March Prepared for: The Ministry of Economy, Trade and Industry

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1 STUDY ON ECONOMIC PARTNERSHIP PROJECTS IN DEVELOPING COUNTRIES IN FY2010 STUDY ON THE SECOND MY THUAN BRIDGE CONSTRUCTION PROJECT FINAL REPORT March 2011 Prepared for: The Ministry of Economy, Trade and Industry Prepared by: Ernst & Young ShinNihon LLC Japan External Trade Organization (JETRO) Nippon Koei Co., Ltd. IHI Infrastructure Systems Co., Ltd.

2 Reproduction Prohibited

3 PREFACE This Report is prepared by Nippon Koei Co., Ltd., IHI Infrastructure Systems Co., Ltd. as part of reports on Study on Economic Partnership Projects in Developing Countries in FY 2010 assigned by Ernst & Young ShinNihon LLC in The Study STUDY ON THE SECOND MY THUAN BRIDGE CONSTRUCTION PROJECT intends to carry out study the feasibility on a section of the North-South Expressway that connects Can Tho to Ho Chi Min City. We hope the Report contribute to the realization of the Project ant give useful information to relevant agencies in both Japan and Vietnam. March 2011 Nippon Koei Co., Ltd. IHI Infrastructure Systems Co., Ltd.

4 China Hanoi Laos Thailand Cambodia Vietnam Bien Hoa Dau Giay Da Lat Ho Chi Minh Ho Chi Minh City An Lac An Phu R.R.2 Long Thanh Ben Luc Trung Luong Study Area Vung Tau My Thuan SCALE km Can Tho Ca Mau LEGEND Expressway (North-South Expressway) HCMC - LT-DG (under construction) Ben Luc - Long Than (F/S) An Lac - Trung Luong (completed) Trung Luong - My Thuan (under construction) My Thuan - Can Tho (F/S) Other Classified Road Saigon East West Highway (partial completion) An Phu - R.R.2 Urban Road (D/D) National Highway No.1 LOCATION MAP STUDY ON THE SECOND MY THUAN BRIDGE CONSTRUCTION PROJECT STUDY ON ECONOMIC PARTNERSHIP PROJECTS IN DEVELOPING COUNTRIES IN FY2010

5 Trung Luong - My Thuan NH1 HCMC NH Tien Giang NH My Thuan - Can Tho My Thuan Key Map Expected Site of Approach Bridge at HCMC Side Can Tho River Side (Can Tho Side) NH80 with 2-lane carriageway. Near the starting point of My Thuan-Can Tho Expressway Tien River from My Thuan Bridge (Left Bank at Upstream Side) Toll Gate of NH1 River crossing NH River Side (HCMC Side) Roundabout NH1 - NH30 NH30 with 2-lane carriageway 3 My Thuan Bridge from Upstream Side There are 230kV and 500kV Lines. Photos STUDY ON THE SECOND MY THUAN BRIDGE CONSTRUCTION PROJECT STUDY ON ECONOMIC PARTNERSHIP PROJECTS IN DEVELOPING COUNTRIES IN FY2010

6 Abbreviations Abbreviations AASHOTO AC ADB ADT AFTA ASEAN AusAID B/C BEDC BOT CBR CPRGS DRC DRVN EIA EIRR FIRR FS GDP HCMC HWL IC ICB IRI JBIC JETRO JICA L/A LCB MOD MOF MONRE MOP Official Name American Association of State Highway and Transportation Officials Asphalt Concrete Asian Development Bank Average Daily Traffic Asean Free Trade Area Association of South East Asian Nations Australian Agency for International Development Benefit/Cost BIDV Expressway Development Company Build-Operate-Transfer California Bearing Ratio Comprehensive Poverty Reduction and Growth Strategy District Resettlement Council Directorate of Roads for Vietnam Environmental Impact Assessment Economic Internal Rate of Return Financial Internal Rate of Return Feasibility Study Gross Domestic Product Ho Chi Minh City High Water Level Interchange International Competitive Bidding International Roughness Index Japan Bank for International Cooperation Japan External Trade Organization Japan International Cooperation Agency Loan Agreement Local Competitive Bidding Ministry of Defense Ministry of Finance Ministry of Natural Resources and Environment Ministry of Public Security

7 MOT MPI NH NPV O&M OD ODA PAP PC PC PCU PMU PPC PPP RAP ROW SAPROF SCF STEP TCVN TEDI TP TTC USD UXO VEC VITRANSS VND VOC VRA VNRA WB Ministry of Transport Ministry of Planning and Investment National Highway Net Present Value Operation & Maintenance Origin Destination Official Development Assistance Project Affected People Prestressed Concrete People s Committee Passenger Car Unit Project Management Unit Provincial People s Committee Public Private Partnership Resettlement Action Plan Right of Way Special Assistance for Project Formation Standard Conversion Factor Special Terms for Economic Partnership Standard of Vietnam Transport Engineering design Inc Transport Police Travel Time Cost US Dollar Unexploded Ordnance Vietnam Expressway Company Vietnam Transport Development Strategy Study Vietnam Dong Vehicle Operating Cost Vietnam Road Association, Ministry of Transport Vietnam Railway Administration World Bank

8 Preface Location Map Photos Abbreviations Summary Table of Contents CHAPTER 1 OVERVIEW OF HOST COUNTRY AND SECTOR Economy and Finance Economic Condition Financial Condition Transport Sector in Vietnam Transportation Sector Road Sector Vietnam Expressway Master Plan North-South Expressway Project Railway Planning in Southern Vietnam (1) Railway Master Plan and Transportation Development Plan (2) Pre-F/S for Planning of Ho Chi Minh-Can Tho Express Railway Study Area Social Environment in Project Area (1) Population, Ethnicity, Religion and Cultural Heritage Natural Environment in the Project Area (1) Geography and Land Usage Major Development Plan (1) Industrial and Urban Development Plan (2) Transport Development Plan CHAPTER 2 STUDY METHOD Scope of the Study Study Organizations Study Method Methodology of Project Management (1) Scope Management (2) Time Management (3) Communication Management i

9 (4) Implementation Program (I/P) to be delivered Methodology of Traffic Demand Forecasting and Economic and Financial Analysis (1) Traffic Demand Forecasting (2) Economic Analysis (3) Financial Analysis Methodology of Bridge Planning Methodology of Highway Planning Methodology of Construction Planning and Cost Estimate Methodology of Environmental Consideration Study Schedule Site Study in Vietnam Study in Japan Meeting Record CHAPTER 3 CONTENTS AND TECHNICAL FEASIBILITY Background and Necessity Background of the Project Necessity of the Project Study Required for Decision on Contents of the Project Existing Study Documents (1) F/S on Second My Thuan Bridge (2) F/S on Trung Luong-My Thuan Expressway (3) F/S on My Thuan-Can Tho Expressway (4) Environmental Impact Assessment (EIA) Report on Trung Luong-Can Tho Expressway (5) Other Existing Documents to be Cited Traffic Demand Forecast (1) Approach and Methodology (2) Traffic Survey (3) Analysis of Traffic Characteristics in the Project Area (4) Producing Present OD Matrices (2010) (5) Future Development Plans (6) Traffic Demand Forecast Natural Conditions Survey (1) Geodetic Survey ii

10 (2) Geological Survey (3) Hydrological Survey Bridge Plan and Design (1) Route Selection (2) Bridge Planning Highway Plan and Design (1) Approach and Method (2) Study of Stage Construction and Number of Lane (3) Highway Design (4) Study of Interchange Location and Selection of Optimum Option (5) Design of Connection with Adjacent Expressways (6) Soft Ground Treatment Construction Planning (1) Main Bridge (2) Foundation Piles (3) Approach Bridge (4) Construction Materials (5) Construction Yard (6) Construction Schedule O&M Plan (1) Institutional Structure and Capacity for O&M (2) O&M for Bridge (3) Maintenance of Road CHAPTER 4 ENVIRONMENTAL AND SOCIAL FEASIBILITY Analysis on Environmental and Social Conditions in the Project Area Conservation Area and Endangered Species Land Usage Economic Status and Livelihood Social Infrastructure Without Project Case Positive Effects From the Project Scoping Alternatives Stakeholders iii

11 4.3 Environmental Legislations Legal Framework (1) Legislations Regarding Environmental Assessment (EA) (2) Legislations Regarding Emission Standards (3) Legislations Regarding Resettlement Environmental Clearance System (1) EIA (2) Resettlement Action Plan (RAP) (3) Fulfilling the Requirements of the Government of Vietnam and JETRO Guidelines Actions Taken by Project Proponent for Realizing the Project CHAPTER 5 ECONOMIC AND FINANCIAL FEASIBILITY Project Cost Estimate Project Cost (1) Related Laws and Regulations (2) Cost Structure (3) Construction Cost (4) Environmental and Social Consideration Cost (5) Project Management Cost (6) Consultancy Fee (7) Price Escalation (8) Physical contingency (9) Conditions for Estimation (10) Project Cost Annual Disbursement Schedule Maintenance Cost (1) Annual Maintenance Cost (2) Update Cost Economic and Financial Analyses Economic Analysis (1) Approach and Methodology for Economic Analysis (2) Economic Investment Cost (3) Economic Benefits (4) Economic Evaluation Financial Analysis iv

12 (1) Approach and Methodology of Financial Analysis (2) Financial Investment Cost (3) Toll Rates and Revenue (4) Financial Return of Total Investment (5) Conclusion CHAPTER 6 PROJECT SCHEDULE Contract Packages (1) Alternative No. 1: One Package (2) Alternative No. 2: Three Packages (1) (3) Alternative No. 3: Three Packages (2) (4) Recommendation Implementation Program (1) Implementation Program (2) EIA Approval (3) Procurement of Construction Works (4) Procurement of Consulting Services (5) Construction Schedule (6) Land Acquisition and Resettlement Risks on Delay CHAPTER 7 ORGANIZATION IMPLEMENTING THE PROJECT Outline of the Executing Agency Project Implementation Agency (1) Management for the Implementation of the Project (2) Project List Project Implementing Organization (1) Vietnamese Implementation Agencies CHAPTER 8 TECHNOLOGICAL ADVANTAGES OF JAPANESE COMPANIES Competency of Japanese Companies for the Project Major Goods Expected to be Procured from Japan Potentials of Japanese Companies in Delivering and Receiving Orders v

13 APPENDIX Appendix-I Appendix-II Appendix-III Drawings Environmental and Social Considerations Cost Estimate vi

14 LIST OF FIGURES Figure 1-1 Status of North-South Expressway Project in the Southern Region Figure 1-2 Map of the Railway Master Plan Figure 1-3 Route Map of HCMC-Can Tho High Speed Railway Figure 1-4 Industrial and Urban Development Plans in Vinh Long Province Figure 1-5 Transport Development Plan Figure 2-1 Organization Chart of the Study Team, NK-IIS JO Figure 2-2 Organization Chart for the Second My Thuan Bridge Construction Project Study Figure 2-3 Study Schedule Figure 3-1 Location of Second My Thuan Bridge and Temporary Plan to Utilize NH No Figure 3-2 Capacity of the Existing My Thuan Bridge in Case the Second My Thuan Bridge is not Built Figure 3-3 Flow of Traffic Demand Forecast Figure 3-4 Traffic Survey Stations Figure 3-5 Vehicle Composition Figure 3-6 Time Variation of Traffic Observed at Survey Station Figure 3-7 Traffic Count VS Present Traffic Assignment Figure 3-8 Future Road Network Plan in Mekong Delta Area Figure 3-9 Trend of Economic Growth in Vietnam Figure 3-10 Regression Analysis between GDP and Traffic Demand (Cars) Figure 3-11 Regression Analysis between GDP and Traffic Demand (Buses) Figure 3-12 Regression Analysis between GDP and Traffic Demand (Trucks) Figure 3-13 Base Map for the Study Figure 3-14 Boring Locations Figure 3-15 Boring Data of LK1 and LK Figure 3-16 Boring Data of BH Figure 3-17 Boring data of BH Figure 3-18 Prediction of Change of River Figure 3-19 Bank Protection Works Constructed Under the Existing My Thuan Bridge Project Figure 3-20 Alternative Routes for Second My Thuan Bridge Figure 3-21 Alternative Routes for the Second My Thuan Bridge Figure 3-22 Navigation Clearance Figure 3-23 Bathymetric Map (lower side is right bank) and Alternative 2 Route Figure 3-24 A Ship Passing in front of Old Ferry Terminal Figure 3-25 Erosion on Right Bank Figure 3-26 Bridge Types and Applicable Spans vii

15 Figure 3-27 Steel Arch Bridge Figure 3-28 Single Span Suspension Bridge Figure 3-29 A Shaped Tower 2-Edge Girder (Nhat Tan Bridge Type) Figure 3-30 Single Column Tower 4-Edge Girder, Cable-stayed Bridge Figure 3-31 Two Steel Box Girder Cable-stayed Bridge (RC deck for the Side Spans) Figure 3-32 Side View of the Second My Thuan Bridge Figure 3-33 One Example of Approach Bridge Pier of Nhat Tan Bridge Figure 3-33 General View of A shaped Tower 2-Edge Girder Cable-stayed Bridge (Nhat Tan Bridge Type) Figure 3-34 General View of Pylons of A haped Tower 2-Edge Girder Cable-stayed Bridge Figure 3-35 General View of Single Column Tower 4-Edge Girder Cable-stayed Bridge Figure 3-36 General View of Pylon of Single Column Tower 4-Edge Girder Cable-stayed Bridge Figure 3-37 View of Pylon of single column tower 4-edge girder cable-stayed bridge Figure 3-38 Perspective View of a Completed A shaped Tower 2-Edge Girder Cable-stayed Bridge Figure 3-39 Perspective View of a Completed Single Column Tower 4-Edge Girder Cable-Stayed Bridge Figure 3-40 Future Lane Requirements Figure 3-41 Definition of Slope Length and Vertical Grade Figure 3-42 Cross Section of Approach Road Figure 3-43 Cross Sections of Main Bridge and Approach Bridge Figure 3-44 Pavement Design for the Main Road Figure 3-45 Pavement Design for Class III Roads Figure 3-46 Pavement Design for Frontage Road Figure 3-47 Interchanges at North and South Sides of Second My Thuan Bridge Figure 3-48 Traffic Flow and Volume in Figure 3-49 Traffic Flow and Volume in Figure 3-50 Design of Connection at Beginning Point (North Side) Figure 3-51 Design of Connection at Ending Point (South Side) Figure 3-52 Original Plan of Toll Gates in Phase 1 by F/S Figure 3-53 Proposed Plan of Toll Gate in Phase 1 by the Study Team Figure 3-54 Proposed Plan of Toll Gate in Phase 2 by Study Team Figure 3-55 Construction Procedure Figure 3-56 Procedure for Construction of Foundation Figure 3-57 Tower Erection Procedure Figure 3-58 Cycle Steps for the Main Girder Figure 3-59 Reverse Circulation Method viii

16 Figure 3-60 Erection Using Gantry Crane Figure 3-61 Erection Using Crawler Crane Figure 3-62 Locations of Sources Figure 3-63 Construction Yard Plan Figure 3-64 Construction Schedule Figure 3-65 Organization of Temporary Management for HCMC-Trung Luong Expressway Figure 3-66 Proposed O&M Organization for Second My Thuan Bridge Section Figure 6-1 Alternatives of Contract Packages Figure 6-2 Proposed Implementation Schedule Figure 7-1 Organization Chart of PMU My Thuan ix

17 LIST OF TABLES Table 1-1 Balance of Current Account and Financial Deficit in Vietnam Table 1-2 Road Development in Vietnam (2006) Table 1-3 List of Expressway Projects in the MOT Master Plan Table 1-4 Population and Demography Table 1-5 Migration within the Project Area Table 1-6 Ethnicity Table 1-7 Temperature Table 1-8 Humidity Table 1-9 Precipitation Table 1-10 List of Industrial Development Plans Table 1-11 List of Urban Development Plans up to Table 1-12 List of Expressway Development Plans Table 1-13 List of National Highway Development Plans Table 1-14 List of Planned Large-scale Bridges in Mekong Delta Table 2-1 List of Specialists Table 2-2 Project Stakeholders Table 2-3 Working Items for Highway Planning Table 2-4 Record of Major Meetings (in Japan) Table 2-5 Record of Major Meetings (in Vietnam) Table 3-1 Traffic Survey Point Name and Time Period Table 3-2 Traffic Survey Result Table 3-3 Vehicle Composition by Survey Station Table 3-4 Past Trend of Real GDP Table 3-5 Toll Rates on the Expressway Table 3-6 Result of Traffic Assignment Table 3-7 Specifications of Satellite Image Table 3-8 Air Temperature Recorded at My Tho Station Table 3-9 Rainfall Recorded at My Tho Station (Precipitation) Table 3-10 Humidity Recorded at My Tho Station Table 3-11 Average Monthly and Yearly Wind Velocity (m/s) Recorded at My Tho Station Table 3-12 Water level of the Tien Gian River Recorded at My Thuan Station Table 3-13 Highest Water Level Table 3-14 Influence of Tide Table 4-1 Endangered Species Table 4-2 Land Usage x

18 Table 4-3 Land Use Right Certificate Possession Table 4-4 GDP Growth Rate Table 4-5 Per Capita Income Per Month Table 4-6 Main Source of Income Table 4-7 Vulnerable Households Table 4-8 House Types Table 4-9 Number of Schools in the Project Area Table 4-10 Water Supply Distribution Table 4-11 Sources of Energy for Cooking Table 4-12 Types of Toilet Table 4-13 Gender Consideration Table 4-14 Community Assistance Table 4-15 Anticipated Negative Impacts Table 4-16 Land Usage Table 4-17 Number of Affected Houses Table 4-18 Land Usage on Finalized Route Table 4-19 Legislations Relevant to the Implementation of EA Table 4-20 Emission Standards in Vietnam Table 4-21 Legislations on Resettlement Table 4-22 Policy Gap between the Government of Vietnam and JETRO/JICA Table 4-23 Implementation Schedule on Environmental and Social Considerations Table 5-1 Main Laws and Regulations Related to the Project Cost Estimation Table 5-2 Cost Structure Table 5-3 Project Cost Table 5-4 Annualized project cost allocations Table 5-5 Maintenance Cost Table 5-6 Financial and Economic Costs (2010 Prices) Table 5-7 Unit VOC in 2010 Prices Table 5-8 Travel Time Values (2007 prices) Table 5-9 Economic Benefit (2010 Prices Million USD) Table 5-10 Results of Economic Evaluation Table 5-11 Cost Benefit Streams (2010 Prices) Table 5-12 Cases of Sensitivity Analysis Table 5-13 Result of Sensitivity Analysis Table 5-14 Financial Investment Cost (2010 Prices) Table 5-15 Toll Rate xi

19 Table 5-16 FIRR Calculation Table 6-1 Alternatives of Contract Packages and Construction Cost (Unit: thousand USD) Table 6-2 Comparison among Alternatives of Contract Packages Table 6-3 Proposed Implementation Milestones Assuming Application of STEP Scheme of ODA Loan Table 6-4 Anticipated Measures Against Risks on Delays Table 7-1 List of Projects Managed by PMU My Thuan Table 7-2 List of Personnel of PMU My Thuan Table 8-1 Japanese-goods procurement rate xii

20 CHAPTER 1 OVERVIEW OF HOST COUNTRY AND SECTOR 1.1 Economy and Finance Economic Condition The land of Vietnam was divided into north and south due to the First Indochina War after World War II. After the Vietnamese War, North and South Vietnam have been unified. However, in the wake of Vietnamese invasion of Cambodia in 1978, the country had been isolated by the international society until its invasion ended in In 1995, the diplomatic relations between the country and the USA was normalized. It then joined the ASEAN, improving its relationships with the international society and neighbor countries. Vietnam is one of the fastest-growing economies in Asia, with an average annual growth in gross domestic product (GDP) of about 7.5% over the last decade. The annual growth of 8.5% in 2007 was fuelled by a robust increase in domestic demand and strong export performance. The growth in consumption was underpinned by higher farm incomes (reflecting rising prices for agricultural commodities), increases in the employment share of manufacturing and service sectors, and buoyant inward remittances. This strong growth has been achieved with relative macroeconomic stability. However in 2008, due to high inflation and the world economic crisis, Vietnamese economy slowed down with GDP growth of 6.2%. Therefore, its economic target value changed to 5% in In December 2009, the Government of Vietnam declared emergency economic package in order to tackle the world economic crisis. It described the promotion of export and investment, maintaining macroeconomic stability and social security policy (e.g., measure against unemployment, etc.) Financial Condition The budget deficit and current account balance of Vietnam have worsened since 2006 as shown in Table 1-1. In 2010, the financial deficit is 6.2% (share of GDP), indicating some financial recovery although it is still within the high level. Among ASEAN countries, the current account balance of Vietnam is one of the worst cases. Table 1-1 Balance of Current Account and Financial Deficit in Vietnam share of gross domestic product Year Blance of Current Account Financial Deficit Source: East Asia and Pacific Economical Update,

21 1.2 Transport Sector in Vietnam Transportation Sector Vietnam has a slim topography extending 1,650 km from north to south, and a shoreline of more than 3,000 km. Its economic growth has been driven by the southern economic zone around Ho Chi Minh City (HCMC) and north economic area around Hanoi. Due to the recent economic growth, the volume of freight/passenger transportation is continuously increasing along highways binding Hanoi, urban region of HCMC, and other provincial cities such as Hai Phong and Can Tho. It is also forecasted that the course of the increase in the future will be further accelerated by the population growth and increases in income. On the other hand, development of railways and inland waterway and sea ports, which are suitable for mass transit of goods and passengers, are comparatively delayed. Existing transportation system consists of a road extending to a total of about 220,000 km, a railroad of about 2,650 km, transportation on inland waterway around the Hong River and Mekong River, and coastal and marine transportation with seven large ports including Saigon Port and Hai Phong Port. In 2005, 65% of goods (by weight) were transported by road, 22% by waterway, 10% by coastal shipping, and 2.7% by railways. Meanwhile, 13.9% of passengers were transported by road, 5.9% by inland waterway, 76.3% by coastal shipping, 3.6% by railways and 0.3% by airplane. It is noted that road plays a major role in goods transportation. International economic integration will be promoted, for example, by ASEAN Free Trade Area (AFTA). Accordingly, industrial competitive power should be reinforced in order to keep a stable economic growth. It will be necessary to develop a distribution system through large-scaling/speeding-up of freight/passenger transportation by focusing on harbors/airports, which are the doorways of transportation. In addition, the poverty groups are concentrated in farm villages located in remote areas without smooth transportation system. Development of rural roads is necessary to promote agricultural development and village industrialization, in order to achieve income increase and social stability of the regions. In addition, Vietnam is located at the east entrance of the Greater Mekong Subregion (GMS) which has high potential for agricultural products in the world. In this regard, development of transportation means in this region shall be given higher priority (Extracted from JBIC Country Strategy and Program 2006, translated in this Study). 1-2

22 1.2.2 Road Sector In 2006, although overall road network is approximately 250,000 km, national arterials consisting of national highways and provincial roads remain limited with a total length of about 44,000 km. (about 18% of the whole network). The ratio of paved road along the national highways is improving with 84% of the total, while that of provincial roads is still 66% Table 1-2 Road Development in Vietnam (2006) Category Year Length Type of pavement Asphalt Concrete Low-cost pavement Gravel Earth Other National Provincial District Commune Urban Other Total , ,609 7, ,138 3, ,030 4,816 3, , ,962 1,762 2,581 10,992 34,897 77,261 3, , ,442 1,616 18,442 9,226 34,897 77, ,919 2,297-3, ,536 2, , , , , ,593 2, , ,787 16,967 23,005 40,992 62, ,816 3, ,520 5, ,828 3, ,295 7, ,447 2, Source: VRA Vietnam Expressway Master Plan The latest expressway master plan prepared by the Ministry of Transport (MOT) is the one that was submitted to the government on November 5, 2007 (No.7056/TTR-BGTVT), indicating a planned total length of expressway network of 5,873 km. The Prime Minister approved said master plan on December 1, 2008, and issued the Vietnam Expressway Network Development and Planning until 2020 and the View for Post-2020 (No.1734/QD-TTG). The outline of the expressway master plan is as follows: Planned total length: Length consists of 5,873 km, including the currently used 120 km. The plan is to construct 2,512 km by 2020 and 3,241 km thereafter. Two north-south expressways are included in the total 3,542 km, which is 60% of the nationwide total. Cost: USD 20.6 billion up to 2020, USD 23.5 billion thereafter Breakdown of planned length: - North-South Expressways: 2 routes; 3,542 km - Northern Expressways: 7 routes; 969 km - Central and Central Highland Expressways: 3 routes; 264 km - Southern Expressways: 7 routes; 814 km 1-3

23 - Hanoi HCMC Ring Road Systems: 3 routes; 254 km Total: 22 routes; 5,873 km Table 1-3 List of Expressway Projects in the MOT Master Plan North South No. Section Length (km) No. of Lanes Cost (VND bil.) Expressway in the East North South Expressway in the West 1 Cau Gie Ninh Binh ,300 2 Ninh Binh Thanh Hoa ,380 3 Thanh Hoa Vinh ,120 4 Vinh Ha Tinh ,580 5 Ha Tinh Quang Tri ,610 6 Quang Tri Da Nang ,160 7 Da Nang Quang Ngai ,820 8 Quang Ngai Quy Nhon ,700 9 Quy Nhon Nha Trang , Nha Trang Dau Giay , HCMC Long Thanh Dau Giay , Long Thanh Nhon Trach Ben Luc , HCMC Trung Luong , Trung Luong My Thuan Can Tho , Doan Hung Hoa Lac Pho Chau , Ngoc Hoi Chon Thanh Rach Gia ,770 Northern Vietnam 17 Lang Son Bac Giang Bac Ninh , Ha Noi Hai Phong , Ha Noi Lao Cai , Ha Noi Thai Nguyen , Thai Nguyen Cho Moi , Lang Hoa Lac , Hoa Lac Hoa Binh , Bac Ninh Ha Long , Ha Long Mong Cai , Ninh Binh Hai Phong Quang Ninh ,760 Central Vietnam 27 Hong Linh Huong Son , Cam Lo Lao Bao , Quy Nhon Pleiku ,000 Southern Vietnam 30 Dau Giay Da Lat ,280 Ring Road System in Hanoi Ring Road System in HCMC 31 Bien Hoa Vung Tau , HCMC Thu Dau Mot Chon Thanh , Can Tho Ca Mau , HCMC Moc Bai , Soc Trang Can Tho Chau Doc , Ha Tien Rach Gia Bac Lieu , Ring Road No , Ring Road No , Ring Road No ,750 Total 5, ,220 Source: MOT Master Plan (No.7056/TTr-BGTVT dated 5 November 2007). Note: This table does not include the following: Bac Ninh Phap Van section (40 km), Phap Van Cau Gie section (30 km), Noi Bai Bac Ninh section (30 km), and Lien Khuong Da Lat section (20km). 1-4

24 1.2.4 North-South Expressway Project MOT s expressway master plan includes the North-South Expressway which has a length of 1,871 km starting from Hanoi in the north to Can Tho in the south, moving mostly along the coastline. The expressway consists of 976 km of four-lane sections (52%), 398 km of four- to six-lane sections (21%), 357 km of six-lane sections (19%), 100 km of six- to eight-lane sections (5%), and 40 km of eight-lane sections (2%). The estimated cost of the expressway is approximately VND 279 trillion. The status of the North-South Expressway project in the southern region is summarized in Figure 1-1 below: HCMC - Dua Giay (55km, under construction) Bien Hoa Dau Giay Da Lat HCMC - Trung Luong (40km, Completed in 2010) Ho Chi Minh City An Lac An Phu R.R.2 Long Thanh Trung Luong - My Thuan (54.1km, D/D under BOT) Trung Luong Ben Luc Ben Luc - Long Thanh (45km, F/S) My Thuan - Can Tho (24.5km, F/S) My Thuan Vung Tau 2nd My Thuan Bridge (4.05km, METI Study) Can Tho Ca Mau SCALE km Figure 1-1 Status of North-South Expressway Project in the Southern Region Railway Planning in Southern Vietnam (1) Railway Master Plan and Transportation Development Plan In southern Vietnam, several railway routes including Ho Chi Minh Urban Railway, Ho Chi Minh-Vung Tau Railway, Ho Chi Minh-Loc Ninh Railway and Ho Chi Minh-My Tho-Can Tho 1-5

25 Railway are listed as projects to be completed until the year 2020 in the Railway Master Plan approved by the Prime Minster in January 2002 (Decision No.06/2002/QD-TTg, 07/01/2002). The following Figure 1-2 shows the map of the Railway Master Plan. In this map, Ho Chi Minh-My Tho-Can Tho Railway is listed as a 1,435 mm double-track railway. Meanwhile, research for the construction of express railway along the section of Ho Chi Minh-Can Tho is shown in the Transportation Development Strategy approved by the Prime Minister in December 2004 (Decision No.206/2004/QD-TTg, 10/12/2004). On the other hand, in the Transportation Development Strategy approved by the Prime Minister in March 2009 (Decision No.35/2009/QD-TTg), the express railway between Hanoi-Ho Chi Minh is prioritized. Furthermore, the express railway between Ho Chi Minh and Nha Trang is listed as one of the projects to be built until 2020 in the southern region. The route between Ho Chi Minh and Can Tho is also listed as an ordinary railway. 1-6

26 Legend: Current railway 1000mm Current double track railway 1000mm & 1435mm Current railway 1435mm Single-track railway 1000mm (renewed) Single-track railway 1435mm (renewed) Double track railway 1435mm High speed railway Trans-ASEAN railway Source: Decision No. 06/2002/QD-TTg, 07/01/2002 Figure 1-2 Map of the Railway Master Plan 1-7

27 (2) Pre-F/S for Planning of Ho Chi Minh-Can Tho Express Railway On the other hand, Vietnam Railway Authority in MOT approved the contract with consultants for the Pre-F/S (Formulation of Investment Project of HCMC-Can Tho High Speed Railway). The study is supposed to be completed in December According to the inception report of the Pre-F/S (June 2010), the railway is for high-speed trains with maximum design speed of 200 km/h and cargo trains. In the Pre-F/S, a bridge crossing the Tieng River, approximately 300 m upstream of the existing My Thuan Bridge, is proposed. The route map of the high-speed railway in the Pre-F/S is shown in Figure 1-3 below. Source: Inception Report, Formulation of Investment Project of HCMC-Can Tho High Speed Railway, June 2010 Figure 1-3 Route Map of HCMC-Can Tho High Speed Railway 1-8

28 1.3 Study Area Social Environment in Project Area (1) Population, Ethnicity, Religion and Cultural Heritage Population: The project area traverses the two southern provinces of Vinh Long and Tien Giang. There are three communes 1 within the project area. One commune, Hoa Hung Commune, is located in Tien Giang Province while the two communes, Tan Hoi and Tan Hua, are located in Ving Long Province. Population and demography of these communes are shown in Table 1-4. The population growth in these communes is around 1%, which is much lower than the national average of 10.81%. Migration tendency in the project area is shown in Table 1-5. It is noted that immigration in these communes is more than emigration. Table 1-4 Population and Demography No. 1 Nation Population (Female) Number of Households Population Growth in the Last 10 Years ( ) % 86,024,600 ( ) Tian Giang Province 1,673,900 (851,300) Hoa Hung Commune 14,700 (8,300) 3, Ving Long Province 1,029,800 (522,200) Tan Hoi Commune 8,204 (4,236) 1, Tan Hua Commune 8,552 (4,275) 1, Source: Statistical Yearbook of Vietnam 2009 and Study Team Table 1-5 Migration within the Project Area No. Commune Leaving the Commune Coming to Commune 1 Hoa Hung 0 10 households (50 people) 2 Tan Hoa 0 10 households 3 Tan Hoi 5 households 20 households Ethnicity: About 86% of the total national population belongs to the Kinh ethnic group, followed by Mon-Khmer (2.7%), Hoa (1%) and other ethnic groups (10.7%). In the three communes, around 99% of the total population belongs to the Kinh ethnic group. The official language, Vietnamese, is the mother tongue of the Kinh ethnic group. The distribution spread on ethnicity at the national level and in the three communes is shown in Table A commune is comprised of from 4 to 5 villages. 1-9

29 No. Table 1-6 Ethnicity Kinh (%) Hoa (%) Ethnicity Mon-Khmer (%) Other (%) 1 National Level Hoa Hung Commune Tan Hoa Commune Tan Hoi Commune Source: Census on Population and Housing, 2009 and Study Team Religion: At the national level, Buddhism comprises 43.5%, followed by Christianity with 36.3%, Hoa Hao (religion originating from Vietnam) with 9.2% and other religions with 11%. At the commune level, Buddhism is the most popular religion followed by Christianity, Cao Dai, and Hoa Hao. Cultural Heritage: There is a historical and cultural property called Tan Hoa Communal Temple in Tan Hoa Commune. However, it is not located within the proposed project area Natural Environment in the Project Area (1) Geography and Land Usage Geography: The route is separated by the Tien Giang River. The terrain is separated by relatively dense irrigation waterways and ditches. The entire route is generally flat and is located in Cuu Long River Delta. The highest altitude is in the neighboring area of the Tien River (+2 m). Temperature and Precipitation: The Project area is located in the southwest of Vietnam, which has a tropical climate, characterized by monsoons. The temperature is high throughout the year. Monthly temperature difference is not remarkable. The weather is bland and does not change much. Its annual average temperature is 27.9 o C. The monthly temperature difference is not high, ranging from 3 o C to 5 o C. The temperature hits the highest at around 28 o C to 30 o C in April and May, while the lowest is around 23 o C to 25 o C in December and January. It is highly humid throughout the year. Average humidity is 81.8%, ranging from 78.2% in March to 85.5% in October. As for the precipitation, large amount of precipitation is recorded from May (145 mm) to November (94 mm). Yearly average rainfall is mm in The temperature, humidity and precipitation in the Project area are shown in 1-10

30 Table 1-7, Table 1-8 and Table 1-9, respectively. 1-11

31 Table 1-7 Temperature Month Yearly Average My Tho (Tien Giang Province) C (2009) Source: Table 1-8 Humidity Month Yearly Average My Tho (Tien Giang Province) % (2009) Source: Table 1-9 Precipitation Month Yearly Average My Tho (Tien Giang Province) mm (2009) Source:

32 1.3.3 Major Development Plan This section focuses on Vinh Long Province which will be directly subjected to most impacts of the Second My Thuan Bridge Project. To achieve the long-term development objectives, Vinh Long Province is required to implement three major breakthroughs, namely: improvement of market economy under socialist orientation, development of high quality human resources and building infrastructure in synchronization with a number of modern and large-scale construction works. Major development plans for Vinh Long Province, related to the Project area, are described below: (1) Industrial and Urban Development Plan (a) Industrial Development Plan Currently, 17 industrial zones exist in Vinh Long Province. Complexes and lines of industry with a total area of about 1,313 ha are distributed evenly in all districts consisting of two industrial zones, one industrial complex and one industrial line, formed on a large area of about 766 ha. In addition, the province is conducting research on projects related to industrial-commercial and service-residential estates with an area of about 4,000 ha, including centers for trade-service-residential development, etc. The following six five new industrial zones in Table 1-10, with modern infrastructure of regional and international stature and attracting major investment in the industrial and service sectors, shall be established in the coming years in order to: provide favorable conditions for speeding up Vinh Long Province s growth rapidly shift the economic structure towards industrialization and modernization promote advantages and potentiality properly exploit and use available material sources gradually expand create jobs and increase incomes for labors and others, 1-13

33 Table 1-10 List of Industrial Development Plans Category Name of Project Description Widening New construction (Under construction) New construction (Plan) New construction (Plan) Hoa Phu Industrial Zone Binh Minh Industrial Zone Binh Tan Industrial Zone Dong Binh Industrial Zone Hoa Phu Industrial Zone with a total area of 120 ha is located along NH1, on the main route to provinces of Ben Tre, Tien Giang, An Giang, Can Tho and the southern provinces of the Hau River. Hoa Phu has a favourable location 10 km away from Vinh Long Town, 18 km from Cai Von Town (Binh Minh Town in the future), 12 km from Vinh Long Port, 21 km away from Can Tho Bridge, and 140 km from HCMC. Encouraged investment sectors include machine assembling plants, electronics, agricultural product processing, construction materials, automobile and motorcycles parts manufacturing, non-standard steel structure manufacture, etc. Currently, Phase 2 of Hoa Phu Industrial Zone is being implemented with an approved planned area of 130 ha, and will be added to the list of industrial zones expected to further increase in 2015 and implemented until Binh Minh Industrial Zone with a total area of 132 ha is located 30 km away from the southwest of Vinh Long City, 20 km from Can Tho City, 500 m downstream of Can Tho Bridge and about 15 km from Can Tho Airport. It is considered as the gateway connecting the two large economic centers of HCMC and Can Tho City through NH1. Its infrastructure is under construction, and it has attracted four investment projects with a total registered capital of VND 913 billion. The land lease was granted covering 32% of Binh Minh Industrial Zone area. Binh Tan Industrial Zone with a total area of 700 ha will be built at Thanh Loi Commune, Binh Tan District, which is a very convenient location, bordering NH54 and along the Hau River. Sectors include consumer goods, textiles, handicrafts, electronics assembling industry, packaging production, cosmetic and pharmaceutical industry, construction materials exploiting and construction, fishery, agricultural product processing, warehouse and logistics and other sectors with less environmental pollution. Dong Binh Industrial Zone with a total area of 350 ha will be located in Dong Binh and Dong Thanh communes, Binh Minh District, necessitating a total investment of more than VND 1 trillion. Sectors include processing of food and agricultural products, fruit and vegetables, aquatic products, animal husbandry products, consumer goods, packaging, chemical and pharmaceutical production, medical materials. New construction (Plan) New construction (Plan) Tan An Hung Industrial Zone An Dinh Industrial Zone Source: Vinh Long People s Committee web site ( Tan An Hung Industrial Zone will be located in Tan An Thanh and An Hung communes, Binh Tan District with a total area of 550 ha adjacent to the Hau River and opposite to Tra Noc Industrial Zone. Sectors include processing of food and agricultural products, fruit and vegetables, aquatic products, animal husbandry products, consumer goods industry, textiles, handicrafts, electronics assembly industry, packaging, cosmetic and pharmaceutical industry, exploitation and production of construction materials, warehouse, services, etc., and other sectors emitting less environmental pollution. An Dinh Industrial Zone with a total area of 200 ha will be located at An Phuoc Commune, Mang Thit District, necessitating a total investment of VND 600 billion. Sectors include processing of food and agricultural products, fruit and vegetables, aquatic products, animal husbandry products, consumer goods, textiles, handicrafts, electronics assembly industry, packaging, chemical and pharmaceutical production, exploitation and production of construction materials, warehouse, services, etc. The establishment and development of industrial zones in the study area will considerably attract laborers, in view of the requirement for new urban area development, in accordance with the progress of industrialization and modernization. 1-14

34 (b) Urban Development Plan Vinh Long Town will build up towards three major areas of the existing urban area, the newly built urban area and the developing and expanding areas. i) Existing Urban Area (Section A): This area includes the current urban center and the residential areas of Wards 1, 2, 3, 4 and 8 with approximate total area of 800 ha. It is also expected to accommodate the projected population until 2020 of 104,000 living in three-storey (average) residences. The widening areas are located in Wards 3 and 4. New buildings will be constructed in this area with an impressive view of urban space as the southern gateway from Tra Vinh Province towards the Vinh Long Town, crossing the Dong Que Intersection. ii) Newly Built Urban Area (Section B): The urban area adjacent to Co Chien Industrial Line (Section B1) will be located at the east of the Long Ho River in Ward 5, and a part of Thanh Duc Commune along NH57 and Provincial Road 31. Planned area is approximately 290 ha with population of about 21,000 and an average of 2.5-storey high structures. This residential area is for Co Chien Industrial Line development. My Thuan (Section B2) which has a 540 ha planned area, 21,000 projected population, and three-storey high (average) structures is a new urban area with modern housing model and synchronized technical infrastructure, aiming to serve as breakthrough and attract investment for urban development. The western new NH1 urban area (Section B3) is a residential area located in Tan Hoa Commune. It has a planned area of 110 ha, 9,000 population, and 2.5-storey (average) high structures. iii) Developing and Expanding Area (Section C): This area is mainly in Ward 9, extending to the military airport. It has a planned area of 300 ha, 25,000 projected population, and 3.5-storey (average) high structures. This area will be developed to create a provincial-level center for administration, cultural, and entertainment purposes, by converting the old military airport and agricultural land area, utilizing the east side of said airport. 1-15

35 Table 1-11 and Figure 1-4 show the details of the above development plans. Table 1-11 List of Urban Development Plans up to 2020 Area Description Land use (ha) A Existing Urban Area 800 B Newly Built Urban Area 940 B1 East Long Ho River Area 290 B2 My Thuan New Urban Area 540 B3 West New NH1 Area 110 C Military Airport Area 300 Total 2,040 Source: MOC s General Report on Adjustment to Vinh Long Province s Master Plan B3 B2 C P A B INDUSTRIAL ZONE URBAN AREA 1 Hoa Phu IZ A Existing urban area A Existing Urban Area 2 Binh Minh IZ B1 Eastern Long Ho River area B1 Eastern Long Ho River Area 3 Binh Tan IZ B2 My Thuan new urban area B2 My Thuan New Urban Area 4 Dong Binh IZ B3 Western New NH1 area B3 Western New NH1 Area 5 Tan An Hung IZ C Military Airport area C Military Airport Area 6 An Dinh IZ P Vinh Long Port P Vinh Long Port Source: Vinh Long Province Development Plan (modified by Study Team) Figure 1-4 Industrial and Urban Development Plans in Vinh Long Province (2) Transport Development Plan (a) Expressway Development Plan The following Table 1-12 shows the list of expressway development plans: 1-16

36 Table 1-12 List of Expressway Development Plans Name of Project Trung Luong My Thuan Expressway Description Trung Luong - My Thuan Expressway Project commenced on November 29, 2009 at Than Cuu Nghia Commune (Chau Thanh District, Tien Giang Province) and invested by BIDV Expressway Development Corporation (BEDC). The project s whole length of 54 km goes through Tien Giang Province, designed in accordance with the Vietnamese Standard for Expressway with phase 1 of 4 lanes and pavement width from 25.5 m to 26.5 m. The starting point is at Than Cuu Nghia Intersection, and the end point is at the north of My Thuan Bridge Intersection. The adopted design speed is 120 km/h, including 43 bridges with a total length of approximately 10 km. The total investment capital is VND 19 trillion ($1.1 billion) and its completion is expected within the second quarter of My Thuan Can Tho Expressway My Thuan Can Tho Expressway Project, which is 32.2 km long, includes 24.5 km main expressway, six traffic lanes and 12 bridges. The total investment capital is VND trillion ($338 million) and its construction is anticipated to be from Source: Tien Giang People s Committee web site ( (b) National Highway Development Plan Vinh Long Province s external traffic link with neighboring provinces and regions includes NH1 (to Tien Giang, Long An, HCMC, Can Tho, An Giang, Soc Trang, etc.), NH53 (to Tra Vinh), NH54 (to Tra Vinh, Dong Thap), NH57 (to Ben Tre), NH80 (to Kien Giang), NH30 (to Tien Giang, Dong Thap). The traffic in the province has been effectively operated to accommodate the inter-provincial and Mekong Delta transport demand. According to the Prime Minister s Decision No. 1327/QĐ-TTg dated August 24, 2009 regarding the Approval of Vietnam Transport Development Plan until 2020 and Orientation until 2030, Vinh Long Province will gradually carry out the renovation and upgrading of the mentioned national highways, with the details shown in Table 1-13: Table 1-13 List of National Highway Development Plans Name of Project Improving and upgrading of NH53 Description NH53 from Vinh Long Town to Tap Son (Tra Vinh), which is 167 km long, shall be improved and upgraded to meet the two-lane Class-III highway standard. Meanwhile, the section from Vinh Long to Tra Vinh Town meets the four-lane Class-II highway standard. Improving and upgrading of NH54 NH54 from Binh Thanh (Dong Thap) to Tra Vinh Town, which is 144 km long, shall be improved and upgraded to reach the two-lane Class-III highway standard. Improving and upgrading of NH57 Improving and upgrading of NH80 NH57 from Vinh Long Town to Thanh Phu (Ben Tre), which is 102 km long, shall be improved and upgraded to reach the two-lane Class-III highway standard. NH80 from My Thuan (Vinh Long) to Ha Tien (Kien Giang), which is 217 km long, shall be improved, upgraded and constructed. The whole route is expected to meet the minimum requirement for two-lane Class-III highway standard. Improving and upgrading of NH30 NH30 from An Huu (Tien Giang) to Dinh Ba Border Gate (Dong Thap), which is 120 km long, shall be improved and upgraded to meet the two-lane Class-III highway standard. Source: Prime Minister s Decision Ref. 1327/QĐ-TTg dated 24 August

37 Mekong Delta is divided by the Tien River, Hau River and their branch rivers, causing obstruction of traffic flow and social economic development plan in Mekong Delta. In order to improve traffic flow and facilitate socioeconomic development, large-scale bridges are necessary to be constructed to connect the provinces. Cao Lanh Bridge is planned along the Ho Chi Minh Highway, crossing the Tien River at the upstream section of the My Thuan Bridge. Meanwhile, Vam Cong Bridge is planned along the Ho Chi Minh Highway, crossing the Hau River at the upstream area of the Can Tho Bridge. For the southeastern route, Co Chien Bridge is planned along the National Highway No. 60, crossing the Tien River at the downstream section of My Thuan Bridge. The plan for large-scale bridges and road network in Mekong Delta is shown in Table 1-14 and Figure 1-5 below: Table 1-14 List of Planned Large-scale Bridges in Mekong Delta No. Bridge Route/Class Crossing River Main Approach Financial Implementation Status Bridge Road Source Agency 1 Vam Cong Ho Chi Minh Hau River (upstream 2, km Korean EDCF PMU My Thuan F/S not approved Bridge Highway of Can Tho Bridge) m yet 2 Cao Lanh Bridge 3 Co Chien Bridge Ho Chi Minh Highway Tien Giang River (upstream of My Thuan Bridge) 2,073 m NH.60 Tien Giang River 1,599 (downstream of My m Thuan Bridge) 6 km Australia-ADB PMU My Thuan F/S not approved yet km VN budget & BOT PMU 7 F/S approved Source: Hearing from PMU My Thuan Dong Thap Long An Ho Chi Minh Highway HCMC NH80 HCMC-Trung Luong-My Thuan-Can Tho Expressway NH 80 Military Airport Second My Thuan Bridge Vinh Long Port NH 57 PR902 NH 1 NH 53 NH 60 Ben Tre Vinh Long Can Tho Can Tho Bridge NH 54 Source: TEDI South (modified by the Study Team) Figure 1-5 Transport Development Plan 1-18

38 (c) Provincial Road Development Plan There is a plan to improve and upgrade provincial road (PR) 902, from Dinh Khao Ferry to Quoi An Bridge. The total length being considered is 23 km, traversing Long Ho, Vung Liem and Mang Thit districts. The route will be constructed in accordance with the Grade-III delta road standard, pavement width of 12 m, BST width of 9 m and design load of 12 tons. Bridges on the whole route shall be widened from 6 m to 8.5 m bridge deck. Especially, investment for the construction of Quoi An Bridge is needed. Said bridge is anticipated to be 526 m long and 10 m wide. The total investment capital is approximately VND 521 billion, which could be obtained from government bonds. This project will be significant for goods transportation in the Co Chien Industrial Line. (d) Airport Vinh Long Province s military airport which was approved as Class 2 military airport is under Military Region 9 s management. It consists of two cement concrete runways which are 1,000 m long and 30 m wide. The airport is proposed to move out of the urban area in the future and to be transformed into a land allocated for the construction of a new urban area. This is initiated in view of its location inside Vinh Long Town that will affect the town s urban development with the construction of My Thuan Bridge, and considering that flight safety will not be secured. (e) River Port Vinh Long Town is located at the confluence of the Tien and Co Chien rivers, which is a favorable condition for the development of waterway transportation and river port. Therefore, Vinh Long Port is planned as one of the general ports in the Mekong Delta. Its expected capacity is 700,000 tons/year until 2010 and 950,000 tons until 2020, according to Vinh Long Province s Traffic Development Plan for and orientation for Vinh Long Port will be constructed in a ha area, consisting of two m long vertical terminals. Its location is expected to be within the ceramic industrial zone of Co Chien at the existing North Provincial Road No

39 CHAPTER 2 STUDY METHOD 2.1 Scope of the Study The study aims to materialize the planning of the Second My Thuan Bridge Construction Project by conducting engineering design. It also aims to evaluate the validity of the Project by conducting economic/financial analyses and examining environmental and social impacts of the Project. In particular, the plan, profiles and cross sections of the bridge and approach roads will be proposed based on Vietnamese standards for expressways and bridge construction and considering the master plan of the expressway, result of traffic count along National Highway No. 1 (NH1), traffic demand forecast and other prerequisites. Also, the structure and construction plan will be selected based on the geographical, geological and existing conditions of crossing facilities such as rivers and roads, followed by the project cost estimate and economic feasibility analysis. The effectiveness of Japanese technologies which were adopted in many projects with big bridges and deep foundations will also be evaluated. For the environmental examination, the impact caused by Project implementation and operation will be reviewed, and the mitigation plan will be proposed by referring to the JETRO and JICA Guidelines for confirmation of environmental and social considerations. These aspects will also be initiated by conducting field reconnaissance, interviews with related organizations and review of existing related documents. The following scope and contents of this study are confirmed during the kick-off meeting: 1. Site Reconnaissance, Data Collection 2. Implementation Planning of Bridge/Road Construction 1) Traffic Demand Forecast 2) Proposition of Scope of Project (in relation with other development plans) 3) Route Alignment and Connection to Adjacent Expressways 4) Selection and Examination of Bridge Structures 5) Construction Planning 6) Preliminary Cost Estimate 7) Implementation Schedule 8) Economic and Financial Evaluation 9) Consideration for Social and Environmental Impacts On the basis of the above scope, work items are progressively detailed in Section 2.3. The area of this study is defined from Km , the end point of Trung Luon-My Thuan Expressway, to Km , the interchange at NH80 at the south side of the Second My Thuan Bridge. 2-1

40 2.2 Study Organizations The study was carried out through the joint cooperation between Nippon Koei Co., Ltd. and IHI Infrastructure System Co., Ltd. (NK-IIS JO). The organization of the Study Team is shown in Figure 2-1. For the 1st survey in Vietnam, the Study Team hired several Vietnamese specialists from Transport Engineering Design Incorporated (TEDI), to provide support for the site reconnaissance, data collection and preparation of drawings. Such specialists are listed in Table 2-1. Nippon Koei Co., Ltd. Yuichi SANO (Manager, Highways and Bridge Department) Shinpei IMADA (Highways and Bridge Department) Jun OKUNO (Highways and Bridge Department) Mayumi GOTO (Environment Department) IHI Infrastructure System Co., Ltd. Thuyoshi MATSUMOTO (Nippon Engineering Co., Ltd.) Satoshi KAWABATA (Bridge Construction Department) Figure 2-1 Organization Chart of the Study Team, NK-IIS JO Table 2-1 List of Specialists Japanese Staff No. Name Position Affiliation 1 Yuichi Sano Team Leader / Project Planner Nippon Koei Co., Ltd. 2 Shinpei Imada Co-Team Leader / Road Planner Nippon Koei Co., Ltd. 3 Jun Okuno Transport Planner/ Economist Nippon Koei Co., Ltd. 4 Mayumi Goto Environment Specialist Nippon Koei Co., Ltd. 5 Tsuyoshi Matsumoto Bridge Planner IHI Infrastructure System Co., Ltd. (Nippon Engineering Co., Ltd.) 6 Satoshi Kawabata Construction Planner / Cost Estimator IHI Infrastructure System Co., Ltd Vietnamese Staff 1 Le Quang Tien Highway Engineer TEDI 2 Dang Quang Luat Bridge Engineer TEDI 3 Pham Van Truong Road Engineer TEDI 2-2

41 4 Nguyen Anh Duc Cost Estimator TEDI 5 Nga Nguen Thi Hydrologist TEDI 6 Ngo The Hung Environmental Specialist TEDI 7 Thang Tran Dinh Cad Operator TEDI The counterpart of the Study Team is My Thuan Project Management Unit (PMU My Thuan) which has been assigned through MOT s Letter No.5107/BGTVT-KHDT, issued on July 28, Said PMU will act as the implementing agency for the construction project. The relationships between the concerned organizations for the implementation of this study are shown in Figure 2-2. Government of Japan Government of Vietnam MOFA METI MOT (Ministry of Foreign Affairs) (Ministry of Economy, Trade and Industry) (Ministry of Transport) Contract JICA (Japan International Cooperation Agency) Ernst & Young ShinNihon LLC Contract PMU My Thuan Technical Advice JETRO (Japan External Trade Organization) Project Administrative Supervision Audit Contract Counter Part Reporting & Discussion NK-IIS JO (Nippon Koei IHI Infrastructure System Joint Operation) Figure 2-2 Organization Chart for the Second My Thuan Bridge Construction Project Study 2.3 Study Method subsequently. Methodology of the study is summarized hereunder. Detailed methodology is discussed Methodology of Project Management (1) Scope Management Initial scope of the study was set as described in Section 2.1 at the beginning of the study. 2-3

42 Through the progress of the study, the scope was further detailed in order to promote smooth implementation of the project, based on the periodic results of the study. Updated scope and contents of the study were noted and confirmed during the weekly progress meetings. (2) Time Management Target work schedule was established and clearly indicated in the Inception Report and confirmed during the kick-off meeting on September 3, In conjunction with the recent scope and actual work progress, target schedule was being updated and confirmed during weekly progress meetings. Submission from the experts was directed by the Team Leader, through . (3) Communication Management (a) Confirmation of Stakeholder It was confirmed that the list in the following Table 2-2 comprise the project stakeholders. Table 2-2 Project Stakeholders Japanese Side Embassy of Japan, Hanoi METI, Tokyo JETRO, Tokyo JETRO, Hanoi JICA, Tokyo JICA, Hanoi Vietnamese Side Ministry of Transport (MOT) My Thuan Project Management Unit (PMU My Thuan) Department of Planning and Investment (DPI) Department of Science and Technology (DOST) Directorate of Road of Vietnam (DRVN) Department of International Cooperation (DIC) Ministry of National Resources and Environment (MONRE) Tien Giang Province Vinh Long Province Hoa Hung Commune Tan Hoa Commune Tan Hoi Commune 2-4

43 (b) Establish Appropriate Communication Channels and Occasions In order to establish close relation and consistent communication among the stakeholders, the Study Team mobilized a bilingual engineer, and conducted sufficient numbers of meetings with stakeholders. (c) Ensuring Consistency by Reporting In order to ensure consistency of the scope, cost, implementation program and other items related to the Project, appropriate reporting has been made among all the stakeholders. Results of discussion are timely and properly furnished to all stakeholders. Such reports are not only limited to technical issues but also to environmental, financial and administrative issues. (4) Implementation Program (I/P) to be delivered As a summary of the study, proposed Project I/P was prepared. This I/P will be the basis of further Project promotion for all stakeholders Methodology of Traffic Demand Forecasting and Economic and Financial Analysis (1) Traffic Demand Forecasting Using the existing traffic demand forecast results around the concerned area as sample reference, traffic demand forecasting will be carried out. Future road network will be added based on the national road plan. (2) Economic Analysis Based on the results from with-without network simulation, benefits will be calculated including cost savings such as travel time cost (TTC) and vehicle operating cost (VOC). Project cost will be estimated in accordance with Section (3) Financial Analysis Toll revenues will be calculated considering future traffic volume Methodology of Bridge Planning From the experience in the construction of the existing My Thuan Bridge and Can Tho Bridge, it was anticipated that the area around the Second My Thuan Bridge is an alluvial plain formed by the Mekong River. Soft ground up to considerable depth covers the area. To construct firm foundations, bored and cast-in-place piles need to reach the considerable depth of the bearing stratum. Before the site visit, Google-earth, 1/50,000 topographic maps, existing documents, etc. were utilized in planning the bridge. Because the bathymetric charts of the river were not obtained prior to the preliminary bridge planning, the location with narrowest river width was initially selected as the bridge site. 2-5

44 Through the obtained bathymetric charts, existence of shallow points within the river was confirmed to determine the location of the piers to be constructed. This is initiated to reduce the span lengths and the total cost of the superstructure. In addition, a simple water depth measurement tool was utilized during the site survey to confirm the depth of the river bed at the site. The control points, such as electric power lines and towers were confirmed at the site and on the satellite image as the approach road alignment is affected by these control points. Other objects which need to be avoided were also confirmed during the site survey. Other information, such as the future plan of land use and connecting roads, information of river and river morphology, area climate and precipitation, etc., were also collected and analyzed. Based on the abovementioned information, route selection, determination of center span length of the main bridge, selection of bridge type and preliminary bridge design were performed. The river width at the bridge site is large, about 500m to 550m wide. The river becomes rapidly deeper from the both banks and the depth at the river center reaches more than 30m deep. Hence it is not feasible to plan piers inside of the river. A bridge with about 500m center span is needed. Various bridge types which can cross longer spans, including arch bridge, suspension bridge and cable stayed bridge, were compared. A cable stayed bridge was economically superior to arch bridge or suspension bridge. Among cable-stayed bridges, generally speaking a steel box girder cable stayed bridge is adopted for longer than this span and more costly. Therefore the variations of edge girder cable stayed bridges were compared to select the most suitable bridge type Methodology of Highway Planning The study for highway planning was carried out basically in accordance with the work items in Table 2-3, which are consistent with the scope of study. Table 2-3 Working Items for Highway Planning 1 Review of Previous F/S 1-1 Data Collection 1-2 Review of Previous F/S 1-3 Identification of Items to be Updated 2 Site Investigation 2-1 Site Investigation 2-2 Identification of Design Controls and Required Countermeasures 3 Natural Condition Survey 3-1 Topographic Survey 4 Planning and Preliminary Design of Highway Structure 4-1 Design Standards 4-2 Route Selection 4-3 Road Planning and Design 4-4 Road Structure Planning and Design 2-6

45 Information interface among each expert was confirmed prior to the execution of each task, and such requirements were confirmed during the weekly progress meetings. Topographic survey was not carried out in the study because topographic map (CAD data) which was prepared by TEDI was utilized for the review of alignment. However, the survey covered only the alignment which was proposed in TEDI s F/S on Second My Thuan Bridge. In order to study the alignment, control points especially high voltage power line (location of towers) should be confirmed and affected houses and area should be identified under the project using latest information from the site. Satellite image (Quickbird, image taken in January 2010) was purchased and used as supplemental information for highway planning Methodology of Construction Planning and Cost Estimate Construction planning was carried out by considering the temporary works and equipment/machines which had been applied in the past in Vietnam. Work quantities were obtained from the results of bridge design described in Section 3.2.3, road design described in Section and the drawings attached in Appendix-1. For preliminary cost estimate, unit costs were calculated in consideration of recent material cost increases, regional labor cost differences, sliding price scales, etc., based on the past contract prices in Vietnam. The project cost was estimated by considering the cost of the structure described in Section Methodology of Environmental Consideration A study on environmental and social consideration was implemented based on the requirements stipulated in the JETRO Guidelines for Environmental and Social Considerations and JICA Guidelines on Environmental and Social Considerations. Information such as natural and social conditions in the proposed Project area, legislations relevant to the Project and applicable best practices were collected and reviewed. In addition to the study of the available second source information, field missions were undertaken with local consultant and concerned government official. The purposes of the field mission are to: 1) perform reconnaissance of the Project area, 2) conduct consultation with Project proponent in Vietnam (My Thuan PMU), 3) conduct consultation with relevant authorities at the local government level, and 4) perform commune level baseline survey. As for the baseline survey, the questionnaire on socioeconomic situation and state of natural environment is prepared with a brief description of the Project. The questionnaire was translated into Vietnamese. The questionnaires in English and Vietnamese are attached in the Appendix Questionnaire at Commune Level. With the questionnaire, the baseline survey was carried out with government officials from the communes of Tan Hoi, Tan Hoa and Hoa Hung where the Project is located. 2-7

46 Taking into account the findings obtained, impacts on natural environment and society within the proposed Project area were analyzed. Moreover, together with the information collected in the field, the satellite imagery (Quickbird) was used for establishing the land use baseline of the Project area. Said land use baseline was utilized to estimate an inventory of assets that would be lost due to the Project. Finally, recommended measures for mitigating the impacts and required proceedings by the Project proponents in Vietnam for further study were addressed. 2.4 Study Schedule Consulting service contract for the study of the Second My Thuan Bridge Construction Project was agreed on August 12, 2010 between the Ministry of Economy, Trade and Industry (METI) and Nippon Koei Co., Ltd. and IHI Infrastructure System Co., Ltd. Joint Operation (NK-IIS JO). This study consists of related activities in Japan and Vietnam. The Study Team was dispatched to Vietnam three times, as follows: 1 st study period (August 25, 2010 to October 25, 2010): perform site reconnaissance and collection of relevant documents 2 nd study period (December 13, 2010 to December 18, 2010): conduct meeting with PMU My Thuan regarding the draft final report, 3 rd study period (January 20, 2011 to January 27, 2011): presentation of final report to Vietnamese counterpart. Throughout the study, the Study Team had several discussions with stakeholders such as MOT, PMU My Thuan, METI, JICA and JETRO, in order to consider their opinions in the study results. Study schedule is shown in Figure 2-3 below. 2-8

47 (Works in Vietnam) 1st Work in Vietnam 2nd Work in Vietnam 3rd Work in Vietnam (Works in Japan) 1st Work in Japan 2nd Work in Japan 3rd Work in Japan (Meetings and Reporting in Vietnam) Kick-off Meeting Presentation of Study Results Draft Final Report Final Report (Meetings and Reporting in Japan) Report Presentation Report Submission A. 1st Work in Japan: A-1 Planning of Study A-2 Collection of related documents B. 1st Work in Vietnam: B-1 Site Reconnaissance, B-2 Data Collection and Reviewing 1) Collection of Related Documents 2) Traffic Account Survey (Traffic Account) 3) Confirmation of Related Regulation and Standards 4) Confirmation of Related Agencies and Organizations 5) Confirmation of Geographic and Geological Conditions 6) Survey on Procurement Plans and Unit Costs 7) Survey on Environmental and Social Considerations B-3 Opinion Exchange between Study Team and Counter part C. 2nd Work in Japan C-1 Implementation Planning of Bridge Construction 1) Traffic Demand Forecast 2) Proposition of Scope of Project 3) Route Alignment and Connection to Adjacent Expressways 4) Selection and Examination of Bridge Structures 5) Construction Planning 6) Preliminary Cost Estimate 7) Implementation Schedule 8) Economic and Financial Evaluation 9) Consideration for Social and Environmental Impacts C-2 Preparation of Draft Final Report D. 2nd Work in Vietnam D-1 Reporting the Draft Implementation Planning D-2 Exchange the opinions between Study Team and Counter Part E. 3nd Work in Japan E-1 Finalization of Implementation Planning E-2 Preparation of Final Report F. 3rd Work in Vietnam F-1 Presentation and Submission of Final Report General Schedule Work Item Site Study in Vietnam Figure 2-3 Study Schedule From the end of August 2010, the Study Team was dispatched to Vietnam. A kick-off meeting was then held on September 3, 2010 at PMU My Thuan in HCMC to confirm with the Vietnamese counterpart the scope of the study, contents of the report, schedule, etc.. During this first study period in Vietnam from August 25, 2010 to October 10, 2010, activities were carried out in cooperation with local engineers (TEDI), including site reconnaissance at the project site, collection and review of related documents, geological survey and traffic count survey, etc.. Study 2-9

48 results were presented during the MOT meeting on September 29, MOT s Notice No. 433/TB- BGTVT was then issued on October 7, During the 2 nd study period in Vietnam in the middle of December 2010, the draft final report was presented to the counterpart in PMU My Thuan. Basic consent on the study results was then obtained from PMU My Thuan. Finally, during the 3 rd study period in Vietnam in January 2011, the contents of final report was explained to PMU My Thuan and the consent on the study results was made by PMU My Thuan Study in Japan After signing the contract, the Study Team commenced the activities in accordance with the scope of works in the contract, and prepared inception report during the first domestic study in the middle of August During the 2 nd work in Japan from the middle of October 2010 to the end of November 2010, engineering study on traffic demand forecast, interchange design, cost estimate and economic and financial evaluation, etc. were carried out based on the obtained information in the study. In the end of November 2010, the meeting on the interim report was held at JETRO. Said meeting was also attended by SNC, METI and JICA. Based on the discussion with PMU My Thuan on December 14, 15 and 17, 2010, the draft final report was revised and finalized during the 3 rd work in Japan. Then, the revised draft final report was submitted to SNC on December 24, Final Report will be submitted to SNC at beginning of February 2011 after comments of JETRO were taken into consideration of the report Meeting Record Record of major meetings is summarized in Tables 2-4 and 2-5 below. Table 2-4 Record of Major Meetings (in Japan) No. Date Place Participants Remarks 1 15/10/2010 JETRO METI, JICA, JETRO, SNC After 1st Site Study 2 24/11/2010 JETRO METI, JICA, JETRO, SNC Interim Report 3 /01/2011 JETRO Draft Final Report 2-10

49 Table 2-5 Record of Major Meetings (in Vietnam) No. Date Place Participants Remarks 1st Site Study (25/08/ /10/2010) 1 30/08/2010 JETRO Hanoi Representative of JETRO Hanoi Explanation of Inception Report 2 30/08/2010 JICA Hanoi Representative of JICA Hanoi Explanation of Inception Report 3 03/09/2010 PMU My Thuan 4 07/09/2010 Embassy of Japan in Vietnam MOT, PMU My Thuan, JETRO Tokyo & HCMC 1 st Secretary 5 29/09/2010 Ministry of Transport MOT, PMU My Thuan 6 01/10/2010 JETRO Hanoi Representative of JETRO Hanoi 7 06/10/2010 JICA Hanoi Representative of JICA 2nd Site Study (13/12/ /12/2010) 8 14/12/2010 PMU My Thuan 9 15/12/2010 PMU My Thuan 10 17/12/2010 PMU My Thuan 3rd Site Study (20/1/ /1/2011) 11 21/01/2011 PMU My Thuan Vice Director General of PMU My Thuan Director General of PMU My Thuan Director General of PMU My Thuan MOT, PMU My Thuan, JETRO Tokyo & HCMC Chaired by General Director of PMU My Thuan Chaired by Vice Minister of MOT Report of conclusion of MOT meeting Report of conclusion of MOT meeting Explanation of draft final report Explanation of draft final report Explanation of draft final report Explanation of final report, Chaired by General Director of PMU My Thuan 12 24/01/2011 JETRO Hanoi Office Representative of JETRO Hanoi Explanation of final report 13 24/01/2011 Embassy of Japan in Vietnam 1 st Secretary Explanation of final report 14 24/01/2011 JICA Hanoi Office Representative of JICA Explanation of final report 2-11

50 CHAPTER 3 CONTENTS AND TECHNICAL FEASIBILITY 3.1 Background and Necessity Background of the Project MOT established the master plan for expressway development in November 2007, which includes a total length of approximately 6,000 km expressway. The Trung Luong-Can Tho Expressway, including the Second My Thuan Bridge, is part of the North-South Expressway and a main arterial connecting HCMC and the Mekong Delta area, which is planned to be completed until In April 2007, BIDV obtained the right to develop the Trung Luong-Can Tho Expressway which had been planned as a BOT project, with BIDV Expressway Development Company (BEDC) as the owner. Although the construction of the Trun Luong-My Thuan section has been conducted, the development right of the remaining section including the Second My Thuan Bridge and the section between My Thuan and Can Tho has been transferred to PMU My Thuan in May 2009, due to lack of investment funds. Also, due to lack of investment fund, MOT planned to postpone the construction of the Second My Thuan Bridge and temporarily utilize NH1, including the existing My Thuan Bridge and National Highway No. 80 (NH80) as shown in Figure 3-1. However, there is a concern that the section of the four-lane My Thuan Bridge and two-lane NH80 will become a traffic bottleneck and the level of service of the expressway will be downgraded due to traffic congestion, which will induce air pollution. The traffic volume between HCMC and Can Tho has increased in the wake of the opening of the HCMC-Trung Luong Expressway in February Further increase in traffic volume is expected upon opening the Trung Luong-Can Tho Expressway. Therefore, MOT places the highest priority on the Second My Thuan Bridge Construction Project in order to reinforce the traffic capacity for crossing the Tieng Giang River, and hopes for prompt project materialization through Japanese ODA. 3-1

51 Trung Luong - My Thuan Expressway HCMC NH No.1 NH No.30 Tien Giang River Temporary Usage of NH No.1 NH No.80 2nd My Thuan Bridge and Approach Road My Thuan Bridge NH No.1 Can Tho My Thuan - Can Tho Expressway Figure 3-1 Location of Second My Thuan Bridge and Temporary Plan to Utilize NH No Necessity of the Project Mekong Delta has high potential to become the center of socioeconomic development in Vietnam in the near future. Thus, the corridor between the commercial capital of HCMC and the center of Mekong Delta of Can Tho City will be developed as economic belt. HCMC-Can Tho Expressway is 150 km long and serves as link to six provinces and cities such as HCMC, Long An, Tien Giang, Dong Thap, Vinh Long and Can Tho. Both the national highway and expressway have significant roles for not only the neighboring provinces and cities but also the remaining provinces of the Mekong Delta. Passengers and goods can be transported on provincial highways or waterways and transferred onto the expressway. Therefore, the remaining provinces of the Mekong Delta are benefited indirectly by the expressway project. Mekong Delta is the country s rice basket. This region is the biggest exporter of food, agricultural, forest and aquatic products in Vietnam. The expressway will play an important role in the trade business between Mekong Delta and the world, through ports such as Sai Gon, Thi Vai and Can Tho. The studied region is located in Mekong Delta, the largest and most fertile delta in Vietnam. Annually, this delta produces the highest yield of food, seafood and tropical fruit in the country. The region is bordered by Cambodia in the southwest, an economically important zone in the south to 3-2

52 PCU/hour the northeast. This economic zone is rich in natural resources and has favorable conditions for economic cooperation. The east of the studied region is the coastal area where there are positive conditions for seafood exploitation, mining industry, port services, import and export, tourism and marine transport. Therefore, completion of the whole section of HCMC-Can Tho Expressway is so essential for socioeconomic development in Mekong Delta and also Vietnam. Thus, constructing this should be regarded as urgent. The Second My Thuan Bridge is part of the HCMC-Can Tho Expressway and has an important role in reinforcing the traffic capacity for crossing the Tien River and for maintaining smooth traffic along the expressway. The following Figure 3-2 shows that the traffic volume of the existing My Thuan Bridge section on NH1 will reach its capacity by around 2014, in case the Second My Thuan Bridge is not constructed. This was determined by calculating the peak-hour design traffic and taking into consideration the distribution of traffic due to the completion of Cao Lanh Bridge at the upstream section of the existing My Thuan Bridge and Van Cong Bridge at the upstream section of the Can Tho Bridge along Ho Chi Minh Highway, before 2020 and the completion of Co Chien Bridge at the downstream section of the existing My Thuan Bridge along National Highway No.60, before ,000 6,500 6,000 5,500 5,000 4,500 4,000 3,500 3,000 2,500 2, Year Peak-Hour Design Traffic (PCU/hr) Traffic Capacity per hour for 4 lanes =3,300 PCU/h (1500*0.55*4) Figure 3-2 Capacity of the Existing My Thuan Bridge in Case the Second My Thuan Bridge is not Built Without the Second My Thuan Bridge, a traffic bottleneck will be expected at the section of the existing My Thuan Bridge. Moreover, the level of service of the expressway will be downgraded due to traffic congestion, which could induce traffic accident and air pollution. From the above viewpoints, the Second My Thuan Bridge Project is urgent and necessary. 3-3

53 3.2 Study Required for Decision on Contents of the Project Existing Study Documents After MOT s Decision No.462/QD-BGTVT dated February 23, 2005 on the approval of investment preparation for the Trung Luong-My Thuan-Can Tho Expressway Project, a series of feasibility studies on the expressway, including the Second My Thuan Bridge, had been conducted. (1) F/S on Second My Thuan Bridge The latest design report on the Second My Thuan Bridge, 489/CLH-KCCT, which forms part of the F/S on Trun Luong-My Thuan-Can Tho Expressway Project (05-TED-013-HD), had been established by TEDI (dated 01/03/2010), under the BOT scheme owned by BEDC. On the other hand, since MOT s Decision No.1318/QD-BGTVT dated May 19, 2009, in which the ownership of the My Thuan-Can Tho Expressway was transferred to MOT, was issued, the design report has not been authorized and does not have any legal status. In this study, the design report is cited as TEDI s F/S on Second My Thuan Bridge. In TEDI s F/S of the Second My Thuan Bridge, the route which is 1,200 m upstream, (same position as Alternative 1 in Section 3.2.4), and a hybrid cable-stayed bridge type with a center span of 550 m are recommended. (2) F/S on Trung Luong-My Thuan Expressway In April 2007, BIDV obtained the right to the development of the Trung Luong-Can Tho Expressway including Trung Luong-My Thuan section and Second My Thuan Bridge. BEDC, as the special purpose company (SPC), was established to implement the project under BOT scheme. F/S (05-TEDI-013-H) was carried out by TEDI under BOT scheme and was approved through MOT s decision No.343/QD-BGTVT dated February 4, In this study, the design report for Trung Luong-My Thuan Expressway is cited as BOT F/S on Trung Luong-My Thuan Expressway. (3) F/S on My Thuan-Can Tho Expressway The development right of the remaining section including the Second My Thuan Bridge and the section between My Thuan and Can Tho has been transferred to PMU My Thuan due to lack of investment fund. This was formalized through the Prime Minister s Announcement No.137/TB-VPCP dated April 24, 2009 and MOT s Decision No.1318/QD-BGTVT dated May 18, 2009, which is related to the changing of administration and management mission of My Thuan-Can Tho Expressway Project. MOT implemented the F/S for the section of My Thuan-Can Tho Expressway again, excluding Second My Thuan Bridge. This F/S was carried out by TEDI and submitted to MOT for approval in July At present (as of December 2010), MOT has not yet approved this F/S. In this study, the design report is cited as MOT F/S on My Thuan-Can Tho Expressway. 3-4

54 (4) Environmental Impact Assessment (EIA) Report on Trung Luong-Can Tho Expressway Environmental Impact Assessment Report on Trung Luong-My Thuan-Can Tho Expressway Construction Investment Project According to BOT Form (Period 1) (Report revised in accordance with comments mentioned in the minutes of meeting document of the assessing council dated 30/6/2008) Hanoi 09/2008: The route of the Second My Thuan Bridge Construction Project was within the scope of this project. The project did not, however, plan the construction of the new bridge (the Second My Thuan). Instead, it considered utilizing the existing My Thuan Bridge in order to cross the Tiang Giang River. The EIA for this project was conducted in 2005 and It was certified by the Ministry of Natural Resources and Environment in October 2008 with the approval code No.2140/QD-TNMT. (5) Other Existing Documents to be Cited Other existing documents to be cited in this report are as follows: My Thuan Bridge Project Feasibility Study, October 1995, AusAID Geotechnical Investigation Report, My Thuan Bridge Project Feasibility Study, December 1994, AusAID Feasibility Study Report of Can Tho Bridge, September 1998, JICA Detailed Design Report for Can Tho Bridge, October 2000, JICA Report on Soil Investigation for Second My Thuan Bridge, October 2005, TEDI Inspection and Maintenance Manual, My Thuan Bridge, Upstream Bank Protection Project, April 2002, AusAID 3-5

55 3.2.2 Traffic Demand Forecast (1) Approach and Methodology There are some existing relevant data on OD survey and traffic assignment in this study as the concerned site is one of the most important areas in southern Vietnam. Moreover, the Second My Thuan Bridge will form part of the North-South Expressway. Based on this background, traffic demand forecast is carried out. Flow chart for traffic demand forecast is illustrated in Figure 3-3 below. 3Existing OD Table 1Traffic Volume Survey 2Type of Vihecle ratio 8GDP data 4Current OD 9Estimation of GDP Growth Curve 10Forecating Future GDP 6Traffic Assignment 5Current Road Network 11Corelation analysys between GDP and Volume 7Validation 12Calculating rate of increase 13Future OD Table 15Expressway toll rate, Travel time Cost 14Future Road Network 16Future Traffic Assignment Figure 3-3 Flow of Traffic Demand Forecast - Step 1: Conduct traffic surveys at the project sites (traffic counts) - Step 2: Prepare the present (2007) OD matrices from sample data of traffic survey - Step 3: Check the validity of OD matrices through assigning the present OD matrices to the present road network and by comparing the counted traffic volume - Step 4: Estimate the GDP growth curve from the past growth trend and forecasting the future GDP, referring to the targets of National Development Plan (Socio-Economic Development Plan ) - Step 5: Calculate the rate of increase using the existing relational expression 3-6

56 - Step 6: Forecast the future OD matrices, applying the future traffic growth rate by vehicle type - Step 7: Obtain the traffic assignment of future OD matrices for the future road network with the expressway (conditions such as toll fares and time values were also set) - Step 8: Obtain the diversion rate to the expressway, traffic volume and interchange directional traffic from the output of traffic assignment The target years for traffic forecasts include four benchmark years of 2016, 2020, 2030 and Vehicles for the forecast are limited to the following six types for comparison purposes and to ensure consistency with the previous F/S: - Cars (Car, Jeep, 4WD, Van, Taxi) - Light bus (less than 16 seats) - Medium and heavy bus (more than 16 seats) - 2-axle truck - 3-axle truck - 4 and more axle truck (2) Traffic Survey (a) Conducting Traffic Survey It was necessary to carry out traffic surveys in this study in order to obtain the latest traffic data to be used as basic information for the traffic demand forecast. The traffic surveys were carried out in accordance with the following procedure: (i) Survey Stations: Six points along the NH1 (Figure 3-4) The survey was carried out at six points along the NH1 as listed in Table

57 Bien Hoa Dau Giay Da Lat Ho Chi Minh City An Phu R.R.2 An Lac Long Thanh traffic count 24 hours Trung Luong traffic count 16 hours My Thuan Vung Tau 2nd My Thuan bridge Can Tho Figure 3-4 Traffic Survey Stations (ii) Classified Traffic Count Survey Ca Mau 24-hour Counts: Station 1, 4 and 6 - From 7:00 AM of 8th October (Mon.) to 7:00 AM the following day 16-hour Counts: Stations 2, 3 and 5 -. From 7:00 AM of 9th October to 11:00 PM the same day. Table 3-1 Traffic Survey Point Name and Time Period No. Traffic count survey points Time 1 Cross section on NH1 at Long Lợi (Tiền Giang) 24 hrs 2 Cross section on NH1 in front of Cai Lậy District 7:00 AM-11:00 PM 3 Cross section on NH1 in front of An Hữu T-junction 7:00 AM-23:00 PM 4 Cross section on My Thuan Bridge 24 hrs 5 Cross section on NH1 behind Vĩnh Long Province 7:00 AM-11:00 PM 6 Cross section on Cần Thơ Bridge 24 hrs 3-8

58 (3) Analysis of Traffic Characteristics in the Project Area (a) 16-hour and 24-hour Traffic Car use ratio is comparatively high as observed at survey station 4 (existing My Thuan Bridge) both during daytime and nighttime. Table 3-2 Traffic Survey Result Survey Point1 Long Lợi Direction Time Car Light Bus BUS 2-axle 3-axle 4 and more Motorcycle Long An Tien Giang 16hours hours hours/16hours Tien Giang Long An 16hours hours hours/16hours Total 16hours hours hours/16hours Survey Point2 Cai Lậy district Direction Time Car Light Bus BUS 2-axle 3-axle 4 and more Motorcycle My Thuan Trung Luon 16hours hours Trung LuonMy Thuan 16hours hours Total 16hours hours Survey Point3 An Hữu T-junction Direction Time Car Light Bus BUS 2-axle 3-axle 4 and more Motorcycle Vinh Long Tien Giang 16hours hours Tien Giang Vinh Long 16hours hours Total 16hours hours Survey Point4 My Thuan bridge Direction Time Car Light Bus BUS 2-axle 3-axle 4 and more Motorcycle Long An Tien Giang 16hours hours hours/16hours Tien Giang Long An 16hours hours hours/16hours Total 16hours hours hours/16hours Survey Point5 Vĩnh Long province Direction Time Car Light Bus BUS 2-axle 3-axle 4 and more Motorcycle Vinh Long Can Tho 16hours hours Can Tho Vinh Long 16hours hours Total 16hours hours Survey Point6 Cần Thơ bridge Direction Time Car Light Bus BUS 2-axle 3-axle 4 and more Motorcycle Vinh Long Can Tho 16hours hours hours/16hours Can Tho Vinh Long 16hours hours hours/16hours Total 16hours hours hours/16hours

59 (b) Vehicle Composition by Survey Station From Figure 3-5, vehicle composition at each survey station varies with about 70% of vehicles comprising of motorcycles. Number of cars is high in the vicinity of the first My Thuan survey point. It is especially noted that bus and truck ratios are about 20%. Figure 3-5 shows the vehicle composition by survey station. Table 3-3 Vehicle Composition by Survey Station No Survey point Time period 1 Cross-section on NH.1 at Long Lợi (Tiền Giang) 24h 2 Cross-section on NH.1 in front of Cai Lậy district 7.00 am pm 3 Cross-section on NH.1 in front of An Hữu T-junction 7.00 am pm 4 Cross-section on My Thuan bridge 24h 5 Cross-section on NH.1 behind Vĩnh Long province 7.00 am pm 6 Cross-section on Cần Thơ bridge 24h 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 73% 51% 61% 43% 82% 74% 15% 13% 8% 9% 18% 14% 20% 7% 8% 5% 5% 6% 10% 19% 18% 22% 8% 13% Car Bus Truck Motorcycle Figure 3-5 Vehicle Composition 3-10

60 (c) Time Variations of Traffic Time variations of traffic (all vehicles excluding motorcycles) monitored at survey station 4 is shown in Figure 3-6. Morning peak is observed to be 6:00 AM to 7:00 AM and peak hour ratios are around 7% to 9%. The afternoon peak is between 5:00 PM to 6:00 PM, although not clearly seen than the morning peak car bus truck mortorcycle Figure 3-6 Time Variation of Traffic Observed at Survey Station

61 (4) Producing Present OD Matrices (2010) (a) Present OD Matrices (2010) To produce present OD matrices, existing OD matrices are adjusted based on the traffic count survey. (b) Validation of Present OD Matrices In order to confirm the validity of the present OD matrices, these were assigned to the present road network and the assigned traffic volumes were then compared with the traffic count results. The results of comparison are shown in Figure 3-7. Figure 3-7 Traffic Count VS Present Traffic Assignment Traffic count PCU/day Assignment Result The correlation coefficient (R) between traffic count and assigned traffic is estimated at As a result, the present OD matrices were validated. 3-12

62 (5) Future Development Plans Future development plans in the Project area are described in Figure 3-8 below. Source: MOT Figure 3-8 Future Road Network Plan in Mekong Delta Area (6) Traffic Demand Forecast (a) Past Trend of Economic Growth For the purpose of forecasting the future traffic growth rate, future economic growth rate was set as one of the main preconditions of traffic demand forecast. The following graph in Figure 3-9 indicates the strength of Vietnamese economic growth. It also shows the sudden economic decline in

63 GDP Growth Constant USD B i 500 l l i o n U S D Source: World Development Indicators Figure 3-9 Trend of Economic Growth in Vietnam (b) Growth Target of National Development Plan The current national development plan is compiled and entitled Socio-Economic Development Plan Its target growth rates within the planning period are shown in Table 3-4 below. Table 3-4 Past Trend of Real GDP Sector Agriculture, Fishery Industry, Construction Services Total Source: Socio-Economic Development Plan Target Growth (% per annum) Target growth rates of the national development plan are set at 7.5%-8.0% per annum up to the year Major sectors that push up the economy are industry and construction. These target growth rates are deemed to be within a possible range and are realistic, considering the recent actual economic performance, private sector s investment environment and the progress of the implementation of infrastructure projects. (c) Forecasted Economic Growth Rate up to 2040 It is not realistic to assume an 8% growth rate for more than 20 years after It is noted that the larger the economic size, the more difficult it is to maintain a high growth rate. Thus, it is considered that the economic growth situation will stabilize. 3-14

64 Bus Traffic/day Car Traffic/day It is assumed that future GDP will grow at an average annual rate of 8.0% from 2010 to Subsequently, the growth rate will gradually reduce by 0.5% every five years, and will stabilize at 5.5% growth rate from 2035 to This growth scenario will be justified considering the potential of the Vietnamese economy and based on the results of comparisons with other studies. (d) Forecast of Future OD Matrices The future traffic growth rates were calculated by inputting the future GDP to the equations in Figures 3-10, 3-11 and 3-12 based on the existing study entitled Study on Da Nang-Quang Ngai Expressway Project in the Socialist Republic of Vietnam Car 1,600 1,400 1,200 1, y = 0.007x R 2 = , , , , ,000 GDP Figure 3-10 Regression Analysis between GDP and Traffic Demand (Cars) Bus 2,500 2,000 y = x R 2 = ,500 1, , , , , , , , , ,000 GDP Figure 3-11 Regression Analysis between GDP and Traffic Demand (Buses) 3-15

65 Truck Traffic/day Truck 2,500 2,000 1,500 1, y = x R 2 = , , , , ,000 GDP Figure 3-12 Regression Analysis between GDP and Traffic Demand (Trucks) (e) Traffic Assignment Simulations (i) Forecast System The traffic demand on the Second My Thuan Bridge was forecasted based on the road network simulation, which includes road links such as NH1, NH80, other related road sections, expressway with interchanges and new bridges. Necessary information on road conditions (section length, design speed, capacity and Q-V formula showing the relationship between traffic volume and travel speed) is assigned to each road section. JICA STRADA developed by JICA was the applied system and user equilibrium was the traffic assignment model. (ii) Toll Fares The toll rates are controlled by the MOF (Circular No 90/2004/TT-BTC). The rate applied to cars in the Southern Expressway Study was USD 0.08/km (VND 1,280/km). The same toll rate was also applied to cars in this study while toll rates for other vehicle types were decided referring to the passenger car unit (PCU) equivalent. Such toll rates are shown in Table 3-5 Vehicle Type Table 3-5 Toll Rates on the Expressway Toll Rate Car 1,280 Light Bus 1,920 Medium & Heavy Bus 3,200 2-axle Truck 2,560 3-axle Truck 3,200 4 and more axle Truck 3,840 Source: Calculated in this study based on SAPROF study on Southern Vietnam Expressway, 2007, JBIC Unit: VND/km 3-16

66 (iii) Travel Time Values The basic travel time values were estimated in the Southern Expressway Study. In this study, the values were escalated to 2010 prices. (iv) Summary of Traffic Demand Forecast Results of traffic demand forecast up to the target year 2040 are summarized in Table 3-6. As the traffic volume in the year 2020 will be 55,000 PCU/day, it is estimated that the volume will reach 80,000 PCU/day by In 2040, the traffic volume at Second My Thuan Bridge will be 85,000 PCU/Day, which corresponds to a difference of only 5,000 PCU/day. This is considering that other bridges will be built at that time. Table 3-6 Result of Traffic Assignment Future Traffic Volume (PCU/Day) Target Second My Thuan Interchange Direction NH1(Existing My Year Bridge to NH80 Thuan Bridge) NH ,308 9,782 21,489 13, ,799 22,113 35,357 26, ,521 19,179 41,606 28,

67 3.2.3 Natural Conditions Survey (1) Geodetic Survey Since geodetic survey was not carried out in this study, the topographic map (CAD data, 1:2000) prepared by TEDI in 2005 was utilized for the review of the alignment. However, the topographic map covers only the alignment proposed in the BOT F/S on Trung Luong-My Thuan Expressway. In order to study the alternative alignment, the control points need to be confirmed especially the high voltage power line (location of towers). Moreover, affected houses and area due to the Project should be identified based on the latest site information. Satellite image was used as supplemental information for expressway planning. The following Figure 3-13 is the base map with the topographic mapping data superimposed on the satellite image. Figure 3-13 Base Map for the Study 3-18

68 The specifications of the satellite image are summarized in Table 3-7 below. Table 3-7 Specifications of Satellite Image Item Type of Satellite Specification Quickbird Date January 2010 Area Color Resolution (bit/pixel) Resampling method Format Longitude km 2 True Color 8 bit Pansharpening Kernel Geo Tiff Latitude (2) Geological Survey The area around the Second My Thuan Bridge is flat and formed by the Mekong River. Paddy fields stretch over the area and with several fruit yards. Houses are clustered along the rivers and creeks. The terrain is formed by alluvium-marine sediments, i.e., sands and clays, according to the soil investigation report for the Second My Thuan Bridge (TEDI, 2005). In addition, another soil investigation was carried out in this study. The positions and results of borings are shown in the following Figures 3-14, 3-15, 3-16 and As shown in Figure 3-14, TEDI s boring data (LK1, LK4) exists already for the bridge route selected by this study. In this study, two more borings were executed for the end pier positions of the cable stayed bridge. These data of TEDI and this study have a same tendency. Namely LK1 and BH2 on the left bank both reach more than N=40 only below the depth of more than 40m. LK4 and BH1 on the right bank reach N=50 at the depth of 70m. The coincidence of the tendency of these data proves the correctness and the reliability these data. The ground condition of the First My Thuan Bridge is also bad in a same manner as these boring data and this bridge adopts 90m long cast-in-place bored piles. This also proves the correctness of these boring data. 3-19

69 To Trung Luong To Can Tho Source: Report on Soil Investigation for Second My Thuan Bridge, TEDI, 2005 and Study Team Note: LK1 and LK4 are from TEDI s study while BH1and BH2 are initiated under this study. Figure 3-14 Boring Locations 3-20

70 Source: Report on Soil Investigation for Second My Thuan Bridge, TEDI, 2005 Figure 3-15 Boring Data of LK1 and LK2 3-21

71 Figure 3-16 Boring Data of BH1 3-22

72 Figure 3-17 Boring data of BH2 3-23

73 (3) Hydrological Survey In My Tho, which is close to Vinh Long City and the bridge site, a meteorological station exists. The data on temperature, humidity and wind velocity acquired at said station are shown in the following Tables 3-8, 3-9, 3-10 and TT Table 3-8 Air Temperature Recorded at My Tho Station Month I II III IV V VI VII VIII IX X XI XII Average air temperature by month and year ( o C) Year My Tho Highest average air temperature by month and year ( o C) My Tho Lowest average air temperature by month and year ( o C) My Tho Highest absolute air temperature by month and year ( o C) My Tho Lowest absolute air temperature by month and year ( o C) My Tho Daily amplitude of average air temperature by month and year ( o C) My Tho Source: Hydro-meteorological Data Center under Hydro-meteorological Service of Vietnam In southern Vietnam, the monthly average highest air temperature is about 31 and the lowest, 23. The average air temperature is about 27. From these data, the climate of southern Vietnam is close to the summer season of Japan. The average temperature is comparatively lower in December and January. As the temperature difference within a year is smaller than in Japan, the length difference of the bridge girder is also smaller. Table 3-9 Rainfall Recorded at My Tho Station (Precipitation) TT Station Month I II III IV V VI VII VIII IX X XI XII Year Average rainfall by month and year (mm) 1 My Tho Highest daily rainfall (mm) 1 My Tho Average number of rainy days by month and year (day) 1 My Tho Source: Hydro-meteorological Data Center under Hydro-meteorological Service of Vietnam 3-24

74 From the above data, it is clear that the rainy season stretches from May to October and the dry season from November to April. The water level of the river is shown Table 3-12 and the high water period stretches mainly from July to December. The high water period begins slightly later than the rainy season. Table 3-10 Humidity Recorded at My Tho Station TT Station Month I II III IV V VI VII VIII IX X XI XII Year Average absolute humidity by month and year (mbar) 1 My Tho Average comparative humidity by month and year (%) 1 Mỹ Tho Lowest comparative humidity by month and year (%) 1 Mỹ Tho Lowest absolute humidity by month and year (%) 1 Mỹ Tho Source: Hydro-meteorological Data Center under Hydro-meteorological Service of Vietnam From this table, the comparative humidity is high, about 80% year round. Even in the dry season, the comparative humidity is almost the same as in the rainy season. The wind data is shown below. TT Table 3-11 Average Monthly and Yearly Wind Velocity (m/s) Recorded at My Tho Station Station 1 My Tho Month I II III IV V VI VII VIII IX X XI XII Source: Hydro-meteorological Data Center under Hydro-meteorological Service of Vietnam From these data, it is evident that the rainy season in the area around the bridge site is from May to November. The observed wind velocity, which is important for the long span bridge design, is low. Nevertheless, the design wind speed must be calculated based on strong winds brought by typhoons and extreme value distribution data. The design wind speed of U 10 =40 m/s will be adopted for designing the Second My Thuan Bridge, as specified in the Vietnamese standard. The highest and lowest water levels at the Tien Gian River recorded for 32 years at My Thuan Station, are shown in the following Table 3-12: Year 3-25

75 Table 3-12 Water level of the Tien Gian River Recorded at My Thuan Station WATER LEVEL (cm) Station: MY THUAN Latitude: 109 o 18' 25'' River: Tien Longitude: 13 o 04' 10'' Month Levels I II III IV V VI VII VIII IX X XI XII Year 1977 Highest Date X Lowest Date V 1978 Highest Date X Lowest Date IV 1979 Highest Date 7 7-X Lowest Date V 1980 Highest Date IX Lowest Date 9 9-V 1981 Highest Date XI Lowest Date IV 1982 Highest Date 2 2-XI Lowest Date 2 2-V 1983 Highest Date 5 5-XI Lowest Date III 1984 Highest Date X Lowest Date VI 1985 Highest Date XI Lowest Date VI 1986 Highest Date 3 3-XI Lowest Date V 1987 Highest Date 8 8-X Lowest Date VI 1988 Highest Date VIII Lowest Date V Source: Hydro-meteorological Data Center under Hydro-meteorological Service of Vietnam 3-26

76 Month Levels I II III IV V VI VII VIII IX X XI XII Year 1989 Highest Date X Lowest Date V 1990 Highest Date 4 4-XI Lowest Date IV 1991 Highest Date X Lowest Date VI 1992 Highest Date X Lowest Date 5 5-VI 1993 Highest Date X Lowest Date V 1994 Highest Date 7 7-X Lowest Date V 1995 Highest Date X Lowest Date 6 6-VI 1996 Highest Date X Lowest Date 7 7-V 1997 Highest Date 2 2-XI Lowest Date VI 1998 Highest Date 7 7-X Lowest Date V 1999 Highest Date X Lowest Date IV 2000 Highest Date IX Lowest Date V 2001 Highest Date X Lowest Date V 2002 Highest Date 8 8-X Lowest Date V Source: Hydro-meteorological Data Center under Hydro-meteorological Service of Vietnam 3-27

77 Month Levels I II III IV V VI VII VIII IX X XI XII Year 2003 Highest Date X Lowest Date IV 2004 Highest Date IX Lowest Date V 2005 Highest Date X Lowest Date VI 2006 Highest Date XI Lowest Date VI 2007 Highest Date 22 2(2) (2) 16(2) (2) 26(2) 11 26(2) 26(2) - X Lowest Date (2) VI 2008 Highest Date (2) (3) 15 15(2) 15 - XI Lowest Date (2) 3 25(2) 13 - V Source: Hydro-meteorological Data Center under Hydro-meteorological Service of Vietnam From the data, the lowest water level is between -170 cm and -114 cm. Meanwhile, the highest water level is between 140 cm and 191 cm. The water level difference within a year is between 273 cm and 325 cm. This difference is not so large compared to the water level difference of 10 m at the upstream, e.g. in Laos. The highest water level season is between July and December. Floods occur in September or October every year. From these data, the highest water level is defined as in Table 3-13 based on TEDI s F/S on Second My Thuan Bridge. On the other hand, the lowest low water level is m recorded on May 22, Table 3-13 Highest Water Level Non-exceedance 1% 2% 4% 5% 10% probability P(%) H max.p% (m) Source: TEDI s F/S on Second My Thuan Bridge The Tien Gian River is a tidal river near My Thuan area. The influence of tide is shown in Table 3-14 below. Table 3-14 Influence of Tide Low water level period (December to June) Largest tidal difference within a 1.50~2.00 m day Largest tidal difference within a 2.00~2.50 m yearly tidal cycle Source: TEDI s F/S on Second My Thuan Bridge High water level period (July to December) 1.00~1.20 m 1.50~1.70 m The flow velocity at the center of the river in the old ferry terminal area is 1.53 m/s at the time of floods and the yearly average flow velocity is 0.39 m/s. 3-28

78 The morphology of the Tien Gian River was studied in the F/S of the existing My Thuan Bridge. The result of the study is shown in Figure 3-18 below. According to this, the old ferry terminal area on the left bank will be washed away and the area will be inside the river after 50 years, if bank protection works are not provided. Meanwhile, if bank protection works are constructed from the ferry terminal area to some distance upstream, both left and right banks from the ferry terminal to the existing My Thuan Bridge is relatively stable. At present, based on this study, the bank protection works (groins) were constructed and are existing. Source: My Thuan Bridge Project Feasibility Study, AusAID, 1995 Figure 3-18 Prediction of Change of River The bank protection works in the shaded area shown in Figure 3-19 below are obtained from one of the as-built drawings of the bank protection project for the existing My Thuan Bridge. 3-29

79 Source: Inspection and Maintenance Manual, My Thuan Bridge, Upstream Bank Protection Project, Figure 3-19 Bank Protection Works Constructed Under the Existing My Thuan Bridge Project From these facts, the banks upstream of the existing My Thuan Bridge are stable for the bridge planning. Some alternative routes near the old ferry terminal area are selected and compared for the bridge planning, which is explained in detail in the following section Bridge Plan and Design (1) Route Selection The intersection of National Highway No. 1, from which the approach road to the existing My Thuan Bridge links, is selected as the fixed starting point of the route to the Second My Thuan Bridge. The alternative routes, which can avoid houses and span over the river with the shortest length, are planned from this starting point. As a result, three alternative routes shown in the following Figures 3-20 and 3-21 are defined. Alternative 1 route, in which the main bridge is located 1,200 m upstream of the existing My Thuan Bridge, passes through the old ferry terminal area with many houses. Alternative 2 route is slightly shifted eastward of Alternative 1 and closer to the 230 kv power line to avoid houses. The distance to the power line is 100 m, where the towers of cable-stayed bridges can be constructed without any problem. Alternative 3 is located on the east side, about 100 m away from the 500 kv power line. Although the river width on this route is the smallest, it will cross two power lines. The alignment is limited to avoid the power line towers, and the curve with small radius needs to be introduced. However, the side span needs to be exactly behind the center span and on the straight line from the center span in case of large scaled bridge, to work as a counter weight of the center span. In the figures, the positions of main towers and end piers for the case of cable-stayed bridges are shown. 3-30

80 Figure 3-20 Alternative Routes for Second My Thuan Bridge 3-31

81 Cost poor poor better bad good good good good bad Note: Upstream is on the left side). Figure 3-21 Alternative Routes for the Second My Thuan Bridge In Figure 3-21 above, a curved section needs to be introduced in the side span of the cable-stayed bridge along Alternative 3 route. This curved section is needed to avoid the towers of 200 kv and 500 kv power lines. This curved section cannot be avoided under Alternative 3; however, it is realized that the curved side span causes unbalanced section forces which is generally not preferred in the planning of long span cable-stayed bridges. Therefore, said route was not selected, although it has the shortest span length of 500 m. It is also evaluated that although the width of the river is 50 m longer, the main bridge section is straight under Alternative 2. As a result, Alternative 2 is selected as the most feasible route among the alternatives (Table 3-15 provides the comparison of the three alternatives). Table 3-15 Comparison of Alternative Routes Evaluation items Alternative 1 Alternative 2 Alternative 3 Road alignment Most smooth alignment Affected houses Main Bridge Many houses near old ferry terminal (309 houses) River width is 550 m and construction cost is high. Depth at river center is Slightly shifted eastward m from Alternative 1 to avoid houses. Less than Alt-1. (160 houses) River width is 550 m and construction cost is high. Depth at river center is more than 30 A curved section with small radius is introduced to avoid power line towers. Side span of main bridge includes a part of curve section. Less than Alt-1. (170 houses) River width is 500 m and construction cost is less. Depth at river center is more than

82 Best good bad bad good good Approach road Evaluation more than 30 m and difficult to construct piers. TEDI s bathymetric map is available. Construction cost is similar to other alternatives but land acquisition cost is high because of many affected houses. m and difficult to construct piers. TEDI s bathymetric map is available. Land acquisition cost is cheaper than Alt-1. Recommended m and difficult to construct piers. River depth is shown in Figure 3-8. Land acquisition cost is cheaper than Alt-1. (2) Bridge Planning A comparison study concerning bridge types was conducted for Alternative 2 route. The center river depth of up to 50 m on this route is significantly deep, and thus, it is difficult to construct piers near the river center. The navigation clearance is defined as shown in Figure 3-22 below and must be secured in the bridge plans. Such clearance was also adopted for the existing My Thuan Bridge, as agreed among nations including Cambodia, which utilize the Mekong River. Figure 3-22 Navigation Clearance The Tien Gian River bends largely to the left from upstream to downstream, near the proposed bridge site, as shown in the preceding Figures 3-20 and Ships navigate on the right side of the river, in order to comply with the rule. Ships going upstream navigate close to the left bank of the river as this is the shortest way upstream. Therefore, it is not recommended to construct piers near the left bank if the navigation course is taken into account. As shown in Figure 3-23 below, the river center is more than 30 m deep and thus, it is not feasible to construct piers at this location. Since the river near the right bank deepens rapidly, it is also difficult to construct underwater foundations on this slope. At the same time, the right bank is subject to slight erosion as shown in Figure Considering these facts, it is recommended to construct piers on either banks or land, instead of river beds. Furthermore, the recommended center span length is 550 m. 3-33

83 Source: TEDI Figure 3-23 Bathymetric Map (lower side is right bank) and Alternative 2 Route 3-34

84 Figure 3-24 A Ship Passing in front of Old Ferry Terminal Figure 3-25 Erosion on Right Bank The relationships between bridge types and span length are shown in Figure 3-26 below. PC cable-stayed bridge type is discarded because its applicable span length is less than 450 m. In this study, five bridge types including arch bridge, suspension bridge and three cable-stayed bridges, which can be applied to a span length of 550 m, were compared. For the cable-stayed bridge alternatives, A shaped tower 2-edge girder type (the Nhat Tan Bridge type), single column tower 4-edge girder type and two steel box girder type are included in the comparison. Details of each type is as follows: 1. Steel Arch Bridge: If implemented, this will become one of the world s largest steel arch bridges. Examples of such bridges include Chaotianmen Bridge (552 m) in China, Lupu Bridge (550 m) in China, New River George Bridge (518m) in the USA, etc. 3-35

85 2. Suspension Bridge: Before the development of long span cable-stayed bridges, suspension bridges were constructed for spans of 500 m. Because the applicable length of cable-stayed bridges becomes longer, no suspension bridges for 500 m spans are constructed recently. A suspension bridge needs to be constructed in series, in the order of tower, anchorage, cables and finally the girder. This can lead to longer construction period. 3. A shaped tower 2-edge girder Cable-stayed Bridge (Nhat Tan Bridge Type): The bridge deck is a composite structure consisting of reinforced concrete slab and steel I-girders. Generally, this type of bridge is less costly than the steel box girder, cable-stayed bridge. 4. Single Column Tower 4-Edge Girder Cable-stayed Bridge: Two edge girders are arranged on both sides of the single column tower. Although construction cost of the tower is less costly, the connecting girders between two edge girders are needed and will subsequently increase the cost. It is unclear which is least costly between the A-tower edge girder and the single column tower edge girder cable-stayed bridge. 5. Cable-stayed Bridge with Steel Twin-box Girder (hybrid with PC girder for the side spans): Steel twin-box girder with orthotropic steel deck is adopted for the center span while PC twin-box girder with RC deck is adopted for the side spans. The steel girder and PC girder are connected rigidly at the tower. The RC decks on the side spans work as a counter weight of the center span with the shorter side span lengths. The 940 m sections including the comparison of the bridge types are shown in Figures 3-27, 3-28, 3-29, 3-30 and 3-31 and Tables 3-16 and Bridge Type Cable Stayed (PC) Cable Stayed (Steel Edge Girder) Cable Stayed (Steel Box Girder) Steel Arch Bridgre Span Length (m) Suspension Bridge Span (m) Economical Applicable Figure 3-26 Bridge Types and Applicable Spans 3-36

86 Figure 3-27 Steel Arch Bridge Figure 3-28 Single Span Suspension Bridge 3-37

87 Figure 3-29 A Shaped Tower 2-Edge Girder (Nhat Tan Bridge Type) Figure 3-30 Single Column Tower 4-Edge Girder, Cable-stayed Bridge 3-38

88 Figure 3-31 Two Steel Box Girder Cable-stayed Bridge (RC deck for the Side Spans) Table 3-16 Comparison of Superstructure and Substructure Quantities for 940 m Section Including Bridge Type 1. Steel Type 2. Single Type 3. A shaped tower Type 4. Single Type 5. Steel Two Box Arch Span 2-Edge Girder Column Girder Bridge Suspension Cable-stayed Tower Cable-stayed Bridge Bridge (Nhat Tan 4-Edge Bridge (RC Bridge Type) Girder, Cable-stayed deck for Side Spans) Bridge Steel weight (t) 17,000 6,200 10,200 11,760 13,668 Cable weight (t) 1,233 2,200 2,000 2,100 1,466 Concrete volume (m 3 ) 48,006 76,880 35,558 32,318 32,862 Φ2.5 m pile length (m) 0 12,960 3,840 3,840 4,480 Φ1.5 m pile length (m) 12, ,260 1,260 1,512 Length of approach viaduct (m) Construction cost ratio

89 The bridge type comparison based on the above quantity is shown in the following Table 3-17: Table 3-17 Bridge Type Comparison () Items Type 1. Type 2. Type 3. Type 4. Steel Arch Single Span A shaped tower Single Column Bridge Suspension Bridge 2-Edge Girder Cable-stayed Tower 4-Edge Girder, Bridge (Nhat Cable-stayed Tan Bridge Bridge Type) General One of the This span is Similar to Nhat Single column description world s longest often replaced Tan Bridge but towers and two arch bridges by cable-stayed longer span. separate edge bridges. girders. Construction method Many temporary equipment Series construction of towers, cables and girders. Balanced cantilever construction Aesthetics Massive Slender Slender, familiar A-shaped tower Maintenance Hanger vibration Balanced cantilever construction Slender, new impression Type 5. Steel Two Box Girder Cable-stayed Bridge (RC deck for Side Spans) Two box girders instead of I girders. Balanced cantilever construction Slender, familiar A- shaped tower Main cable Stay cable Stay cable Stay cable maintenance is difficult vibrations vibrations vibrations Construction period ratio Construction cost ratio Evaluation 4 th 3rd 1st 1st 2nd From the above comparison, Type 3, A shaped tower 2-edge girder cable-stayed bridge (Nhat Tan Bridge Type), is the least costly and aesthetically attractive. This type is suitable for the Second My Thuan Bridge. However, the A-shaped tower is conventional and may give an all-too-common impression. The construction cost of Type 4 with single column tower and four edge girders is slightly higher than Type 3. Type 4 is recommended as the most suitable type for the Second My Thuan Bridge, which can give a new impression because of the single column tower. The side view of these two types is almost the same and presented in Figure 3-32, showing the cable-stayed bridge with 550 m center span. The design conditions of the Second My Thuan Bridge over Alternative 2 route are summarized in the following Table

90 flow velocity Water level Table 3-18 Design Conditions of the Second My Thuan Bridge Bridge Name Second My Thuan Bridge Remarks Road Specification Expressway Design speed Main bridge section: 100 km/h Road Other section: 120 km/h Spec. Number of lanes 6 lanes Lane arrangement @ @ =32.00 m Plan alignment Straight Geometric Vertical alignment 2%+4%(800 m)+(r=12,000 m( m))+4%(800 m)+2% alignment Cross fall 2% The water level to meet the clearance height is 1.85 m. Navigation condition Navigation Clearance River condition width height 110 m 37.5 m at the center width height 300 m 30 m HWL (1%) 2.02 m Once in 100 years HWL (5%) 1.85 m LWL m Daily largest tidal 2.00 m difference Largest 1.53 m/s Average 0.39 m/s Other constraints Electric power line 230 kv power line and 500 kv power line. Since the bridge is planned to be more than 100 m away from power lines, no problems are expected. Position of the power lines are already clear. 3-41

91 Figure 3-32 Side View of the Second My Thuan Bridge The plan and profile drawings of Types 3 and 4 are shown in Figure 3-34 to Figure Meanwhile, the quantities of superstructure and substructure of said types are shown in Table 3-19 and Table 3-. As discussed in Section 3.2.3(2) Geological Survey, the thick soft stratums are layered in the site ground and the bearing stratum was found at a great depth. The right bank (BH1 and LK4) is especially poor and the ground with N value of 50 appears only below -70 m. On the left bank (BH2 and LK1), the ground with N value of 40 appears to be below -40 m. Due to the ground conditions, it was estimated that 32 bored piles with φ2.5 m and 80 m length are needed for the foundation of A-shaped towers on both banks. On the other hand, 28 piles are needed for the single column towers on both banks. φ3.0m piles are also investigated for the foundation, but there are no previous examples and the almost all of the necessary machines need to be imported from Japan or other overseas countries. Hence it is concluded there is no merit to adopt φ3.0m piles. φ2.5 m piles are adopted because of the former example of the Can Tho Bridge Project. The end piers of the main bridges are planned to be provided with φ1.5 m and 60 m long bored piles. Same type of pile foundation is adopted for the approach viaducts. The approach viaducts are planned to be provided with φ 1.2 m and 60 m long bored piles. This plan is adopted from the design of the approach viaducts of the Can Tho Bridge. The ground around the bridge site is very soft so that the limit height of the embankment is decided to be 5m based on the former examples of the embankment height around this area. The section of the approach road, which is higher than 5m, is planned as the approach viaduct. The bridge type of the viaduct is planned as the 40m span Super T girder bridge, which is widely adopted in Vietnam. In Figure 3-33, one example of pier of the Nhat Tan Bridge is shown. The width of the Nhat Tan Bridge is 33.2m whereas the width of the Second My Thuan Bridge is 31m so that the piers of this viaduct is slightly smaller than this pier but almost a same size of piers are needed for this viaduct. Quantities and construction cost of the main bridge are summarized in Tables 3-19 and The general views of the main bridge are also shown in the following figures (Figures 3-34 to 3-37). In Figure 3-39 and Figure 3-40, the perspective images of the selected bridge type are superimposed. 3-42

92 Figure 3-33 One Example of Approach Bridge Pier of Nhat Tan Bridge 3-43

93 Approach bridge Cable Stayed Bridge Table 3-19 Quantities and Construction Cost of Type 3 Bridge: A shaped Tower 2-Edge Girder Cable-stayed Bridge (Nhat Tan Bridge Type) Quantity unit Price Unit price (x10 3 (x10 6 yen) yen) Note Bridge proper(steel girder) 12,000 ton ,120.0 I girder Bridge proper 9,160 m RC deck Cable-stayed bridge Approach bridge (concrete) Concrete tower 14,732 m ,930.2 Cables 2,400 ton 1, ,630.9 Bearings, etc. 35,020 m *1030=35020 Deck surface works 31,930 m *1030=31930 Tower footing 18,976 m ,711.6 Piles for tower 5,120 m ,973.2 φ 2,500 Piers 1,962 m End pier Piers footings 2,100 m End piers Piles for piers 1,920 m End piers, φ 1,500 Total cost of 1,030 m section 21,302.1 Super T girder 46,080 m , *1440=46080 Piers 29,160 m , *18*2 Pier footings 28,350 m , *18*2 Piles for piers 30,240 m ,132.9 φ 1200, 840*18*2 Deck surface works 44,640 m *1440=44640 Total cost of approach section 10,635.0 Total cost of bridge section 31,937.1 Table 3-20 Quantities and Construction Cost of Type 4 Bridge: Single Column Tower 4-Edge Girder Cable-stayed Bridge Quantity Unit Unit price (x10 3 yen) Price (x10 6 yen) Bridge proper (steel girder) 13,860 ton ,533.6 I girder Bridge proper (concrete) 9,160 m RC deck Concrete tower 10,600 m ,817.5 Single column tower Cables 2,520 ton 1, ,762.4 Bearings, etc. 35,020 m Note 34 m*1,030 m=35,020 Deck surface works 31,930 m m*1,030 m=31,930 m 2 Tower footing 19,250 m ,736.4 Piles for tower 4,480 m ,726.6 φ 2,500 Piers 2,160 m End pier Piers footings 2,100 m End piers Piles for piers 1,920 m End piers, φ 1,500 Total cost of 1,030 m section 22,526.0 Super T girder 46,080 m , *1440=46080 Piers 29,160 m , *18*2 Pier footings 28,350 m , *18*2 Piles for piers 30,240 m ,132.9 φ1200, 840*18*2 Deck surface works 44,640 m *1440=44640 Total cost of approach section 10,635.0 Total cost of bridge section 33,161.0 m

94 Figure 3-34 General View of A shaped Tower 2-Edge Girder Cable-stayed Bridge (Nhat Tan Bridge Type) 3-45

95 Source: Study team Figure 3-35 General View of Pylons of A haped Tower 2-Edge Girder Cable-stayed Bridge 3-46

96 Source: Study team Figure 3-36 General View of Single Column Tower 4-Edge Girder Cable-stayed Bridge 3-47

97 Figure 3-37 General View of Pylon of Single Column Tower 4-Edge Girder Cable-stayed Bridge 3-48

98 To view the concept of a single column tower 4-edge girder cable-stayed bridge, an image of Stone Cutters Bridge in Hong Kong is shown in Figure 3-38 below. Although said bridge employs two box girders, the image in the photo is almost similar to a bridge with two edge girders. Stone Cutters Bridge Figure 3-38 View of Pylon of single column tower 4-edge girder cable-stayed bridge 3-49

99 Figure 3-39 Perspective View of a Completed A shaped Tower 2-Edge Girder Cable-stayed Bridge Figure 3-40 Perspective View of a Completed Single Column Tower 4-Edge Girder Cable-Stayed Bridge 3-50

100 3.2.5 Highway Plan and Design (1) Approach and Method The following are two reports related to the Second My Thuan Bridge Project: Feasibility Study (Basic Design) of Trung Luong-My Thuan-Can Tho Expressway by TEDI under BOT scheme, which was approved under MOT Decision No.343/QD-BGTVT dated February 4, 2008 Basic Design of Second My Thuan Bridge, which was implemented by TEDI, but has not been endorsed by concerned authorities In the former study, construction of the Second My Thuan Bridge was not considered as it was expected that the existing My Thuan Bridge could be used in the short term, as a section of the expressway to cross the Tien River. Accordingly, alignment of the Second My Thuan Bridge was not studied. In the latter study, the route alignment studied and selected was along the old ferry terminal. However, connection to the adjacent expressways (Trung Luong-My Thuan Expressway at the beginning point and My Thuan-Can Tho Expressway at the end point) has not been studied. In this study, the route selected in the above F/S was reviewed based on the current site conditions such as river bank erosion, depth of river, location of high voltage line and the number of houses along the route, which were confirmed from the satellite image (photo taken in 2010 by Quick Bird) and site survey. As a result, the route was slightly shifted towards the downstream side in order to minimize affected houses. This alignment was, in principle, approved by the Vice Minister of MOT through No.443/TB-BGTVT dated October 7, In addition, connection (intersection) to the adjacent expressways was studied taking into account the timing of construction of each project, updated traffic demand forecast, OD trip study and traffic capacity of national highways that link to the Second My Thuan Bridge. (2) Study of Stage Construction and Number of Lane According to the F/S, stage construction is applied for Trung Luong-My Thuan and My Thuan-Can Tho Expressway. Four lanes will be constructed at the initial stage (phase 1) and widening to six lanes will be implemented in the future. From the point of view of serviceability, Trung Luong-My Thuan Expressway should accommodate six lanes by around 2020 when its level of service reaches grade D, Meanwhile, My Thuan-Can Tho Expressway should accommodate six lanes before 2030 when its level of service reaches grade C/D as shown in Table 3.21 below. 3-51

101 Section Trung Luong-My Thuan My Thuan-Can Tho Table 3-21 Traffic Demand and Required Number of Lanes of Adjacent Expressways Year Traffic Demand (Vehicle/24h) Expected number of lanes Density (vehicle/km/lane) Level of Services (LOS) , C , D , F C/D , D/E , , ,302 Source: BOT F/S on Trung Luong-My Thuan-Can Tho Expressway B/C A/B C B C/D B It is noted that general operating conditions for levels of service are specified in accordance with 22TCN Specification of Road Design as follows: A - Free flow, with low volumes and high speeds B - Reasonably free flow, but speeds beginning to be restricted by traffic conditions C - In stable flow zone, but most drivers restricted in freedom to select their own speed D - Approaching unstable flow, drivers have little freedom to maneuver E - Unstable flow, there may be short stoppage F- Forced flow This investment schedule was approved by MOT during the meeting on August As for the Second My Thuan Bridge including its main bridge and approach roads, the number of required lanes will be determined on the basis of peak traffic volume, in accordance with the following formula referred from TCVN : 3-52

102 < Section 4.5 in TCVN > Where: n lane: required number of lane n lane = N rush-hour Z*N actual-capacity N rush-hour: peak-hour design traffic volume: N Peak-hour = ( ) N average daily Z: volume to capacity ratio Z = 0.55 for flat areas Z = 0.77 for rolling-mountainous areas N actual-capacity : 2,000 pcu/hour/lane Peak-hour design traffic volume is determined to be 6.2% of the daily traffic volume, which is observed to be from 16:00 to 17:00 based on the supplemental traffic count study in This ratio of peak-hour design traffic is assumed same as 2020, 2030 and 2040, and peak-hour design traffic is calculated by multiplying the ratio with the forecasted traffic demand each year. Volume to capacity ratio applied is 0.55 for flat area, and actual capacity used is 2,000 pcu/hour/lane for the expressway. Finally, the number of required lanes is calculated as shown in Table 3-22: Table 3-22 Traffic Demand and Required Number of Lanes of Second My Thuan Bridge Section Section Second My Thuan Bridge Year Traffic Demand (PCU/day) Peak-hour Design Traffic (PCU/hour) Expected number of lanes ,308 3, ,799 4, ,521 5,267 6 The traffic volume of 4,400 pcu/hour by 2027 will reach the capacity of four lanes. This fact is consistent with phased construction schedule of adjacent expressways, which is reasonable because the timing of widening from 4 lanes to 6 lanes of Trung Luong My Thuan Section and My Thuan Can Tho will be around 2020 and 2030, respectively. 3-53

103 PCU/hour Traffic Capacity per hour for 6 lanes =6,600 PCU/h (2000*0.55*6) Traffic Capacity per hour for 4 lanes =4,400 PCU/h (2000*0.55*4) 3500 Peak-Hour Design Traffic (PCU/hr) Completion Year Design Target Year Figure 3-41 Future Lane Requirements According to TCVN , expressway should be designed taking into consideration the condition 20 years after the completion of the project. Therefore, six motorized lanes are recommended to be constructed from the initial stage for the design target year in 2036, taking into account that completion of the Second My Thuan Bridge is expected to be around 2016 at the earliest (see Figure 3-40). According to Figure 3-40, necessity of 6 motorized lanes is explained as follows: i) Traffic demand forecast is a little underestimate because following future plans were taken into considerations. - Traffic distribution due to the completion of Cao Lanh Bridge and Vam Cong Bridge along Ho Chi Minh Highway before 2020, and Co Chien Bridge along National Highway No.60 before Reduction of the growth rate by degrees ii) Traffic volume will be gradually increased after As for phased construction, it shall not be proposed that phased construction will be applied because of; - Generally, widening construction work is technically difficult in case of large scaled bridge. Especially, it is difficult to widen by installation of bracket outside in case of proposed edge girder type bridge. - Phased construction is not effective with respect to the total investment cost because widening work is required for a short time after completion, namely 10 years. 3-54

104 (3) Highway Design (a) Study of Appropriate Design Speed for Large Scale Bridge Slope upgrade is one of the most important geometric design factors because it is directly related to traffic safety operation, traffic capacity of expressway and investment cost. Especially, along Trung Luong-Can Tho Section, the share of trucks in the traffic volume is about 30.3% according to traffic demand forecast in This high percentage of trucks may cause a reduction of traffic capacity accompanied by traffic jams and accidents in case of application of steep grade. In this study, in order to apply the appropriate design criteria for the Second My Thuan Bridge from technical and economical aspects, the critical length of grades for design was carefully studied. The critical length of grade is used to indicate the maximum length of a designated upgrade on which a loaded truck can operate without an unreasonable reduction in speed, as shown in Table 3-23 below. Design Speed (km/hour) Table 3-23 Critical Length Grade (%) Critical Length (m) 2 1, , Source: Expressway Design Standards of TCVN Slope Length b a Vertical Grade (b/a)% Figure 3-42 Definition of Slope Length and Vertical Grade Due to the restricted condition on navigation clearance (37.5 m height, 110 m width) of Second My Thuan Bridge, length of slope will not meet the requirement in case of application of design speed of 120 km/ h, even if 2% grade is considered (Table 3-24). 3-55

105 Grade (%) Table 3-24 Study of Critical Length for Each Grade Critical Length (m) Actual Length of Slope (m) Judge 120 km/h 100 km/h 120 km/h 100 km/h 2% 1,500 No limitation 1,890 3% 800 1,000 1,267 4% NG 1,500 <1,890 NG 800 < 1,267 NG 600 < 950 OK NG 1,000 < 1,267 NG 800 < 950 To satisfy the design standard and avoid costly construction in case of application of slope gentler than 2%, design speeds are recommended to be 100 km/h only for the Second My Thuan Bridge section, and 120 km/h for the approach road (Table 3-25). Table 3-25 Appropriate Design Speeds Applied for the Project Section Design Speed (km/hour) Approach Road 120 Second My Thuan Bridge (main bridge and approach bridge) 100 (b) Geometric Design Standards Expressway Design Standards of TCVN is applied for the geometric design in the study. Road classification of the project expressway is Class A, which has design speeds of 100 km/h and 120 km/h, as recommended in the above table. Major geometric specifications are shown in Table 3-26 Table 3-26 Major Geometric Specifications for Expressway (Main Route) Design Speed (km/h) Item Unit Desirable Minimum m 650 1,000 Radius of Curve Absolute Minimum m Minimum Radius without superelevation m 3,000 4,000 For desirable minimum radius % Superelevation For absolute minimum radius % Ascending % Maximum Grade Descending % Crest m 6,000 12,000 Minimum Vertical Curve Radius Sag m 3,000 5,000 Minimum Stopping Sight Distance m Source: TCVN

106 Vertical Curve Major geometric specifications for interchange are summarized in the following Table 3-27: Table 3-27 Geometric Specifications for Interchange Design Speed (km/h) Item Unit Deceleration Lane m Acceleration Lane m Taper m Source: TCVN Other categories and classes of alignments such as ramp way are designed referring to Highway Design Standards TCVN Design speed of 40 km/h will be applied for ramp way following that of adjacent expressways. The major geometric specifications for ramp way are summarized in the following Table 3-28: Table 3-28 Geometric Design Standards for Ramp Ways Minimum Radius Design Speed Km/h Item Unit 40 minimum m 60 normal m 125 Maximum Grade % 7 minimum m 700 Radius of Curve Crest normal m 1,000 Length of Curve m 35 minimum m 450 Radius of Curve Sag normal m 700 Length of Curve m 35 Maximum superelevation % 8 Maximum Radius which allows inverse superelevation m 600 Minimum stopping sight distance m 40 Source: TCVN (c) Typical Cross Section Typical cross section is designed in accordance with TCVN and in consistency with adjacent expressways. i) Typical Cross Section of Main Road and Frontage Road Main road consists of 3.75 m x 3 lanes, emergency stopping lane of 3.0 m, median of 1.0 m, inner safety strip of 0.75 m and shoulder width of 1 m per one direction (Figure 3-42). Hence, the total width is 33 m. Frontage road consists of one lane of 3.5 m and 1.0 m shoulder width at both 3-57

107 sides, hence, 5.5 m in total. The frontage road is basically constructed along the expressway to maintain local commune road network. Demarcation line is set at the toe of the embankment of frontage road which is 10 m from the toe of the embankment of the main road. Right of way (ROW) is set at 50 m from the toe of the embankment of main road in accordance with Decree No.11/2010/ND-CP, dated February 24, Main Road Frontage Road Carriageway (6 lanes) = 2 x (3 x 3.75) = 22.5 m 1 x 3.5 = 3.5 m Median = 1 x 1.0 = 1.0 m Emergency stopping lanes = 2 x 3.0 = 6.0 m Inner safety strip = 2 x 0.75 = 1.5 m Shoulder = 2 x 1.0 = 2.0 m 2 x 1.0 = 2.0 m Total: = 33.0 m = 5.5 m Figure 3-43 Cross Section of Approach Road ii) Typical Cross Section of Bridge Typical cross section of bridge is basically same as the embankment section except for the width of shoulder and parapet (Figure 3-43). As for main bridge in case of proposed type of single column tower 4-edge girder, total width will be maximum 38.0m at section of towers and gradually reduced to 32.0m at connection point with approach bridge. Demarcation line and ROW is also same as embankment section, which are 10 m and 50 m, respectively, from edge of the bridge. i) Main Bridge (Single Column Tower 4-Edge Girder) Carriageway (6 lanes) = 2 x (3 x 3.75) = 22.5 m Emergency stopping lanes = 2 x 3.0 = 6.0 m Inner safety strip = 2 x 0.75 = 1.5 m Central reservation = 1 x = 1.0 m-7.0m Parapet and bridge rail = 2 x 0.5 = 1.0 m Total: = 32.0 m-38.0m 3-58

108 ii) Approach Bridge (Super-Tee Girder) Carriageway (6 lanes) = 2 x (3 x 3.75) = 22.5 m Emergency stopping lanes = 2 x 3.0 = 6.0 m Inner safety strip = 2 x 0.75 = 1.5 m Central reservation = 1 x 1.0 = 1.0 m Parapet and bridge rail = 2 x 0.5 = 1.0 m Total: = 32.0 m i) Main Bridge (Single Column Tower 4-Edge Girder Cable-stayed Bridge) x3750= x3750= iii) Approach Bridge (Super-tee girder) Figure 3-44 Cross Sections of Main Bridge and Approach Bridge iv) Typical Cross Section of Ramp in the Interchange The ramp is a one way road which include two types, i.e., one lane and two lanes. In this Project, either one-lane or two-lane ramp will be decided depending on the transportation demand in various directions leading to the intersection. Cross section of one-lane ramp: Carriageway (1 lane) = 1 x 4.0 = 4.0 m Safety strip (right side) = 1 x 2.0 = 2.0 m Shoulder with grass planted = 2 x 0.75 (*) = 1.5 m Total: = 7.5 m 3-59

109 Cross section of two-lane ramp: Carriageway (2 lane) = 2 x 3.5 = 7.0 m Safety strip (right side) = 1 x 2.0 = 2.0 m Shoulder with grass planted = 2 x 0.75 (*) = 1.5 m Total: = 10.5 m (*): Although the shoulder with grass planted is specified as 1.0 m in TCVN , width of 0.75 m is selected to conform to main expressway alignment. v) Typical Cross Section of Widening of NH80 According to the MOT s requirement in the appraisal report of My Thuan-Can Tho Expressway Project, NH80 is scheduled to be upgraded to highway class II and widened from two lanes to four lanes as follows: Carriageway (4 lanes) = 4 x 3.75 = 15.0 m Median = 1 x 1.5 = 1.5 m Paved shoulder = 2 x 2.5 = 5.0 m Shoulder with grass planted = 2 x 0.5 = 1.0 m Total: = 22.5 m (d) Vertical Clearance for Crossing and Interfering Objects Vertical clearances for road/railway crossings and high voltage cables are specified in TCVN as shown in the following Tables 3-29 and 3-30: Table 3-29 Vertical Clearance for Crossing Roads/Railways Category Vertical Clearance (m) Railway 6.00 Expressway 4.75 National Highway, Provincial Road 4.50 Other (commune road, etc.) 3.20 Source: TCVN Table 3-30 Vertical Clearances for High Voltage Cable Crossing Voltage Vertical Clearance (m) V to 22 kv and HEPC communications 4.50 m 750 V to 22 kv 4.75 m 22 kv to 50 kv 5.00 m 50 kv to 90 kv 5.50 m 90 kv to 120 kv 5.75 m 120 kv to 150 kv 6.00 m 150 kv to 250 kv 6.00 m plus 10 mm/kv in excess of 150 kv 250 kv to 300 kv 7.00 m plus 70 mm/kv in excess of 250 kv Over 300 kv m plus 25 mm/kv in excess of 300 kv Source: TCVN

110 The vertical clearances for objects which cross the main alignment of the Project are listed in Table 3-31 below. Such clearances should be adopted to ensure availability of height allowance between the expressway and road crossings. Table 3-31 List of Roads Crossing the Project Alignment No. Station Type of crossing road Required Clearance (TCVN ) (m) 1 Km Commune road (underpass) 3.2 m 2 Km National Highway No. 80 (underpass) 4.5 m Two high voltage cables, 230 kv and 500 kv, crossing the main alignment of the Project at the south approach bridge were confirmed from the topographic map (1:2,000) and also from the site investigation (Table 3-32). Actual clearance (distance) from the road surface to the cable shall be confirmed in the detailed design stage. Table 3-32 List of Crossing Objects (High Voltage Cable) and Required Clearances No. Station Voltage Required Clearance (TCVN ) (m) 1 Km kv 6.8 m Actual distance from road surface to cable (m) Confirmation is required (Reference) Elevation of road surface (m) m 2 Km kv m - ditto m (e) Pavement Design Generally, the pavement thickness is designed based on the future volume and CBR value from geotechnical investigation. However, as for the preliminary design, the pavement structure of expressway is designed similar to that of the HCMC-Trung Luong Expressway Project and highway class A1. Although the traffic volume criteria for the Project is smaller than that of HCMC-Trung Luong section, the pavement design applied to HCMC-Trung Luong section is the minimum design requirement for expressway pavement structures. It is recommended to finalize asphalt concrete pavement structures during the detailed design stage. The following three types of pavement compositions were selected in the TEDI F/S. i) Pavement Structure for Expressway The pavement surface is made of asphalt concrete and coated with very thin overlay (thickness = 3 cm). Required elastic modulus of the structure is Eyc 191 MPa. The specific structure of the pavement is as follows (Figure 3-44): 3-61

111 3 cm: Roughening asphalt to make friction between vehicle tire and pavement surface 5 cm : Bituminous surface course 7 cm : Bituminous binder course 10 cm: Bitumen & aggregate mixed (black aggregate) 55 cm : Aggregate base course Total thickness : 80 cm Source: BOT F/S on Trung Luong-My Thuan-Can Tho Expressway Figure 3-45 Pavement Design for the Main Road ii) Pavement Structure for Class III Roads Surface of crossing road class III is designed according to the standard of class A1. The structure is asphalt concrete pavement with elastic modulus of Eyc 140 MPa (Figure 3-45). 5 cm : Bituminous surface course 7 cm : Bituminous binder course 15 cm: Aggregate base course 25 cm : Aggregate base course Total thickness : 52 cm Source: BOT F/S on Trung Luong-My Thuan-Can Tho Expressway Figure 3-46 Pavement Design for Class III Roads iii) Pavement Structure for Frontage Road The frontage road applies crushed stone with asphalt treatment (3 kg/m 2 ). Required elastic modulus of the frontage road is Eyc 98MPa (Figure 3-46). Asphalt surface (3 kg/m 2 ) 12 cm: Aggregate base course 15 cm : Aggregate base course Total thickness : 27 cm Source: BOT F/S on Trung Luong-My Thuan-Can Tho Expressway Figure 3-47 Pavement Design for Frontage Road 3-62

112 (4) Study of Interchange Location and Selection of Optimum Option (a) General Identifying the location and number of interchanges for entering and exiting the expressway is important and should be determined taking into account users convenience, construction cost of interchange and link road, maintenance cost of toll gate, capacity of connecting highway, regional development plan, etc. Location of interchange specified in BOT F/S is reviewed based on the traffic distribution analysis in this study. (b) Location of Interchange in BOT F/S According to BOT F/S, two interchanges are planned each at the north and south side of the Second My Thuan Bridge (Figure 3-47). North side: An Thai Trung Interchange is located at Km and connected to National Highway No. 30. South side: Tan Phu Interchange is located at Km and connected to the link road leading to Vinh Long City. The length of the link road is 4 km and will consist of three bridges to be constructed. The link road will be connected to National Highway No. 53 with T-junction at-grade intersection. HCMC NH30 NH1 An Thai Trung Interchange Km Second My Thuan Bridge NH80 Vinh Long City NH53 NH53 Tan Phu Interchange Km Can Tho City Source: Revised by Study Team based on BOT F/S on Trung Luong-My Thuan-Can Tho Expressway Figure 3-48 Interchanges at North and South Sides of Second My Thuan Bridge Based on the location of interchange proposed in BOT F/S, traffic distribution analysis was carried out. Traffic volume of each road is shown in Figure 3-48 below. 3-63

113 71,842PCU/day (Second My Thuan Bridge) 38,833PCU/day (My Thuan Bridge) 13.5km 10km Vinh Long City 20,405PCU/day (NH80) 427PCU/day (Link Road) 8km Figure 3-49 Traffic Flow and Volume in 2030 As a result of the traffic distribution analysis, the Study Team found that the number of cars which use Tan Phu Interchange is quite small with only 427 PCU/day. The reasons are assumed as follows: Tan Phu Interchange is located 8 km away from Vinh Long City and 6 km from NH1. In case traffic is generated from Vinh Long City or Sa Dec City towards the HCMC direction, most drivers will select NH1 and the existing My Thuan Bridge route, then enter the expressway at the north interchange (An Thai Trung Interchange) considering that the distance is shorter. In case that traffic is generated from Vinh Long City or Sa Dec City towards Can Tho City direction, most drivers will select NH1 route without using the expressway since the distance from Vinh Long City to the end point of My Thuan-Can Tho Expressway is only 25 km. Therefore, it is concluded that the location of interchange at the south side of Second My Thuan Bridge is not appropriate from the reasons of user s inconvenience and high construction cost due to a long link road. (c) Proposed Location of Interchange It is important to set the location of interchange at the nearest point from the city and provincial roads and/or highways. From this point of view, the Study Team proposes that the 3-64

114 interchange should be designed to connect with National Highway No. 80 at Km , instead of connecting to National Highway No. 53 (Figure 3-49). This design adopts the provision of interchange as shown in the result of the traffic distribution analysis. 79,799PCU/day (Second My Thuan Bridge) 35,357PCU/day (My Thuan Bridge) Vinh Long City 26,354PCU/day (NH80) 22,113PCU/day (IC to NH80) Figure 3-50 Traffic Flow and Volume in 2030 Advantage is listed as follows: More than 20,000 PCU/day will use the south side interchange. Accordingly, the number of cars which use the existing My Thuan Bridge can be reduced to approximately 3,500 PCU/day. Hence, the number of cars which will use Second My Thuan Bridge will increase. Construction cost of 4 km link road including land acquisition can be saved. (5) Design of Connection with Adjacent Expressways (a) Status of Adjacent Expressway Projects The status of the two adjacent expressway projects is summarized in Table 3-33 below. For the Trung Luong-My Thuan Expressway Project, detailed design is being carried out under BOT scheme and completion is scheduled in Meanwhile, F/S of the My Thuan-Can Tho Expressway Project is awaiting MOT s approval and completion is scheduled in Thus, these two sections will be constructed earlier than Second My Thuan Bridge. 3-65

115 Table 3-33 Status of Adjacent Expressways Section Trung Luong My Thuan Expressway My Thuan Can Tho Expressway Implementation Agency BEDC MOT Feasibility Study BOT F/S (Approved) BOT F/S (Approved) EIA Approved Approved Present Stage Detailed Design TEDI F/S was submitted to MOT in July Waiting for MOT s approval Project Scheme BOT ODA or PPP Target year of opening to traffic (b) Design of Connection with Adjacent Expressways Connection Point at the North Side of Second My Thuan Bridge: Trung Luong-My Thuan Expressway is designed to temporality connect to NH1 through at-grade intersection as shown in the left plan of Figure 3-50 below. In the Second My Thuan Bridge Construction Project, the alignment is disconnected from NH1 and directly connected to the approach road of Second My Thuan Bridge as shown in the right side plan of the same figure. NH1 To My Thuan Bridge NH1 To 2 nd My Thuan Bridge To old ferry Figure 3-51 Design of Connection at Beginning Point (North Side) Connection Point at South Side of Second My Thuan Bridge: As proposed in Section (4)-(c), the alignment of the My Thuan-Can Tho Expressway Project should be shifted to the Vinh Long City side in order that construction yard of Second My Thuan Bridge can be ensured and connected to NH80 as shown in the left side plan of Figure 3-51 below. For the Second My Thuan Bridge Construction Project, interchange with link road to NH80 will be constructed as shown in the right side plan of the same figure below. 3-66

116 To Trung Luong NH80 To Vinh Long City NH80 To Vinh Long City To Can Tho City To Can Tho City Figure 3-52 Design of Connection at Ending Point (South Side) (c) Location of Toll Gates of the Project According to BOT F/S, closed toll collection system is proposed, which involves charging toll fees based on actual traveled length of expressway. Therefore, toll gates were planned to be constructed at An Thai Trung Interchange at NH30, temporary connection point with NH1 along Trung Luong-My Thuan Expressway, connection point at NH80, Tan Phu Interchange, Hoa Phu Interchange, and Cha Va Interchange along My Thuan-Can Tho Expressway, as shown in Figure NH1 NH30 NH80 Toll Gate at Rampway Toll Gate at Main Route Figure 3-53 Original Plan of Toll Gates in Phase 1 by F/S 3-67

117 However, it was proposed to cancel the toll gate at Tan Phu Interchange as per Section (4)-(C). In addition, open toll collection system is proposed to be temporarily adopted for My Thuan-Can Tho Expressway in Phase 1, until the completion of Second My Thuan Bridge considering that the length of the project road is short at only 25 km. A proposed plan of the toll gates in Phase 1 is shown in Figure NH30 NH80 Toll Gate at Rampway Toll Gate at Main Route Figure 3-54 Proposed Plan of Toll Gate in Phase 1 by the Study Team Second My Thuan Bridge will be constructed through financing from Japanease ODA Loan while operation and maintenance (O&M) will be implemented by the Vietnamese government authorities such as PMU My Thuan or VRA. On the other hand, expressway from Trung Luong-My Thuan section is being constructed through BOT scheme while BEDC as the project owner will carry out the O&M. Meanwhile, for the My Thuan-Can Tho section, financing and project scheme have not yet been finalized to date. The above situation implies that each section of Trung Luong-My Thuan-Can Tho Expressway might be separately operated by different O&M organizations. If each O&M organization separately collects toll fee for each section, toll gates will be necessary on the main route at both beginning and end points of each section. Consequently, this will cause disruption of traffic flow and increase in O&M costs. To avoid this situation, O&M structure and toll collection system shall be studied and established, taking into consideration the entire section and user s convenience. For the study on the necessity of toll gates, it is proposed that toll collection system should be established for the whole section from Trung Luong to Can Tho and toll fees to be distributed to each project owner. Meanwhile, for the Second My Thuan Bridge section, it is proposed to construct one toll gate along the ramp way of NH

118 Finally, arrangement of toll gates in Phase 2 is proposed to adopt closed toll collection system as shown in Figure NH30 NH80 Toll Gate at Rampway Toll Gate at Main Route Figure 3-55 Proposed Plan of Toll Gate in Phase 2 by Study Team (6) Soft Ground Treatment Taking into consideration the soft ground at Mekong Delta, soft soil treatment shall be executed for the whole alignment prior to the construction of the embankment. Details of the treatment solution will be decided based on the calculations of settlement and slope stabilization in accordance with the Procedures on Investigation and Design of Highway Embankment on Soft Soils Standard, 22TCN , and referring to the Expressway Design Standard TCVN According to the BOT F/S, treatment solutions were introduced based on the following common principles: i) Replace Soft Soil Replacing the soft soil layer is applied to the embankment section, where the thickness of soft soil layer is below 3.0 m. The maximum depth of replaced soft soils is 3.0 m. Materials and backfilling technique should be similar to those applied to the embankment. Geotextile (non-fabricated type) used for separating soft soils and filled sands is applied when only part of the soft soils is replaced. ii) Prefabricated Vertical Drain (PVD) Prefabricated vertical drain is applied to the embankment section where fill height is above 4.0 m, depth of the bottom of soft soil layer is below 15.0 m, or the section where gross settlement is below 1.5 m. If the embankment is not sufficiently high, surcharge is required to ensure sufficient pressure for consolidation. 3-69

119 iii) Sand Drain (SD) Sand drain is applied to the embankment section where fill height is above 4.0 m, depth of the soft soil layer is above 15. 0m or gross settlement is above 1.5m. iv) Counterberm and/or High Strength Geotextile Counterberm and/or high strength geotextile can be applied to the embankment section which is treated with SD or PVD; however, slope stabilization is not ensured since the embankment is high. v) Piled Slab and U-shaped Retaining Wall Application of this method is effective for high embankment sections such as at abutments of bridges, above 30 m deep soft soil layer, if there is insufficient clearance for construction of counterberm in front of the abutment or for surcharge of abutment, or in case the time of surcharge is critical to the construction schedule. This structure should be placed on reinforced concrete piles. The Study Team has the following comments on soft soil treatments: Vacuum consolidation with the PVD method can be considered in order to reduce the construction time. Deep cement mixing (DCM) method can be considered as applicable soft ground treatment candidate instead of counterberm, in order to minimize land acquisition area. SD is not recommended due to the following problems: Coarse sand for sand drains is not available locally and needs to be imported from Cambodia. Installation of SD requires more time than PVD. Quality control for SD is more complicated in comparison with PVD. Performance of SD under lateral deformation in soft ground during surcharge filling is worse than that of PVD. Total cost (including material and installation) of SD is higher than PVD. It is recommended that a further study should be conducted in the detailed design, taking into account the effectiveness of the method, construction time, cost, etc. 3-70

120 3.2.6 Construction Planning (1) Main Bridge As for the erection of steel girders, balanced cantilever method should be employed. This method repeats the cycles of girder erection, deck-slab erection, erection and extension of PC cables and transfer of machines, and achieving a right-and-left-side balance using a crawler crane. In the vicinity of the bridge tower, temporary supports shall be installed for shape retention purposes. Steps for the construction of the main bridge beams are summarized as follows (Figures 3-55 to 3-58): [1] Construction of foundation [2] Erection of main tower [3] Assembly of temporary supports [4] Erection of girders for the main tower section [5] Erection of the balancing overhang in the central and side spans [6] Closure of the central span 3-71

121 Figure 3-56 Construction Procedure 3-72

122 Figure 3-57 Procedure for Construction of Foundation Figure 3-58 Tower Erection Procedure 3-73

123 Figure 3-59 Cycle Steps for the Main Girder (2) Foundation Piles The reverse circulation drilling method (Figure 3-59) should be employed for the construction of cast-in-place piles. This method is a construction technique which requires drilling of a hole by circulating the muddy water in a direction opposite to the drilling direction. Thus, it means spinning the bit and drilling a hole on the ground to take and discharge earth and sand, together with groundwater within the borehole, starting from the bottom of the ground. Borehole walls on the surface of the ground are retained by means of a standpipe, while those in a part deeper than the lower end of the standpipe are retained by the action of hydraulic head pressure applied to mud cake, which is created by fine clay and silt particles adhered to the borehole walls. After completion of such drilling, reinforcing bars and a tremie pipe are placed. If any slime deposits exist, the secondary hole floor treatment is given, and concrete is cast. 3-74

124 [1] [2] [3] [4] [5] [6] [7] Figure 3-60 Reverse Circulation Method [1] Power-driven jack [2] Reverse circulation drilling [3] Insertion of reinforcing bars [4] Insertion of tremie pipe [5] Secondary slime treatment [6] Casting of concrete [7] Backfill (3) Approach Bridge The gantry crane (Figure 3-60) or crawler crane (Figure 3-61) is used for the erection of super-t members of the approach bridge. 3-75

125 Figure 3-61 Erection Using Gantry Crane Figure 3-62 Erection Using Crawler Crane 3-76

126 (4) Construction Materials Main materials required for this project and their procurement sources are as follows: (a) Aggregate (Rock Products) Coarse aggregates or base courses are used for the road pavement. The procurement sources of these materials are summarized in Table 3-34 below. Table 3-34 Procurement Sources of Aggregates Quarry Distances from site Types of rock Descriptions Hoa An 150 km Andesite Co To 120 km Granite (b) Natural Sand Coarse aggregate Base course material Coarse aggregate Base course material Natural sand is used as fine aggregates for concrete or as embankment filling for approach road. The procurement sources of said materials are summarized in Table 3-35 below. Table 3-35 Procurement Sources of Sand Source Distances from site Descriptions Tan Chau 100 km Fine aggregate Dong Nai 150 km Fine aggregate Tra Vinh 80 km Embankment material Vinh Long 5 km Embankment material The locations of rock and sand sources are shown in Figure

127 Figure 3-63 Locations of Sources (c) Cement Cement is manufactured locally by joint venture companies with overseas enterprises. (d) Reinforcing Bar Similarly, reinforcing bars are manufactured locally by joint venture companies with overseas enterprises. However, large diameter reinforcing bars may not be available from domestic sources and thus, will have to be imported. (e) Stay Cables and Steel These materials should be imported because they have to satisfy a high level of quality standard. (5) Construction Yard Construction yards are due to be established at eight locations (28.5 ha in total) as shown in the following Figure Such construction yards will be utilized to serve the following purposes: [1] Temporary storage of materials and equipment [2] Production and storage of RC deck slabs and super-t girders [3] Batching plant [4] Field office, field workers station and motor pool 3-78

128 Figure 3-64 Construction Yard Plan 3-79

129 (6) Construction Schedule The total duration of construction works is 36 months as shown in Figure 3-64 below. 1st Year 2nd Year 3rd Year 4th Year Approach Road Temporary Works 2 Earth Works 10 Approach Bridge Temporary Works 10 Substructure 11 Superstructure 12 Main Bridge Shop Drawing 18 Temporary Works 2 Substructure 9 Pylon Works 10 Steel I-Girder & RC Deck Slab 17 Adjustment of Bridge Configuration 1 Surface Treatment & Accessory Works 2 36 months 40 months Figure 3-65 Construction Schedule 3-80

130 3.2.7 O&M Plan (1) Institutional Structure and Capacity for O&M The O&M organizations under MOT generally include the Directorate of Road for Vietnam (DRVN) or Vietnam Expressway Corporation (VEC). However, the HCMC-Trung Luong Expressway, which is a section of HCMC-Can Tho Expressway and is temporarily operated, is separately managed by PMU My Thuan, as directly authorized by MOT. This is in accordance with Decision No. 195/QD-BGTVT of MOT dated January 21, 2010 (Regulation on Temporary Management and Operation of HCMC-Trung Luong Expressway). The operation would be smooth if all sections of HCMC-Can Tho Expressway can be managed in a comprehensive manner, except for the Trun Luong-My Thuan Section, which is to be implemented under BOT scheme. Therefore, the O&M organization plan for the Second My Thuan Bridge, which is a section of HCMC-Can Tho Expressway, is proposed to be taken out from the temporary management plan of HCMC-Trung Luong Expressway. It was confirmed that PMU My Thuan intends to establish O&M organizations for the expressway, including the Second My Thuan Bridge and My Thuan- Can Tho sections. The temporary management and operation organization includes the Expressway Management Center consisting of 22 personnel, which is expected to manage the check point force, traffic patrolling force, traffic regulating force, and security and facility protecting force as shown in Figure 3-65 below. PMU My Thuan Expressway Management Center PMU My Thuan + Additional Staff:22 Check Point Force Traffic Patrolling force Traffic-regulating force Security and facitlity protecting force Traffic Police:36 Traffic Police:18 Traffic Police:24 Management Center:2 Transport Inspector:18 Transport Inspector:18 Transport Inspector:18 Local Police:26 Source: Prepared by Study Team based on Report No.15/PMUMT-TCB, PMU My Thuan, 04/01/2010 Figure 3-66 Organization of Temporary Management for HCMC-Trung Luong Expressway The operation of the Second My Thuan Bridge includes the following tasks. PMU My Thuan, the operator, shall establish appropriate units to undertake such tasks: 1. Asset Management 2. Traffic Control & Surveillance 3. Information Management 3-81

131 4. Emergency Management 5. Patrols 6. Overlimit Vehicle Regulation 7. Equipment Operation 8. Toll Collection 9. Routine Maintenance 10. Repair Works 11. Rehabilitation and Disaster Prevention 12. Maintenance of Equipment Taking into account the temporary management organization of Expressway Management Center, and adding the functions of the maintenance and toll collection works, the organization chart shown in Fugure 3-66 below is proposed for the O&M of the Second My Thuan Bridge. Expressway Management Center for 2nd My Thuan Bridge Section PMU My Thuan Director Deputy Director Administration Traffic Management Road Maintenance Bridge Maintenance Toll Collection Supervisor Supervisor Supervisor Supervisor Supervisor Clerk 1 Clerk 2 Engineers 1 Engineer 1 Clerk Traffic Control Center 1 Chief Operator 2 Operator Traffic Control Forces Maintenance Crew Maintenance Crew Toll Collecting Crew 2 Patrole Men 1 Engineer 2 Engineer 2 Clerk 2 Traffic inspector 2 Technicians 3 Technicians Road Rpair & Mangement Company Figure 3-67 Proposed O&M Organization for Second My Thuan Bridge Section The Expressway Management Center for the Second My Thuan Bridge section will be unified with the other sections such as HCMC-Trung Luong and My Thuan-Can Tho in which application of PPP investment scheme is under consideration. It should be noted that toll collection in this Project is only carried out at the gate of the interchange, which shall be included in the integrated toll collection system throughout HCMC-Can Tho Expressway. The bridge and road maintenance works are itemized and specified in the following paragraphs. 3-82

132 (2) O&M for Bridge To determine bridge defects (rust, breakage, etc.) at an early stage and to understand the bridge condition properly, the following inspection methods for long span bridges are to be performed at the site: Periodic inspection Patrol inspection (From the pathways provided for inspection purposes, ocular inspection once a month or once in three months will be carried out, depending on the importance of the component.) Basic inspection (Will be performed once a year by utilizing the pathways provided for inspection purposes and equipped inspection vehicles placed on top of the bridge; ocular and physical inspection of the detailed components of the bridge will be performed.) Precise inspection (After one year from the opening of the bridge, and every three years afterward, the vertical road surface alignment, inclination of towers, etc. will be measured. The frequency of inspection of every three years can be adjusted depending on the physical condition.) Non-periodic inspection Inspection after abnormal events (After earthquakes or typhoons, the bridge should be inspected to ensure safety of road users. After stability is confirmed the bridge should be opened to traffic.) Non-scheduled inspection (This is performed as follow up inspection of the defects found during the patrol inspections or basic inspections.) The important points to be considered for the cable-stayed bridge inspection are as follows: The cables often vibrate and thus, it is necessary to pay attention to this phenomenon. If necessary, additional vibration suppressing devices and dampers should be installed afterwards. Because further vibrations can also occur during rainy days, observation during such occasions is indispensable. Water can often remain on the cable fixing structure of the girders, especially for the pipe anchors on the girder. The rust on the girder should be inspected using an inspection vehicle. Paint repairs need to be applied at the proper moment. The consumable parts, such as bearings and expansion joints, often suffer from breakage, similar to those of smaller bridges. Therefore, these parts need to be inspected carefully. 3-83

133 (3) Maintenance of Road Road maintenance consists of routine maintenance, preventive (periodic) maintenance and emergency works. Routine maintenance is an activity that should be undertaken at least once a month. It mostly involves labor intensive work as compared with the preventive maintenance which is equipment-based. The design period for asphalt concrete pavement is ten years in case of new or upgrading projects. The first preventive maintenance is required within ten years after the opening of the road. In principle, maintenance should be repeated every four to nine years depending on the level of traffic and road condition. The required maintenance activities are classified in Table 3-36 below. Table 3-36 Maintenance Activities for Road Facilities Category Classification Routine Roadway Drainage Road surface (AC pavement) Crack sealing Patching Preventive (periodic) Overlay, partial reconstruction Emergency Damage or road cut-off by slope failures, scouring, etc. Vegetation control Shoulders and approaches Material addition Spot failure repair and/or sealing Culverts Cleaning debris Repair crack Cleaning debris Roadside Drains Cleaning debris Repair crack Cleaning debris Roadside Embankments Vegetation control Material addition Slope failure, settlement Superstructure Drainage Clean expansion joint Repainting (steel) Joint repair Bridges Foundation Check scouring Scouring protection work Scouring protection / repair Others Approach road Overlay before settlement abutment section Traffic control device Safety device Information and regulation signs, markings, etc. Guard rails, barriers, etc. Cleaning, Repair Cleaning, Repair Repainting of markings, addition Repair and addition Replacement of crushed signs, etc. Replacement of crushed guard rails, signs, barriers, etc. It is noted that even though settlement is controlled by soft ground treatment such as surcharge, residual settlement is expected to occur due to the deep soft ground of Mekong Delta, which will cause asphalt concrete pavement damage, especially behind the abutments. In this case, adjustment of profile by providing overlay is the most effective countermeasure. 3-84

134 CHAPTER 4 ENVIRONMENTAL AND SOCIAL FEASIBILITY 4.1 Analysis on Environmental and Social Conditions in the Project Area Conservation Area and Endangered Species Conservation Area: There is no conservation area allocated within the project area. Endangered Species: According to the Red Data Book of Animals, 2007 and the Red Data Book of Plants, 2007, there are no animals or plants in the Project area that fall under the category of critically endangered. Four animals are designated as endangered animals. There are 15 animals and three plants that fall under the category of vulnerable species. According to interviews with village heads in the three communes, two endangered animals have been identified in Hoa Hung and Tan Hoi communes while three were identified in Tan Hua Commune. Both vulnerable animals and plants are more confirmed in Hoa Hung Commune than in the other two surveyed communes. Names in English and Vietnamese as well as the photos of above-mentioned species are addressed in Appendix List of Endangered Species. No. Commune Critically Endangered Table 4-1 Endangered Species Endangered (Number of Species Witnessed by Residents) Vulnerable (Number of Species Witnessed by Residents) Animals Plants Animals Plants Animals Plants 1 Hoa Hung Commune (2) 0 15 (7) 3 (2) 2 Tan Hoa Commune (3) 0 15 (6) 3 (0) 3 Tan Hoi Commune (2) 0 15 (5) 3 (0) Source: Red Data Book of Animals 2007, Red Data Book of Plants 2007 and Study Team Land Usage At the national level, the largest land is allocated for forestry land (44.6%), followed by agricultural land (29%), unused land (19.6%), and specially used land and residential land (1.9%). In all the surveyed communes, agricultural land accounts to more than 70%. More than 99% of the household has an official land use right certificate while the rest (1%) in Hoa Hung and Tan Hoa communes has been waiting for certificates. In Tan Hoi Commune, all households have their own official land use certificates. Land usage at the national, provincial and commune levels is shown in Table 4-2. The rate of land use right certificate possession in the three communes is summarized in Table 4-3. According to the interviews with communes heads, the reason of dispute on land is related to the boundary of private property between neighbors within the commune. 4-1

135 No. Total Area (ha) Residential Land (%) Table 4-2 Land Usage Agricultural Land (%) Forestry Land (%) Specially Used Land (Public Building, Temple, School, etc.) (%) Unused Land (%) 1 Nation Tien Giang Province Hoa Hung Commune ~ Ving Long Province Tan Hoa Commune Tan Hoi Commune 518 n.a n.a. 0 Source: Statistical Yearbook of Vietnam, 2009 and Study Team Table 4-3 Land Use Right Certificate Possession No. Commune Type of Certificate (% or Number) 1 Hao Hung 99%, 1% of landholder has been waiting for the certificate 2 Tan Hoa 99%, 1% of landholder has been applying for the certificate 3 Tan Hoi 100% Economic Status and Livelihood Economic Status: The GDP growth rate in Tien Giang Province and Vinh Long Province is about 1.8 times higher than the average national growth rate. Among the three communes, only Hoa Hung Commune has lower per capita income per month than the national average. The GDP growth rate at the national and provincial levels is shown in Table 4-4. Meanwhile, per capita income per month at the national level and in the surveyed communes is shown in Table 4-5. Table 4-4 GDP Growth Rate No. GDP Growth Rate (%) 1 Nation Tien Giang Province Vinh Long Province 9.12 Source: Census on Population and Housing, 2009; and 4-2

136 Table 4-5 Per Capita Income Per Month No. Per Capita Income VND/Month (USD) 1 Nation 995,000 (51.03) 2 Tien Giang Province 956,000 (49.02) 3 Hoa Hung Commune 792,000 (40.62) 4 Ving Long Province 899,000 (46.1) 5 Tan Hoa Commune 1,083,000 (55.54) 6 Tan Hoi Commune 1,417,000 (72.67) Note: USD 1 = VND 19,500 Source: Statistical Yearbook of Vietnam, 2009 and Study Team Unlike the most popular income sources at the national level, which are the industry and construction sectors, more than 90% of the income sources in the three communes are the agriculture, forestry and fishing sectors. About 1% of the income source is comprised of remittances from relatives of those residing in Hoa Hung Commune. Similarly, 10% of the income source in Tan Hoi Commune is from remittances of relatives. Based on interviews, it was found that there are a few households moving into the commune after retirement and that they receive some support such as remittances from their children. Main source of income at the national, provincial and communal levels is shown in Table 4-6. No. Table 4-6 Main Source of Income Agriculture, Forestry and Fishing (%) Industry and Construction (%) Commerce and Services (%) 1 Nation Tien Giang Province Hoa Hung Commune Ving Long Province Tan Hoa Commune Tan Hoi Commune Source: Statistical Yearbook of Vietnam, 2009; Socioeconomic Statistical Data of 64 Provinces and Cities and Study Team Vulnerable Households: As compared to the national level, the distribution of poor households is 50% lower in Hoa Hung Commune while 70% lower in Tan Hoi and Tan Hua communes.. In Hoa Hung Commune and Tan Hoi Commune, the distribution of woman heading households is high. Women-headed households here include families where only the women or wives have some sources of income while their husbands are jobless. There are no ethnic minority households in the surveyed commune. The distribution of vulnerable households at the national, provincial and communal levels is shown in Table

137 No. Poor Households (income less than VND 200,000/ person/month) (%) Table 4-7 Vulnerable Households Women-headed Households (%) Households with Disabled or Invalid Persons (%) Elderly Households with no means of Support (%) Ethnic Minority Households (%) 1 Nation 13.4 n.a. 4.9 n.a. n.a. 2 Tian Giang Province Long 10.6 n.a. 5 n.a. n.a. 3 Hoa Hung Commune ~ Ving Long Province 9.8 n.a. 5.1 n.a. n.a. 5 Tan Hoi Commune Tan Hua Commune Source: Census on Population and Housing, 2009; Statistical Yearbook of Vietnam, 2009; Result of the Survey on Household Living Standard, 2008 and Study Team Livelihood: Growing rice is not popular in the three communes. It is conspicuous, especially in Hoa Hung Commune, that all agricultural land is allocated to mango tree plantation and there are no rice fields. In Tan Hoa and Tan Hoi, 40.6% and only 3.3% of the total agricultural lands are respectively allocated to season rice field. In all surveyed communes, rice is sufficient throughout the year. Livestock and Fishery: Pig is the most popular livestock in Tan Hoa and Hoa Hung communes. In Tan Hoi, however, fish is the most popular livestock. Cow and poultry are also raised in the three communes. The most popular farmed fish in the three communes is catfish. House Type 2 : About 80% of the total households have been living in Grade 4 type of house in all the surveyed communes. Number of households living in temporary houses is largest in Tan Hoa Commune (20%), followed by Tan Hoi Commune (10%) and Hoa Hung Commune (2.4%). The types of houses in the three communes are shown in Table 4-8. Table 4-8 House Types Structure No. Commune Special (%) Grade 1 (%) Grade 2 (%) Grade 3 (%) Grade 4 (%) Temporary (%) 1 Hoa Hung < 1% < 1% < 20% > 80% 2.4% 2 Tan Hoi 10% 80% 10% 3 Tan Hoa < 1% 80% 20% 2 There are 5 house types stipulated in the Census on Population and Housing, 2009 issued by Central Steering Committee for the census of population and housing. Detail of the type is as follows: Special: Height 30 stories or total floor area 15,000 m² Grade 1: Height of stories or total floor area of 10,000 m² Grade 1 < 15,000 m² Grade 2: Height of 9-19 stories or total floor area of 5,000 m² Grade 2 < 10,000 m² Grade 3: Height of 4-8 stories or total floor area of 1,000 m² Grade 3 < 5,000 m² Grade 4: Height 3 stories or total floor area < 1,000 m² 4-4

138 4.1.4 Social Infrastructure Language: In the three communes, Vietnamese, the official language, is spoken as the mother tongue. According to interviews with the communes heads, literacy rate is 100% in all the surveyed communes. Education: There is at least one primary school in all the surveyed communes. Except in Tan Hoi Commune, there is a lower secondary school in Hoa Hung and Tan Hoa. Number of schools is shown in Table 4-9. Table 4-9 Number of Schools in the Project Area No. Commune Primary School Lower Secondary Higher Secondary Tertiary Vocational 1 Hoa Hung Tan Hoa Tan Hoi Health: In the past 12 months, ten persons in Tan Hoa Commune and one person in Tan Hoi Commune were reported to have died due to HIV/AIDs. Water Supply: Common well is the popular source of water in Hoa Hung Commune. Piped public water is distributed to 50% of the total households in Tan Hoa Commune and 68% in Tan Hoi Commune. Using river water is still common in all the surveyed communes. Distribution of water supply in the three communes is shown in Table Table 4-10 Water Supply Distribution No. Commune Well (Private) % Well (Common) % Piped Public Water Supply % Bought from Water Vendors % Other Facilities % Other Natural Water Resources % 1 Hoa Hung (River Water) 2 Tan Hoa (River Water) 3 Tan Hoi (River Water) Energy: Charcoal is the most popular energy for cooking in Hoa Hung and Tan Hoa communes. On the contrary, gas is the most popular energy for cooking in Tan Hoi. Sources of energy for cooking in surveyed communes are summarized in Table

139 The rate of grid connection is 100% in all the surveyed communes, and all households are connected to the grid. Table 4-11 Sources of Energy for Cooking No. Commune Wood % Charcoal % Gas % Electricity % Others % 1 Hoa Hung Tan Hoa Tan Hoi Road Accessibility: In the three communes, road accessibility is quite well. All communities have access to the paved national road. Main transportation means within the commune are motor bikes and minibuses. Mobile Phone Accessibility: There is access to mobile phone network in all the three communes. Sanitary: In all the surveyed communes, more than half of the households have toilet facilities either inside their houses or outside their compound. In Tan Hoa Commune, 12% of the total households do not have any type of toilet nearby. Table 4-12 shows the type of toilet in the surveyed villages. Table 4-12 Types of Toilet No. Commune Indoor Toilet % Outdoor Toilet % Outdoor Toilet (Common) % Not Available % 1 Hoa Hung Tan Hoa Tan Hoi Unexploded Ordinance (UXO) Risks: According to interviews with communes heads, it was confirmed that the project area is not affected by the UXO. Gender Consideration: There are no specific official and cultural restrictions on land ownership by women. Women in all the surveyed communes contribute to their household income. Popular income generation activity by women at Tan Hoi Commune is selling vegetables from their garden. The result of gender consideration in the three communes is summarized in Table

140 Table 4-13 Gender Consideration No. Commune Women Have Legal Title to Land and Property =Yes Women Contribute to Household Income =Yes Women s Contribution to Household Income % Income Generation Activities by Woman 1 Hoa Hung Tan Hoa Tan Hoi 30~35 Garden Community Assistance: No community assistance program is under way in Hoa Hung Commune. An NGO from USA has been implementing a library construction project in Tan Hoa. Meanwhile, a project on developing agricultural technique has been initiated by the Government of Canada in Tan Hoi Commune. Community assistance in surveyed communes is summarized in Table Table 4-14 Community Assistance No. Commune Name of Community Development Project Name of the Organization Type of the Project 1 Hoa Hung Tan Hoa NGO (US) Constructing Library 3 Tan Hoi Canada Developing Agricultural Technique (Mango Plantation) Without Project Case With regard to the forecast of the future condition for the without project case, positive and negative impacts are expected. Positive impacts are considered if there will be no resettlement required due to any land acquisition for constructing the road. On the other hand, the negative impacts considered are as follows: If the Second My Thuan Bridge is not constructed, the traffic along the My Thuan-Can Tho Expressway would divert to NH1 including the existing MyThuan Bridge and the National Highway No. 80, in order to cross the Tien Gieng River. Considering further increase in traffic volume after the opening of Trung Loung-Can Tho Expressway, the intersection of the existing four-lane My Thuan Bridge and two-lane National Highway No. 80 would become a traffic bottleneck and the level of service of expressway would be downgraded due to traffic congestion. Consequently, transportation including the distribution system would be disturbed and this would negatively affect the economic expansion of the region in the future. 4-7

141 4.2 Positive Effects From the Project Positive environmental effects from the Project will not be realized until the opening of the Ho Chi Minh-Can Tho Expressway. The opening of the expressway contributes to improving the road traffic and distribution system as well as enhancing the use of public transportation. Consequently, it will help decrease the emission of greenhouse gas such as CO Scoping The negative impacts resulting from the Project were studied based on second source information collected from relevant authorities and field survey 3. With these findings, the JBIC Environmental Checklist was filled out in order to identify the types and degrees of impacts. Taking the result of the checklist into account, anticipated impacts resulting from the Project were rated from A (Serious impact is expected) to N (No impact is expected). Together with the rating of impacts, the reason for such rating and the corresponding mitigation measures are to be addressed as suggested in Table Except for the items rated as N, the items shown in the table will be the scoping items for further study. The environmental checklist meanwhile is attached as Appendix in this report. Pollution Table 4-15 Anticipated Negative Impacts Environmental Items Rating Reasons Suggested Mitigation Measures Air Quality Water Quality B B - Earthworks and other construction activities during construction phase and increased volume of vehicles after opening of the expressway cause air pollution (dust, NO x, SO 2, CO and VOC). - Digging activities increase the water turbidity during construction phase - Water, grease and oil from construction machines lead to damaged water quality during construction phase - Domestic wastewater from worker s camp pollute water during construction phase <Construction Phase> -Check out air emission level of all the project s vehicles to meet the Vietnamese Standards -Spray water during dry days at construction sites for dust control -Cover loaded section of the vehicle when transporting construction materials (sand, clay, cement, stones, etc,) - Install concrete mixing plants and asphalt plants at more than 300 m away from residential sites - Install an effective emission control equipment when emission of dust, SO 2, NO 2 or VOC exceed the Vietnam standard <Operation Phase> -Implement air and noise pollution monitoring at dense transport sites - Plant green trees along the expressway to isolate the route from congested residential area <Construction Phase> - Limit water turbidity during digging and dredging to minimize disturbance - Treat polluted water before discharging - Install adequate sanitation systems for worker to prevent discharging domestic waste 3 Details of the survey methodology were addressed in Chapter

142 Noise and Vibration B - Construction activities and increase of vehicle volume after the opening of expressway increase the level of noise and vibration <Construction Phase> - Avoid construction works at nighttime (10 PM-6 AM) - Locate vibration generation sources at more than 50 m away from residential sites - Locate concrete mixers and asphalt stations at least 300 m away from residential areas - Inform local residents on time/schedule and plan of construction activities in advance - Install noise control walls at sources of loud noises to minimize impact near sensitive institutions (temples, schools, etc.) - Undertake regular maintenance of vehicles and construction machines <Operation Phase> - Install noise control walls at sensitive institutions (schools, temples, etc.) - Implement noise monitoring Protected Areas N - No protected area was confirmed within the project area. Thus, no negative impact is expected - Natural Environment Ecosystem C - Four animals are designated as endangered animals and 15 animals and three plants are designated as vulnerable species 4. According to the interview with commune heads, about two to three kinds of endangered animals, about 5 to 7 vulnerable animals and two vulnerable plants were witnessed by residents in the Project area. Detailed survey to identify the habitat of these species should be carried out in the further study. - Aquatic ecosystems in the river will be disturbed during construction phase - Conduct detailed survey for the habitat of endangered and vulnerable species and prepare appropriate mitigation measures - Limit water turbidity during digging and dredging to minimize disturbance to aquatic ecosystems in the river Hydrology B -The piers of bridges are not constructed in the river. The disturbance resulting from the construction activities, however, affects some negative impact on water flow. - Control the disturbance to the hydrology of the river during construction phase Topography and Geology B - The project entitled My Thuan Bridge Up-Stream Bank Protection has been under way by the MOT at the upstream area of the proposed bridge construction site in order to protect riverbank. Thus, riverbank runoff is not expected. - Slope failures or landslide along the proposed project s route are not expected. -Soil runoff resulting from cutting and filling works occurs during construction phase. - It is recommended to monitor the riverbank runoff periodically during the operation phase. - Gather waste soil and stone on separate dumps - Recover vegetation level at excavated vegetation area -Minimize excavation works and embank surface area during rainy season 4 These species are listed in the Red Data Book of Animals, 2007 and the Red Data Book of Plants, 2007 issued by Vietnam Academy of Science and Technology. 4-9

143 Resettlement B -About 71.2 ha of land will be affected from land acquisition houses are confirmed within the affected area of the project. - Collect information such as census, socioeconomic situation and inventory of loss covering 100% of the identified affected households in order to prepare the Resettlement Action Plan (RAP) - Implement the RAP including information dissemination activities Social Environment Living and Livelihood 5 B - Land acquisition causes changes in sources of livelihood of the landowner. - Fishery (fishing and fish firming) will be negatively affected during construction phase. - Due to the immigration of workers associated with the Project during construction phase, there is a risk of introducing diseases including communicable disease within the Project area. <Construction Phase> - Prepare proper support for affected peoples as part of the RAP - Conduct orientation for construction workers and local people within the Project area on the prevention of HIV/AIDs and epidemic diseases Heritage N - No cultural or historical heritages were confirmed within the Project area. Thus, no related negative impacts are expected. - Landscape B - Construction of new bridge causes some impacts on the landscape. Harmonization of local landscape with the proposed bridge should be specially considered in the detailed design phase Ethnic Minorities and Indigenous People N - Some ethnic minority households reside within the Project area; however, these ethnic groups have a long association with the local area and have generally adapted to the mainstream King-speaking (Vietnamese) society. They are treated without discrimination and as equal Vietnamese citizens within the administration and civic society. Thus, no impacts to ethnic minorities are expected. - - No indigenous people reside within the Project area. Thus, no related impacts are expected. Rating A: Serious impact is expected B: Some impact is expected C: Extent of impact is unknown. Further study is necessary. N: No Impact is expected follows: In the end, the main potential environmental impacts of the Project are summarized as 5 The negative impact of charging toll fees to local residents for the use of the proposed expressway is not expected since fees set are relatively cheap (VND 10,000 or USD 0.5 for vehicle; USD 1= VND 19,500) in Circular No.90/2004/TT-BTC. 4-10

144 - The most significant negative impacts are associated with the pre-construction phase, resulting from land acquisition (e.g., resettlement of people, relocation of fixed assets and compensation of loss). - In the construction phase, the air, water, vibration and noise pollution resulting from construction activities are expected to be the significant issues. - In the operation phase, the impacts associated with increased transport density are the concerns. This could worsen the air quality, noise and vibration pollution and accident Alternatives After examining several alternatives for the Project, three optional routes were selected. Based on the satellite imagery (Quickbird, dated January 10, 2010), the land area needed to be acquired was calculated for each option. At the same time, land usage was estimated in the same manner. Furthermore, the houses located within the project area were counted. Land usage and total area for each alternative are shown in Table 4-16 while the number of affected houses within the Project area is shown in Table Alternative 1 requires the smallest area to be acquired for the Project, followed by Alternative 2, which is 4.3 ha larger than Alternative 1, then finally, Alternative 3. However, Alternative 1 includes the largest area of residential land (1.5 times larger than that of Alternative 2 and 1.2 times larger than that of Alternative 3). Consequently, the number of houses located within the project area is largest in Alternative 1 (309 houses), followed by Alternative 3 (180 houses) and Alternative 2 (170 houses). Thus, Alternative 2 was selected as the proposed Project area in light of environmental and social considerations since its route will affect the least number of houses among the three alternatives. Residential Land (m²) Agricultural Land (m²) Table 4-16 Land Usage Rice Field (m²) Alternative 1 39, , ,556 35, ,241 21, ,444.7 Alternative 2 24, , ,213 40,017 5,499 2, ,763.3 Alternative 3 32, , ,240 39,497 3,481 10, ,042.8 River (m²) Road (m²) Others (m²) Total (m²) 4-11

145 Table 4-17 Number of Affected Houses Number of Affected Houses Alternative Alternative Alternative After finalizing the route with serious consideration on reducing the affected houses, the number was further reduced to 159. The land usage of the finalized route is shown in Table Finalized Route Residential Land (m²) Agricultural Land (m²) Table 4-18 Land Usage on Finalized Route Rice Field (m²) River (m²) Road (m²) Others (m²) 28, , ,862 3,345 2, ,114 Total (m²) Stakeholders The following are anticipated to be the main stakeholders and their role in the Project: MOT: This ministry acts as owner of the Project. It is responsible for the project management including overall environmental management. PMU My Thuan: This is an institution under the MOT. It is responsible for the overall planning, management and monitoring of environmental management. In addition, it acts as a coordination body to work with Tien Giang and Vinh Long Provincial People s Committees in environmental management activities. Department of Land Acquisition: In charge of any issues related to land acquisition and resettlement of the Project. Department of Project Implementation: After the project is certified by the government, this department will be formed. Environmental management is one of the tasks of this department. Ministry of Natural Resources and Environment (MONRE): MONRE is the principal government agency for formulating and guiding environmental policy in Vietnam. It develops environmental strategies, policies, regulations, programs and projects; implements environmental impact assessment (EIA) and monitoring; and conducts research and training activities. Department of Environmental Impact Assessment Appraisal: Organization responsible for 4-12

146 reviewing and certifying EIA report Department of Environmental Protection: Responsible for supervising monitoring activities implemented by the project owner in accordance with the environmental management plan (EMP) in the EIA report. Department of Natural Resources and Environment, Tian Giang Province: This organization is under MONRE in Tian Giang Province. Its environmental management division is responsible for the environmental management tasks within the province. It will be among the members of the EIA appraisal committee, which will be established in order to review the EIA report. It will also be responsible for environmental monitoring for the Project within the provincial boundary during construction and operation phases. Department of Natural Resources and Environment, Vinh Long Province: It is an organization under MONRE in Vinh Long Province. Task of its environmental management division is responsible for environmental management within the province. It will also be among the members of the EIA appraisal committee, which will be established in order to review the EIA report. It will also be responsible for environmental monitoring within the provincial boundary during construction and operation phases. People s Committee, Tian Gian Province: It will be responsible for environmental management. In cooperation with the province s Department of Natural Resources and Environment, it will review the EIA report and implement environmental monitoring. In addition, it will finalize compensation and support related issues such as amount of compensation, eligibility, type of support and so on for the project s affected people within the provincial boundary. People s Committee, Vinh Long Province: It will be responsible for environmental management. In cooperation with the province s Department of Natural Resources and Environment, it will review the EIA report and implement environmental monitoring. In addition, it will specify compensation and support related issues such as amount of compensation, eligibility, type of support, and so on, for the project s affected people within the provincial boundary. People s Committee, Tan Hua, Tan Hoi and Hoa Hung communes: They will give comments on the project s location and/or propose environmental protection solutions when preparing the EIA reports. They will be among the members of district-level compensation, support and resettlement council which is proposed to be established for smoothly implementing resettlement-related activities. 4-13

147 Affected People (AP): APs are those who will be affected by the project. They are assured of a chance to be consulted by the project implementer. Their opinions will be reflected in the environmental management and resettlement-related activities, from the planning through operation phases. No. 4.3 Environmental Legislations Legal Framework (1) Legislations Regarding Environmental Assessment (EA) Relevant legislations on EA are presented in Table The legislations related to the issues on natural environment (endangered species and protected areas) and cultural heritages are also included in the table. Category 1 Environmental Assessment Table 4-19 Legislations Relevant to the Implementation of EA Title Law on Environmental Protection 2005 Decree on Detailing and Guiding the Implementation of a Number of Articles of the Law on Environmental Protection Circular on Guiding the Implementation of the Content of Strategic Environmental Assessment, Environmental Assessment and Environmental Protection Commitment Decree on Amending and Supplementing a Number of Articles of the Government Decree No. 80, 2006/ND-CP dated August 9, 2009, Detailing and Guiding the Implementation of a Number of Articles of the Law on Environmental Protection Circular on Guiding Strategic Environmental Assessment, Environmental Impact Assessment and Environmental Protection Commitment Enacted Year August, 2006 September, 2006 February, Natural Environment Law on Biological Diversity Decree on Detailing and Guiding a Number of Articles of the Biodiversity Law December, 2008 Code No.80/ND-CP No.08/TT-BTNMT No.21/ND-CP No.05/TT-BTNMT 2010 No.65/ND-CP 8 Law on Forest Protection and Development 2004 No Decision on Management of Special-Use Forests, Protection Forests and Production Forests Decree on Detailing and Guiding the Law on Forest Protection and Development 2001 No.08/QD-TTg 2006 No.23/ND-CP 11 Decision on Promulgation of the Forest Management Regulations 2006 No.186/QD-TTg 12 Circular on Guiding the Implementation of a Number of Provisions of the Regulation on Forest Management 13 Red Data Book of Animals Red Data Book of Plants No.99/TT-BNN Vietnam Academy of Science and Technology Vietnam Academy of Science and Technology 15 Cultural Heritages Law on Cultural Heritages 2001 No.28/QH10 16 Law on Amending and Supplementing a Number of Articles of the Law on Cultural Heritages 2009 No.32/QH

148 17 Decree on the Guidelines for Implementation of Some Articles of the Law on Cultural Heritage 2002 No92/ND-CP The following is a brief description on the legislations related to the Project implementation. Law on Environmental Protection: It establishes uniform EA requirements and procedures (Article 18). It also addresses the contents of EIA Reports (Article 20) and stipulates the report requirements to be prepared and submitted for the approval of the review council. The council is organized by MONRE in the case of inter-provincial projects (Article 21), which is the case in this Project. Decree 21/2008 /ND-CP /Feb 2008: The list of projects required to implement EIA is addressed in its appendix. According to the list, this project falls under category No. 25, Projects to build motorways and road of grade I to III, and requires implementing an EIA. Circular 05/2008 TT-BTNMT/December/2008: It stipulates the procedures of elaboration and appraisal for a submitted EIA report, by a project owner (III). (2) Legislations Regarding Emission Standards Regulations on national emission standards are listed in Table Except for the regulation related to sediment and soil standards, other national emission standards necessary for the implementation of an EIA have been enacted and applied to both domestically and internationally funded projects. Table 4-20 Emission Standards in Vietnam No. Title Code National Technical Regulation on the Allowable Limits of Heavy Metals in the Soils National Technical Regulation on Ambient Air Quality National Technical Regulation on Hazardous Substances in Ambient Air National Technical Regulation on Surface Water Quality National Technical Regulation on Underground Water Quality National Technical Regulation on Industrial Emission of Inorganic Substances and Dusts National Technical Regulation on Industrial Wastewater QCVN 03:2008/BTNM QCVN05:2009/BTNMT: QCVN06/2009/BTNMT: QCVN08/2008/BTNMT: QCVN08/2008/BTNMT: QCVN19/2009/BTNMT: QCVN24/2009/BTNMT: 8 Acoustic Standard TCVN Vibration and Shock Standard Aerated by Construction and Industry TCVN

149 10 Vibration Emitted from Road in Public Area and Residential Area TCVN (3) Legislations Regarding Resettlement The legislations concerning resettlement are listed in Table Table 4-21 Legislations on Resettlement No. Title Enacted Year Code 1 Constitution April, Amended Law of Grievance, Accusation November, New Land Law November, Law of Construction December, Decree Regarding to the Implementation of the Land Law October, 2004 No.181/ND-CP 6 Decree on Land Price and Price Framework for Land Categories November, 2004 No.188/ND-CP 7 Decree on Compensation, Support and Resettlement When Land is Recovered by the State December, 2004 No.197/ND-CP 8 Decree on the Collection of Land Tax December, 2004 No.198/ND-CP 9 Decree on Additionally Regulating the Granting of Land Use Rights Certificates, Land Recovery, the Implementation of Land Use Rights, Order and Procedures for Compensation, Support and Resettlement When Land is Recovered by the State May, 2007 No.84/ND-CP 10 Decree on Additionally Providing for Land Use Planning, Land Prices, Land Recovery, Compensation, Support and Resettlement August, 2009 No.69/ND-CP 11 Circular on the Implementation of the Decree No No.114/TT-BTC 12 Circular on the Implementation of the Decree No.197 December, 2004 No.116/TT-BTC 13 Circular on the Amendment of the Circular No.116.TT-BTC August, 2006 No.69/TT-BTC 14 Circular on Providing Guidelines for Organizations Conducting Statistical and Land Price Survey in Accordance with Decree No.188 September, 2005 No.80/TT-BTC 15 Decision on the Land Prices in the Province of Ving Long in 2009 by the Ving Long People s Committee 2009 No.26/QD-UBND 16 Decision on the Land Prices in the Province of Tian Giang in 2009 by the Tian Giang People s Committee 2009 No.37/QD-UBND 17 Guidance for Site Clearance for Transport Construction Project April, 2010 No.2740/BGTVT- QLXD The following is a brief description on the latest legislations related to the Project s implementation. Decree No. 197/2004/ND-CP/December 2004: It stipulates that where the international agreements which Vietnam has signed or acceded to contain provisions different from those of this Decree, the provisions of such international agreements shall apply (Article 1). It also provides compensation principles (Article 6) and detailing the means of support (Article 27). Decree No. 69/2009/ND-CP/August 2009: It provides the most updated definitions on compensation and support principles (Article 14), and 4-16

150 types of support (removal support, resettlement support, support for life and production stabilization, support for agricultural land, support for job change and creation and other support: Article 17~23) prior to Decree No In addition, it addresses procedures for land recovery (Article 27~33). Circular No. 14/TT-BTNMT/October 2009: This is a circular detailing and adding stipulations to the existing legislations on compensation, support and resettlement. It provides the contents of a general plan on compensation, support and resettlement (Article 20), a detailed approval process of the plan (Article 22), and a detailed procedure on land acquisition (Article 26). Guidance No. 2740/2010: This guidance deals with site clearance-related issues resulting from the Project under the responsibility of the MOT. It provides preparation and implementation procedures on resettlement (site clearance) particularly to PMUs under the MOT, including developers, corporations, schools and institutions under the MOT Environmental Clearance System (1) EIA According to Decree No. 21/2008/ND-CP, this project falls under Project No. 25: Projects to build motorways and roads of grade I to III, and also requires that EIA be conducted during the F/S phase. Similarly, considering that the Project affects a large number of houses, it also falls under JICA Category A, which also requires conducting an EIA 6. EIA reports need to be submitted to MONRE for certification. At first, the reports are reviewed by an appraisal council organized by MONRE. The result of the review is delivered to the project owner within 45 working days. After receiving comments, the project owner revises the reports as appropriate. Then, the project owner resubmits the EIA reports to the appraisal council, for certification. Within 15 working days, the appraisal council delivers the approval of the reports. Accordingly, it will take minimum of 60 working days to obtain approval of EIA reports. Any construction works are not allowed to commence prior to the receipt of certification for the EIA reports. Furthermore, the certified EIA reports for the project shall be submitted together with other F/S documents in order for the project to be approved by the government. The required content of the EIA report is attached in Appendix Content of EIA. The following is the implementation schedule and required study content for the Project s EIA, 6 At this stage, 159 houses are confirmed on the proposed route. 4-17

151 which is required to be implemented for further study. The duration for conducting EIA in the F/S is addressed in Section 4.4 and Table Duration: About 4 to 5 months, including dry and rainy season Items for EIA: - based on the stipulation in Appendix Contents of EIA - in Scoping - other items, such as examination of alternatives and holding public consultation meetings, should be implemented in addition to the requirements addressed in the Appendix Contents of EIA, in order to fulfill the requirements of JETRO/JICA (see details in (3) Policy Gap between the Government of Vietnam and JETRO/JICA) (2) Resettlement Action Plan (RAP) Where resettlement is necessary, the project owner is required to prepare a RAP. The preliminary RAP is required to be submitted to the MOT together with other documents in order to obtain an investment certificate after the completion of F/S. After the project is approved, the project owner details the RAP and requests the district-level people s committee (DPC) to form a district resettlement council (DRC) that will review the RAP. The DRC will submit the reviewed RAP to the DPC for obtaining approval. The approved RAP is to be publicized through local mass media and posted at the head offices of commune-level people s committees of localities, where the land exists. It will also be posted on public establishments in the residential areas. In conducting detailed measurement survey, information such as socioeconomic state and loss inventory covering 100% of project affected peoples (PAPs), are collected in order to update the information addressed in the RAP. The updated RAP is to be disclosed to the PAPs for final review, and any feedbacks will be obtained. Then, the DRC will organize the RAP for final review if necessary, and then submit it to the DPC s chairperson for approval. The approved RAP is supposed to be the finalized plan, which will again be disclosed for the last time at the office of the commune-level people s committee within the project area. According to the RAP, the PMU My Thuan provides compensation and assistances to PAPs. The payment for compensation, assistance allowance to PAPs and arrangement for their relocation should be carried out under the supervision of the DRCs, representatives of commune-level people s committee, and representatives of PAPs. (3) Fulfilling the Requirements of the Government of Vietnam and JETRO Guidelines There are some policy gaps between the Government of Vietnam and JETRO (including JICA Guidelines) regarding environmental and social considerations. In the past practices, the policies of the financier of ODA have been adopted when policy gaps exist between the two sides. In 4-18

152 EIA particular, as for the resettlement policy, there is a stipulation on this matter in Article 1.2, Decree No. 197, which states that where the international agreements which Vietnam has signed or acceded to contain provisions different from those of this Decree, the provisions of such international agreements shall apply. 7 Accordingly, the policy of the Project needs to fulfill the requirements of both sides. Key issues of the policy gap on EIA and resettlement are addressed in Table Examining alternatives Public meeting Table 4-22 Policy Gap between the Government of Vietnam and JETRO/JICA Item The Government of Vietnam JETRO/JICA Guidelines on Environmental and Social Considerations (World Bank Safeguard Policy 8 ) consultation Resettlement Eligibility for non-titled land users Compensation estimation of illegally constructed houses and structures Provision for non-owners of land and/or assets Provision rehabilitation assistance of There is no specific provision. Holding a public consultation meeting when necessary. (III.2.2 Circular No.5/2008/TT-BTNMT) There is no specific provision. Illegitimately constructed houses and structures are not eligible for compensation; however, provincial-level people s committees may consider and provide support on a case-by-case basis. (Article 10, Decree No.14/2009/TT-BTNMT) There is no specific provision. Provision exists for registered businesses only. (Article 20, Decree No.69/2009/ND-CP) Rehabilitation assistance is provided only for those who have more than 30% of their agricultural land affected. Rehabilitation assistance is also provided for households who will have to suspend their registered businesses and production activities. In this case, the maximum assistance not exceeding 30% of one year s post-tax income calculated based on three years average income is certified by a tax agency. (Article 20 Decree No.69/2009/ND-CP) Multiple alternatives must be examined in order to avoid or minimize adverse impacts and to choose better project options in terms of environmental and social considerations. (III.1.(2).3) JETRO Guidelines, Appendix JICA Guidelines) In principle, project proponents consult with local stakeholders in order to take into consideration the environmental and social factors in a way that is most suitable to local situations and reach an appropriate consensus. (2.4 JICA Guidelines) Non-titled users are provided resettlement assistance in lieu of compensation for the land they occupy, and other assistance as necessary, if they occupy the project area prior to a cut-off date. (16 World Bank Safeguard Policy OP 4.12) Illegitimately constructed houses and structures before project initiation are entitled for compensation. (Chapter 5 Involuntary Resettlement Source Book The World Bank) Tenants, occupied residences to be acquired, businesses using rented properties, workers and employees are eligible for assistances. (Chapter 3 Involuntary Resettlement Source Book The World Bank) Those who are losing more than 20% of their total productive agricultural lands are to be given an option allowing them to acquire comparable replacement land. They may, at their option, choose cash compensation and economic rehabilitation, instead of land replacement. (Chapter 3 Involuntary Resettlement Source Book The World Bank) 7 Article 2, Decree No.197 on Compensation, Support and Resettlement When Land is Recovered by the State, 2004/ND-CP 8 As JICA Guideline declares that JICA confirms that projects do not deviate significantly from the World Bank s Safeguard Policies,, policies stipulated in the World Bank s Safeguard Policies is considered as a part of JICA Guideline here. 4-19

153 4.4 Actions Taken by Project Proponent for Realizing the Project The following are the actions that should be taken by the project proponent in order to realize the Project. The proposed schedule on environmental and social considerations is shown in Table EIA-related Agenda: - Conduct an EIA and prepare EIA reports in compliance with the requirements of the Government of Vietnam and JETRO/JICA Guidelines on environmental and social considerations - Hold public consultation meetings with PAPs and reflect in the EIA reports the comments from the meeting - Submit the EIA reports to MONRE for certification - Submit the certified EIA together with other F/S-related documents to the government in order for the Project to be approved RAP-related Agenda: - Prepare a preliminary RAP, to fulfill the requirements of the Government of Vietnam and JETRO/JICA Guidelines on environmental and social considerations - Submit the preliminary RAP together with other F/S-related documents to the government in order for the project to be approved - Update information on PAPs in the RAP while conducting detailed measurement survey. - Hold public consultation meetings with PAPs and finalize the RAP - Submit the finalized RAP to the DPC for approval - Deliver the compensation and support according to the RAP and acquire the land for the project Table 4-23 Implementation Schedule on Environmental and Social Considerations 4-20

154 CHAPTER 5 ECONOMIC AND FINANCIAL FEASIBILITY 5.1 Project Cost Estimate Project Cost (1) Related Laws and Regulations The following Table 5-1 shows the main laws and regulations related to the Project cost estimation in this study: Table 5-1 Main Laws and Regulations Related to the Project Cost Estimation Laws and Regulations Guiding the formulation and management of work construction investment expenditures Norm of construction cost estimate Labor cost Material price in My Thuan (market price) Lease cost of construction equipment Guidelines for calculating freight of transportation by car Provisions Related to This Survey Circular No. 04/2010/TT-BXD (July 25, 2007) (Issued by Ministry of Construction (MOC)) Decision No. 957/QD-BXD (September 29, 2009) (Issued by Ministry of Construction (MOC)) Decree No. 97/2009/ND-CP (October 30, 2009) (Issued by the Government of Vietnam) Announcement No. 7/2010/LS-XD-TC (March 18, 2010) (Issued by Issued by Tien Giang People s Committee) Circular No. 06/2010/TT-BXD (March 26, 2010) (Issued by Ministry of Construction (MOC)) Decision No. 36/2006/QD-UBND (August 4, 2006) (Issued by Tien Giang People s Committee) (2) Cost Structure The following Table 5-2 shows the cost structure used in this study: Table 5-2 Cost Structure Cost Items I Construction cost Main bridge 2 Approach bridge 3 Approach road and IC 4 Mobilization and demobilization (1+2+3) x 5% 5 Construction insurance premium (1+2+3) x 1% II Environmental and social consideration cost III Project management cost I x 7.5% IV Consultancy fee I x 7.5% V Price escalation (I+II+III+IV) x A%^4 VI Physical contingency (I+II+III+IV) x 5% Remarks Total project cost I+II+III+IV+V+VI 5-1

155 (3) Construction Cost (a) Quantity Calculations Quantities are either calculated or assumed based on rough design calculations and previous data of the same type and scale bridges. (b) Unit Prices Unit prices are derived considering past contract prices in Vietnam, north and south regional unit price differences, recent years steel and fuel cost increases, sliding scales for labor cost, etc. Unit prices include direct construction costs such as labor cost, material and equipment cost, inspection cost, etc. as well as indirect construction costs such as administration cost, safety cost, profit, tax, etc. (c) Main Bridge The main bridge s cost includes the required electrical and lighting equipment, maintenance and survey equipment, monitoring equipment, and fire prevention and fighting system. (d) Interchanges Costs for the interchanges are calculated including the cost for the toll gates. (e) Mobilization and Demobilization Mobilization and demobilization shall be 5% of the total amount of direct and indirect construction costs. (f) Construction Insurance Premium Construction insurance premium shall be 1% of the total amount of direct and indirect construction costs. (4) Environmental and Social Consideration Cost Section 4.3 of this report describes in detail the coverage of environmental and social consideration, which includes HIV prevention. (5) Project Management Cost Project management cost shall be 7.5% of the construction cost. 5-2

156 (6) Consultancy Fee Consultancy fee shall be 7.5% of the construction cost. (7) Price Escalation Price escalation is calculated based on the price variation of each currency, considering an assumed construction period of four years. (8) Physical contingency Physical contingency shall be 5% of the total amount of construction cost, environmental and social consideration cost, project management cost, and consultancy fee. UXO clearance cost shall be included in the physical contingency. (9) Conditions for Estimation (a) Time of cost estimate Time of cost estimate in this study is October (b) Currency and its classification by use For this study, Japanese yen shall be considered as foreign currency (F/C) and Vietnamese dong as local currency (L/C). Their classifications by use shall be as follows: <F/C> Overseas procurement materials and equipment Overseas workers labor cost <L/C> Local procurement materials and equipment Local workers labor cost Environmental and social consideration cost Project management cost Consultancy fees, physical contingency, etc. shall be classified as either F/C or L/C according to the application of the respective items. (c) Exchange rates The following exchange rates shall be used for this study: VND 1 = JPY USD 1 = JPY = VND 19,

157 (d) Price variation The following price variation rate shall be used for this study: F/C: 2.0% per annum L/C: 9.0% per annum (10) Project Cost The project cost is estimated to be USD 749 million as shown in Table 5-3. Table 5-3 Project Cost Cost Items Remarks F/C L/C Amount (Thousand USD) Ⅰ Construction Cost , , ,070 1 Main Bridge 194,071 83, ,244 2 Approach Bridge 39,268 91, ,893 3 Approach Road and IC 5,744 22,978 28,722 4 Mobilization & Demobilization (1+2+3)*5% 11,954 9,889 21,843 5 Insurance (1+2+3)*1% 2,391 1,978 4,369 Ⅱ Environmential & Social Consideration Cost 0 41,662 41,662 Ⅲ Administration Cost Ⅰ*7.5% 0 34,730 34,730 Ⅳ Consulting Fee Ⅰ*7.5% 20,838 13,892 34,730 Ⅴ Price Escalation (Ⅰ+Ⅱ+Ⅲ+Ⅳ)*A%^4 22, , ,052 Ⅵ Physical Contingency (Ⅰ+Ⅱ+Ⅲ+Ⅳ)*5% 13,713 14,996 28,710 Project Cost Ⅰ+Ⅱ+Ⅲ+Ⅳ+Ⅴ+Ⅵ 310, , , Annual Disbursement Schedule As a result of estimation of project cost in the previous paragraph, annual project cost determined from construction work schedule for respective years. The following Table 5-4 shows the annual project cost. Table 5-4 Annualized project cost allocations Cost Items Total Construction Cost 463,070 (Thousand USD) Rate Cost Rate Cost Rate Cost Rate Cost Rate Cost Rate Cost Main Bridge 277, % 27, % 83, % 110, % 55,449 Approach Bridge 130, % 13, % 52, % 52, % 13,089 Approach Road and IC 28, % 5, % 17, % 2, % 2,872 Mobilization & Demobilization 21, % 10, % 10,921 Insurance 4, % 4,369 Environmential & Social Consideration Cost 41, % 12, % 20, % 8,332 Administration Cost 34, % 8, % 8, % 8, % 8,683 Consulting Fee 34, % 17, % 17,365 Price Escalation 146, % 36, % 36, % 36, % 36,513 Physical Contingency 28, % % 1, % 4, % 8, % 8, % 4, , % 18, % 31, % 132, % 214, % 220, % 132,

158 5.1.3 Maintenance Cost (1) Annual Maintenance Cost Annual maintenance cost shall be 0.5% of the construction cost. (2) Update Cost Upgrade investments will be made every ten years. These funds will be used in the scheduled upgrading and improvement of road and bridge and have been set at 3% of the construction cost. The following Table 5-5 shows the annual maintenance cost and the update cost. Table 5-5 Maintenance Cost Cost Items Annual Maintenance Cost Update Cost Cost(Thousand USD) 2,315 /year 13,892 /10yaers Note 0.5% of Construction Cost 3.0% of Construction Cost 5-5

159 5.2 Economic and Financial Analyses Economic Analysis (1) Approach and Methodology for Economic Analysis The Second My Thuan Bridge, one of the sections along the North-South Expressway, has important role in promoting and supporting the economic development for the Mekong Delta area and for the whole country of Vietnam as well. Direct and indirect benefits are expected to be generated through its implementation. The purpose of economic analysis is to confirm the validity and justification of the construction of the Second My Thuan Bridge from the point of view of national economy. Estimated benefits for the economic analysis include direct benefits of savings in VOC and TTC in accordance with the methodology of the traditional economic analysis. (2) Economic Investment Cost All the costs (and benefits as well) estimated at market prices shall be converted into economic terms in the economic analysis, by excluding transfer items such as taxes and duties. In this study, the standard conversion factor (SCF=0.85) which is generally used in Vietnam was applied to obtain the economic costs. The results of cost estimates at market prices presented in the previous section are compared with the economic costs as shown in Table 5-7 below. Table 5-6 Financial and Economic Costs (2010 Prices) Unit: Million USD Year Financial Cost Economic Cost Total (3) Economic Benefits (a) Quantification of Benefits Benefits estimated quantitatively, which include benefits gained by the expressway users, are classified into the following two types: Savings in VOC Savings in TTC method. Above benefits were estimated based on the with and without project comparison 5-6

160 (b) VOC The VOC basic data were obtained from the SAPROF Study on Southern Vietnam Expressway (2007). In this study, VOC basic data are escalated to 2010 prices as shown in Table 5-8 below. Table 5-7 Unit VOC in 2010 Prices Speed US$/Vehicle/1000 km VND/Vehicle/km (km / hour Car Bus Truck Car Bus Truck Note: USD 1 = VND 19,500 based on SAPROF for Southern Vietnam Expressway, Final Report, 2007, JBIC (c) TTC The savings in TTC is another important component of road user s benefit. The same time values applied to the traffic demand forecast were used for the benefit estimation to ensure consistency with the demand forecast, as shown in Table 5-8 below. Vehicle Type Table 5-8 Travel Time Values (2007 prices) Time Value per Person (VND/hour/person) Average Occupancy (passengers/vehicle) (**) Time Value per Vehicle (VND/hour/vehicle) Car USD 1.11(*) = VND 17,746/hour ,985 Light Bus USD 0.94(*) = VND 15,049/hour ,487 Medium & Heavy Bus USD 0.94(*) = VND 15,049/hour based on the (*): SAPROF Study on Southern Vietnam Expressway, 2007, JBIC (d) Result of Economic Benefit at forecasting year Result of economic benefit at forecasting year is summarized as shown at in table 5-9. This result is estimated by addition of TTC saving and VOC saving. 5-7

161 Table 5-9 Economic Benefit (2010 Prices Million USD) Target year VOC TTC Total (4) Economic Evaluation (a) Premises for the Evaluation For the purpose of economic evaluation, the following preconditions were established: Price Level: Constant 2010 prices Evaluation Period: 30 years after the first opening to traffic Disbursement Schedule: Assumed in accordance with the construction plan Residual Value: No residual values were counted Opportunity Cost of Capital (Discount Rate): 12% (b) Cost Benefit Streams and Evaluation Indicators The cost and benefit streams are presented in the succeeding Table The following three kinds of evaluation indicators were calculated using the traditional discount cash flow (DCF) method: Economic Internal Rate of Return (EIRR) Net Present Value (NPV) Benefit/Cost Ratio (B/C) The results of evaluation are summarized in Table Table 5-10 Results of Economic Evaluation Evaluation Indicators EIRR NPV(*) B/C(*) (*): Discount Rate = 12% Values 18.07% USD million

162 Table 5-11 Cost Benefit Streams (2010 Prices) Unit: Million USD Year Total Benefit(VOC+TTC) Project CoProject Cost Maintenance Cost Sub Total B-C EIRR 18.07% NPV B/C 2.92 PVC PVB 1, Note: Discount Rate = 12% 5-9

163 (c) Sensitivity Analysis To confirm feasibility of this project, sensitivity analysis is as shown at in table Table 5-12 Cases of Sensitivity Analysis Case Case1 Project Cost increased by 10% Case2 Benefit decreased by 10% Case3 Combination of 1,and 2 Table 5.13 shows the sensitivity of the result to changes in inputs. The sensitivity tests show the project to be robust, at least in terms of the test applied. Case Table 5-13 Result of Sensitivity Analysis EIRR (%) B/C NPV (Million USD) Basic Case Project Cost increased by 10% Benefit decreased by 10% 16.65% Combination of 1,and (d) Conclusions of Economic Analysis The above results indicate the robustness of the economic feasibility of Second My Thuan Bridge, showing EIRR values higher than 12%, positive figures of NPV (>0), and B/C ratios higher than unity (>1). Therefore, this Project is concluded to be economically feasible Financial Analysis (1) Approach and Methodology of Financial Analysis Financial analysis is, in general, carried out for the projects which generate revenues/ income from the project s operation. The Second My Thuan Bridge is a section of My Thuan-Can Tho Expressway, which is planned as a toll expressway based on the beneficiaries pay principle. The purpose of financial analysis is to calculate the Project s IRR. This financial indicator. is consequently used to determine the financial feasibility of the Project. 5-10

164 (2) Financial Investment Cost Financial investment costs for the Project expressway are shown in Table 5-14 below while the disbursement schedule is already given in the previous section, together with the economic costs. Year Table 5-14 Financial Investment Cost (2010 Prices) Financial Cost Total Unit: Million USD (3) Toll Rates and Revenue (a) Toll Rate of Expressway Toll rate is one of the variables of traffic demand forecast. The same basic toll rate as shown in Table 5-15 was adopted in this financial analysis to ensure consistency with traffic demand forecast. Basic toll rate is based on Circular No. 90/2004/TT-BTC from ministry of finance same as traffic demand forecast basic condition. Table 5-15 Toll Rate Unit: VND/km Expressway toll VND/KM USD/KM VND USD car small truck medium-big truck Axis Axis Axis or more (b) Toll Revenues Toll revenues were calculated as follows: Toll Revenues = (Constant Basic Toll Rate) x (Traffic Demand of Base Case) 5-11

165 (4) Financial Return of Total Investment Based on the financial cost and toll revenues estimated above, financial return indicated by the financial internal rate of return (FIRR) was confirmed for the four cases as shown in Table 5-16 below. Table 5-16 FIRR Calculation FIRR calculation (US$ 2010 prices) Year Out Flow In Flow Cashflow InvestimenO/M Sub total Toll RevenSub Total for Analysis FIRR 3.45% (5) Conclusion It is noted that an FIRR of 3.45% is not enough to attract private sector participation in this Project under a BOT or PPP scheme. Although financial return is not so high, this Project will be economically feasible and will generate great economic impacts. Thus, it should be implemented under public investment scheme. 5-12

166 CHAPTER 6 PROJECT SCHEDULE 6.1 Contract Packages In order to realize smooth Project implementation and avoid such risks where contractors hesitate to participate in the bidding, alternatives of contract packages shown in Figure 6-1 and Table 6-1 below are studied and discussed under this section. Alternative No.1 Alternative No.2 Package No.1 Package No.1 Package No.2 Package No.3 Approach Road 1,260m Approach Bridge 720m Main bridge 1,030m Approach Bridge 720m Approach Road 320m Alternative No.3 Package No.1 Package No.2 Package No.3 Figure 6-1 Alternatives of Contract Packages Table 6-1 Alternatives of Contract Packages and Construction Cost (Unit: thousand USD) Package No.1 Package No.2 Package No.3 Alternative No. 1 Alternative No. 2 Location Entire Section - - Construction Cost* 436, Location North Approach Bridge + North Approach Road Main Bridge South Approach Bridge + South Approach Road + Interchange Construction Cost* 77, ,244 82,055 Alternative No. 3 Location North Approach Road Main Bridge + Approach Bridges South Approach Road + Interchange Construction Cost* 12, ,137 16,609 *Costs for preparation /site-clearance cost and insurance are not included. 6-1

167 (1) Alternative No. 1: One Package The first alternative proposed involves incorporating all construction works into one package. Advantages: a) Construction schedule can be managed comprehensively, which is good in terms of overall project implementation. b) The problems concerning interference can be solved as part of the scope of one contractor. c) Project slippage due to possible delays in land acquisition can be absorbed in the scope of works. Disadvantages: a) The contract amount is bigger than those accomplished by any Japanese contractors, and thus, bidding is attractive only for big general contractors. (2) Alternative No. 2: Three Packages (1) The second proposed alternative involves the following construction contract packages: Package No. 1: North Approach Road and North Approach Bridge Package No. 2: Main Bridge Package No. 3: South Approach Road, South Approach Bridge and Interchange Advantages: a) All packages require reasonable contract amounts. b) Project slippage due to possible delays in land acquisition can be absorbed in the scope of works. Disadvantages: a) It is difficult to control the overall construction schedule as the completion of each package varies. b) Interference with the construction works for Package No. 1 is expected in case that a common temporary road is used for both packages. (3) Alternative No. 3: Three Packages (2) The other proposed alternative of construction contract package is as follows: Package No. 1: North Approach Road Package No. 2: Main Bridge + Approach Bridges Package No. 3: South Approach Road and Interchange Advantages and disadvantages of implementing said packages are summarized as follows: Advantages: 6-2

168 a) The type of construction works for each package can be simply defined. Contractors who specialize in the type of construction works could qualify. Disadvantages: a) Package No. 1: There is a risk that no contractors would participate in the bidding due to a relatively low contract amount. It is also possible that contractors will avoid risks of slippage due to possible delay in land acquisition. b) Package No. 2: Since the contract amount is bigger than those accomplished by any Japanese contractors, bidding is attractive only for big general contractors. In addition, interference with the construction works of Package No. 1 is expected in case that a common temporary road is used for both packages. c) Package No. 3: There is a risk that no contractors would participate in the bidding due to a relatively low contract amount. It is also possible that contractors will avoid risks of slippage due to possible delays in land acquisition. d) It is difficult to control the overall construction schedule as the completion of each package varies. (4) Recommendation As shown in the following comparison Table 6-2, either Alternative No. 1 with one package or Alternative No. 2 with three packages is recommended rather than the three packages under Alternative No

169 Table 6-2 Comparison among Alternatives of Contract Packages Evaluation Item Alternative No. 1 Alternative No. 2 Alternative No. 3 Schematic Plan Approach Road 1,260m Approach Bridge 720m Package No.1 Main bridge 1,030m Approach Bridge 720m Approach Road 320m Approach Road 1,260m Approach Bridge 720m Main bridge 1,030m Approach Bridge 720m Approach Road 320m View Package No.1 Package No.2 Package No.3 No. of Packages Manageability Construction schedule can be managed comprehensively, which is good for overall project implementation. One (1) Three (3) Three (3) It is difficult to control the overall construction schedule as the completion of each package varies. It is difficult to control the overall construction schedule as the completion of each package varies. Interference between packages The problems concerning interference can be solved as part of the scope of one contractor. Interference of construction works with Package No. 2 is expected in case a common temporary road is used Interference of construction works with Package No. 2 is expected in case a common temporary road is used Qualification of contractors Attractiveness of packages Evaluation Only the consortiums of big general contractors could qualify. Attractive only for big general contractors because of large contract amount. Only consortiums of big general contractors could qualify; however, amount of Package No. 2 under this alternative is expected to be less than that in Alternative No. 3. All packages have reasonable contract amounts in terms of road and bridge works Contractors specializing in the type of construction works could qualify. Only big general contractors of big consortiums could be qualified for Package No. 2. Package No. 1 and No. 3 are not attractive for contractors to bid because of relatively small contract amounts. They will also avoid high risks due to resettlement issues. Most Recommended Recommended Not Recommended 6-4