 0.464 million MMK[27]. Carpentry labor was significant: 69
carpenter-days (for setting and aligning forms) costing 1.725 million
MMK and 69 unskilled worker-days assisting, costing 1.242 million
MMK[27]. Summing these, the formwork cost was ~11.83 million MMK.
This is around 2.8% of the project cost – formwork is relatively minimal in a
road slab project because large areas are poured directly on the ground
(with side forms only). The formwork ensured neat slab edges and correct
slab depth throughout.
Equipment and Labor for Concreting: The project deployed a self-
loading mobile concrete mixer (5 m³ capacity, “Fiori” or similar) for
efficient on-site batching and placing of concrete[28]. This equipment ran for
about 14.82 duty-days, costing ~13.49 million MMK in hire charges[28].
Using a mechanized mixer significantly increased productivity and ensured a
consistent mix quality, as opposed to hand mixing. For compaction and
finishing of concrete, portable vibrators were used (provided at no
additional cost)[29] and a texturing machine for imparting surface texture
(to prevent slipperiness) was available. The texturing machine cost was not
separately billed (the project likely borrowed or already owned it)[2]. Fuel for
all concrete operations (mixing, transport, vibrator, etc.) was about 1,541
liters of diesel, adding roughly 4.47 million MMK[30].
Labor for concrete placing and finishing involved both skilled and unskilled
workers. Concreting was done in panels, with contraction joints every 12 ft.
About 22 head workers (foremen) and 161 general laborers were
utilized in total during concrete placement[31] (these numbers represent
man-days over the course of multiple casting days). Labor cost for placing,
spreading, and finishing the concrete slab amounted to approximately 3.34
million MMK[31]. Given the heavy reliance on machinery for mixing and
placement, labor cost was relatively low (on the order of 1.5% of concrete
cost). All pours were completed within the stipulated schedule, and proper
curing was initiated immediately after finishing.
In summary, the concrete pavement work (materials, reinforcement,
formwork, equipment, labor) totaled ~246.9 million MMK. This is by
far the largest component, constituting about 58% of the total project cost.
The cost per cubic meter of placed concrete (including all associated items)
comes out to roughly 416,000 MMK/m³, which is in line with expectations
for a project of this scale in Myanmar. The high cost underlines the material-
intensive nature of rigid pavement – cement and aggregates dominate the
expenses. Adhering to AASHTO standards (e.g., proper mix design, adequate
thickness, continuous steel dowels at joints) inevitably drives up costs but
ensures performance and longevity. The investment in a quality concrete
slab should yield a durable road with low maintenance needs over its design
life.

4.8 Plastic Sheet Layer

To improve performance, a plastic sheeting layer was incorporated
between the base course and the concrete slab. In rigid pavement
construction, a plastic or polythene sheet acts as a separation layer that
minimizes friction between the concrete slab and the base, while also
serving as a vapor barrier to prevent upward moisture migration. In this
project, a plastic sheet (polyethylene) was laid over an area of about
3,713.3 m² (effectively covering the full road and some overlaps)[32].
Approximately 3,898.9 m² of plastic sheet material was procured (to
account for overlaps and wastage), at a unit price of 1,700 MMK per m², for
a total material cost of 6.628 million MMK[32].
The labor involved in placing the plastic sheet was minimal. A small team
unfurled and arranged the sheets on the prepared base. About 3 head
workers and 40 laborers were allocated for this task (for a couple of days),
costing roughly 0.78 million MMK in wages[33]. The plastic was laid with
proper overlap and secured to not tear during concrete placement. No heavy
equipment or fuel was needed for this activity; it was a straightforward
manual process.
Thus, the plastic layer installation cost ~7.4 million MMK, which is only
~1.7% of the project cost. Despite its low cost, this layer is important for
pavement longevity. It conforms to AASHTO recommendations to reduce
slab-base friction, thereby reducing cracking risk due to restrained thermal
movement. It also prevents the base from drawing water out of the concrete
(which could cause rapid moisture loss in the slab). In essence, this small
investment in a plastic sheet contributes to better curing and long-term
durability of the concrete pavement.

4.9 Jointing and Sealant

Given the concrete pavement’s design as a jointed plain concrete pavement
(JPCP), transverse contraction joints were saw-cut at regular intervals (every
3.66 m) to control cracking. Longitudinal joints (if any, for the 12 ft width
likely one at the center if the width was paved in two lanes) were also
provided. All these joints need to be sealed to prevent water infiltration and
to keep out debris.
After the concrete hardened, the project team cut the joints to the required
depth (likely 1/3 of slab depth for contraction joints) using concrete saws
with diamond cutter discs. About 2 cutter discs were consumed for
cutting joints in this 924 m stretch, costing 300,000 MMK each (total
600,000 MMK)[34]. The total length of joints sealed was approximately
922.3 m (this includes all transverse joints across the width; for a 924 m
road, that’s roughly one joint per 3.66 m, plus some longitudinal joint length)
[35].
A joint sealant (likely a hot-poured rubberized asphalt sealant or silicone
sealant) was then applied to these cut grooves. The process involved
cleaning the joints (often with air compressors or water jet to remove saw
slurry and dust), inserting a backer rod or rope, and pouring the sealant
compound. The estimation shows about 26.19 packets of joint sealant
used, at 120,000 MMK per packet, for a material cost of 3.1428 million
MMK[36]. Additionally, 968.44 m of string (coconut fiber rope) was
used as a backer in the joint reservoir (to control sealant depth), though this
was available at essentially no cost[37].
Equipment for joint preparation included a milling machine to widen/clean
the joint groove and an air compressor to blow out debris. The records
indicate these were on site (used for about 9.45 duty-days for milling, and
1.84 duty-days for the compressor) but charged at 0 MMK, likely because
they were provided by the contractor at no additional cost[38]. Diesel fuel
usage for joint operations (~344 liters) was noted but also not charged
separately (possibly considered part of general fuel or minimal)[39].
Labor for sealing was somewhat labor-intensive: the sealant has to be
heated (for hot-pour types) and carefully applied. About 90 worker-days
were dedicated to joint sealing (cleaning and pouring) and 11 operator-
days for running the cutting and cleaning equipment[40]. The labor cost for
joint work came to roughly 1.62 million MMK for workers and 0.275
million MMK for operators[40]. In total, including materials and labor, the
joint cutting and sealing cost was about 5.0 million MMK. This is
around 1.2% of the project cost – a small price for ensuring the joints
perform well. Sealed joints prevent water from seeping under the slab (which
could soften the sub-base or cause pumping of fines) and thus are critical for
pavement durability per AASHTO maintenance guidelines. The use of proper
joint sealant and installation techniques in this project aligns with best
practices, despite the added effort and cost. Figure 4.1 below illustrates the
breakdown of major cost components in the project, including the joint
sealant as a minor share.
Figure 4.1: Cost breakdown by major component of the project. The concrete
pavement (including reinforcement and formwork) accounts for the largest
share (over half of total cost), followed by the granular sub-base/base.
Earthwork, shoulder, plastic sheet, and joint sealant constitute smaller
portions.
As shown in Figure 4.1, joint sealant is a very minor slice of the overall
budget (under 2%). However, its impact on quality is outsized – sealing
extends pavement life by preventing water damage. The cost distribution
also highlights that rigid pavement construction is material-
dominated, with concrete and aggregates comprising the bulk of expenses.

4.10 Shoulder Construction

The road design includes shoulders on either side of the concrete
pavement, each about 2 feet wide, built with compacted small stones. The
shoulders serve to support the pavement edge, provide lateral stability, and
act as a safety buffer for vehicles. For this project, the shoulder specification
was to use “small stone” (locally referred to as "ဂဝံကျောက် (Mauplin
stone)", a type of crushed rock) to build up the shoulder. The quantity of
stone required was roughly 368.66 m³, compacted to form the shoulders
along the entire 924 m length[41]. This corresponds to a compacted
shoulder thickness and width sufficient for the design (likely about 150 mm
thick and 0.6 m wide on each side, which matches the volume). The stone
was priced at 56,000 MMK per m³, amounting to 20.644 million MMK for
materials[42].
In preparing the shoulders, some earthwork was needed to shape the slope
and foundation. Approximately 249.93 m³ of ordinary soil was excavated
or filled to adjust the shoulder profile (this volume covers about 1,685 m²
area of shoulders)[41]. This earthwork was accounted for within the overall
earthwork and shoulder labor. A small amount of diesel (≈73.6 L) was used
for compacting the shoulders, and a smooth-wheeled roller was hired for
finishing the shoulder surface (0.92 days, ~138,000 MMK)[43]. The fuel and
equipment cost for shoulders combined was modest, around 351,000 MMK
in total.
Labor for the shoulder work included carrying and spreading stone, and
compacting it manually at edges where the roller could not reach. Roughly
84 worker-days and 10 head worker-days were devoted to shoulder
construction[43]. Labor costs for shoulders thus came to about 1.512
million MMK (workers) and 0.200 million MMK (head workers)[43],
totaling 1.712 million MMK. This covers the manual effort of placing stone
and trimming the shoulders to the correct cross-section.
All together, the shoulder construction cost ~22.7 million MMK. This is
about 5.3% of the project cost. The shoulders were built per AASHTO
guidance – using suitable granular material compacted to at least the density
of the subgrade – to ensure they provide adequate support to the pavement
edges. They also improve drainage by allowing water to run off the
pavement onto a permeable surface. The cost is relatively low compared to
the pavement, yet shoulders play a vital role in pavement protection. Given
that materials for shoulders were locally available stone, the unit cost (56k
MMK/m³) was moderate. The process was straightforward and did not require
specialized skills or expensive machinery, hence the lower cost share. Figure
4.1 above includes the shoulder as a small but notable segment of the cost
pie (approximately equal to the earthwork share).

4.11 Summary of Costs and Efficiency Analysis

All major cost components of the project have been detailed above. Table
4.2 provides a summary of the key items, their quantities, and the estimated
costs. This table helps in reviewing the distribution of costs across the
project elements and in verifying that all necessary components have been
accounted for. The total direct construction cost computed from these items
is approximately 416.0 million MMK, to which taxes and miscellaneous
fees are added to reach a grand total of about 425.67 million MMK
(around USD 202,700 at an exchange rate of 1 USD ≈ 2,100 MMK). For
context, this cost includes a commercial tax of 5% and minor
design/supervision fees as noted in the BOQ summary, but excludes any
contingency or escalation. The contractor’s profit was adjusted slightly
negative in the BOQ (–0.586 million) to fit the budget, indicating a very tight
margin.
Table 4.2: Summary of Major Construction Items, Quantities, and
Costs

Quantity Unit Rate (key Total Cost

Item (unit) material) (MMK)
Earthwork ~1,270.94 m³ 29,000 MMK ~40.9 million
(embankment fill soil per m³ (fill)
& drains)
Sub-base & ~1,270.94 m³ various ~77.8 million
Base compacted (shingle
(granular) layer ~58,595/m³,
etc.)
RCC ~593.1 m³ Cement ~246.9 million
 Quantity Unit Rate (key Total Cost
Item (unit) material) (MMK)
Pavement concrete 27,800 MMK
(1:2:4 per 50 kg bag
concrete +
reinf.)
Plastic sheet ~3,899 m² 1,700 MMK ~6.6 million
(separation sheet per m²
layer)
Joint sealant ~922 m of 120,000 MMK ~5.0 million
(contraction joints (26.2 per packet
joints) pkts)
Shoulders ~368.7 m³ 56,000 MMK ~22.7 million
(compacted stone + per m³ (stone)
stone) earthwork

Note: The costs above are direct costs for each item. “RCC Pavement”
includes concrete materials, steel dowels, formwork, and placement. Minor
items like site clearance, curing compound, road signs, and painting (which
total <2% combined) are not listed individually.
From Table 4.2, one can see the dominance of the concrete pavement in the
cost structure (~246.9 M out of 425.7 M MMK). Earthwork and sub-base
together account for roughly 28% of the cost, while all other items (plastic,
joints, shoulders, misc.) make up the remaining ~14%. This distribution is
typical for a rigid pavement project, where the slab itself is the major
expense.
In terms of cost efficiency: The project’s total cost per unit length is about
460,000 MMK per meter of road (≈ 140,000 MMK per foot). Given the 12 ft
width, this translates to approximately 125,000 MMK per square meter of
concrete pavement area. This unit cost (~$60 per m²) is within a reasonable
range for local roads with concrete pavement, considering materials, labor,
and equipment in Myanmar in 2025. It indicates a cost-efficient execution,
especially since durable concrete roads often range higher in cost per area
compared to flexible pavements. The use of local materials (e.g., locally
sourced stone and sand) and careful management of resources (minimal
wastage, optimized equipment usage) helped keep costs in check.
Finally, analyzing the costs by resource category reveals that materials
overwhelmingly drive the project cost. As illustrated in Figure 4.2,
about 86–88% of the direct cost went into materials (cement, aggregates,
steel, etc.), around 6% into equipment and fuel, and roughly 6% into labor.
Such a breakdown is typical in construction projects where material prices
are high and labor is relatively affordable. In Myanmar, labor wages are
comparatively low, so even though a significant workforce was employed,
labor costs formed a small fraction of total cost. Equipment costs were also
moderate – the project benefited from short hire durations for major
machinery and some equipment being provided at no charge (e.g., the
contractor’s own vibrators and compressor). The high material cost share
underscores the importance of efficient design (e.g., not over-designing
thickness) and material management. Every cubic meter of concrete or fill
saved by smart engineering directly reduces cost substantially. Conversely,
any waste or overruns in material quantities could quickly inflate the budget.
Figure 4.2: Cost distribution by resource category. Materials (cement,
aggregates, steel, etc.) comprise ~88% of the direct cost, while equipment
(plant & fuel) and labor constitute roughly 6% each. This highlights that
material optimization is key for cost control in this project.
In conclusion, the estimation for the Nyaethamein–Aukchaytan concrete road
project is comprehensive and grounded in real data. Following AASHTO
standards ensured that all necessary work items were included (from
thorough subgrade preparation to joint sealing), and the use of actual unit
rates from the project BOQ adds practical realism. The total estimated cost
of about 425.7 million MMK is justified by the volume of material and
quality of work specified. This cost equates to a durable 0.178 m (7-inch)
thick concrete pavement with a design life likely exceeding 20 years, along
with proper drainage and safety features. The estimation process
demonstrates how each component contributes to the whole, and it allows
project stakeholders to see where the budget is allocated. By summarizing
cost per meter and per square meter, we see that the project delivers a long-
lasting infrastructure at a competitive cost. Moreover, the distribution of
costs by component and resource provides insight into potential areas for
future efficiency – for instance, sourcing more economical materials or
improving construction methods could yield savings, but one must be careful
not to compromise on the AASHTO-required standards. Overall, the chapter
reinforces that rigorous estimation is crucial for project planning and that
adherence to standards, while possibly raising costs, is necessary for
building a safe and enduring road.

[1] Activity Description Table 1.pdf

file://file_00000000ab107207b368a2fccd6c5130
[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] Activity Description Table 2.pdf
file://file_000000008f887207b7930d2b9b184812