study on economic partnership projects

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.

Reproduction Prohibited

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 2010.
The Study “STUDY ON THE SECOND MY THUAN BRIDGE CONSTRUCTION PROJECT”
intends to carry out <strong>study</strong> 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.

Laos
Thailand
Hanoi
Cambodia
Study Area
Can Tho
Ca Mau
LOCATION
MAP
China
Vietnam
Ho Chi Minh
Trung Luong
My Thuan
LEGEND
Ho Chi Minh City
An Lac
Ben Luc
An Phu
Bien Hoa
R.R.2
SCALE
Dau Giay
Long Thanh
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
Da Lat
Vung Tau
0 10 20 30 km
STUDY ON THE SECOND MY THUAN BRIDGE CONSTRUCTION PROJECT
STUDY ON ECONOMIC PARTNERSHIP PROJECTS IN DEVELOPING COUNTRIES IN FY2010

1
2
3
NH30
Tien Giang
Trung Luong - My Thuan
11
10
3
NH80 4
2
9
8
1
6
My Thuan - Can Tho
My Thuan Bridge from Upstream Side
There are 230kV and 500kV Lines.
7
5
My Thuan
NH1
HCMC
Key Map
Expected Site of
Approach Bridge at
HCMC Side
River Side (HCMC
Side)
Can Tho
4 5 6
River Side (Can Tho Side) NH80 with 2-lane carriageway. Near the starting point of My Thuan-Can
Tho Expressway
7
Tien River from My Thuan Bridge (Left
Bank at Upstream Side)
10 11
Roundabout NH1 - NH30
Photos
8 9
Toll Gate of NH1
NH30 with 2-lane carriageway
River crossing NH1
STUDY ON THE SECOND MY THUAN BRIDGE CONSTRUCTION PROJECT
STUDY ON ECONOMIC PARTNERSHIP PROJECTS IN DEVELOPING COUNTRIES IN FY2010

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

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

Preface
Location Map
Photos
Abbreviations
Summary
Table of Contents
CHAPTER 1 OVERVIEW OF HOST COUNTRY AND SECTOR ..................................................... 1-1
1.1 Economy and Finance ................................................................................................................. 1-1
1.1.1 Economic Condition ......................................................................................................... 1-1
1.1.2 Financial Condition........................................................................................................... 1-1
1.2 Transport Sector in Vietnam ........................................................................................................ 1-2
1.2.1 Transportation Sector ........................................................................................................ 1-2
1.2.2 Road Sector ...................................................................................................................... 1-3
1.2.3 Vietnam Expressway Master Plan ..................................................................................... 1-3
1.2.4 North-South Expressway Project ...................................................................................... 1-5
1.2.5 Railway Planning in Southern Vietnam ............................................................................. 1-5
(1) Railway Master Plan and Transportation Development Plan ........................................ 1-5
(2) Pre-F/S for Planning of Ho Chi Minh-Can Tho Express Railway ................................ 1-8
1.3 Study Area .................................................................................................................................. 1-9
1.3.1 Social Environment in Project Area .................................................................................. 1-9
(1) Population, Ethnicity, Religion and Cultural Heritage .................................................. 1-9
1.3.2 Natural Environment in the Project Area......................................................................... 1-10
(1) Geography and Land Usage ....................................................................................... 1-10
1.3.3 Major Development Plan ................................................................................................ 1-13
(1) Industrial and Urban Development Plan..................................................................... 1-13
(2) Transport Development Plan ...................................................................................... 1-16
CHAPTER 2 STUDY METHOD ......................................................................................................... 2-1
2.1 Scope of the Study ...................................................................................................................... 2-1
2.2 Study Organizations .................................................................................................................... 2-2
2.3 Study Method ............................................................................................................................. 2-3
2.3.1 Methodology of Project Management ............................................................................... 2-3
(1) Scope Management ...................................................................................................... 2-3
(2) Time Management ....................................................................................................... 2-4
(3) Communication Management ...................................................................................... 2-4
i

(4) Implementation Program (I/P) to be delivered ............................................................. 2-5
2.3.2 Methodology of Traffic Demand Forecasting and Economic and Financial Analysis ........ 2-5
(1) Traffic Demand Forecasting ......................................................................................... 2-5
(2) Economic Analysis....................................................................................................... 2-5
(3) Financial Analysis ........................................................................................................ 2-5
2.3.3 Methodology of Bridge Planning ...................................................................................... 2-5
2.3.4 Methodology of Highway Planning .................................................................................. 2-6
2.3.5 Methodology of Construction Planning and Cost Estimate ............................................... 2-7
2.3.6 Methodology of Environmental Consideration ................................................................. 2-7
2.4 Study Schedule ........................................................................................................................... 2-8
2.4.1 Site Study in Vietnam ....................................................................................................... 2-9
2.4.2 Study in Japan ................................................................................................................. 2-10
2.4.3 Meeting Record .............................................................................................................. 2-10
CHAPTER 3 CONTENTS AND TECHNICAL FEASIBILITY .......................................................... 3-1
3.1 Background and Necessity .......................................................................................................... 3-1
3.1.1 Background of the Project ................................................................................................. 3-1
3.1.2 Necessity of the Project..................................................................................................... 3-2
3.2 Study Required for Decision on Contents of the Project ............................................................. 3-4
3.2.1 Existing Study Documents ................................................................................................ 3-4
(1) F/S on Second My Thuan Bridge ................................................................................. 3-4
(2) F/S on Trung Luong-My Thuan Expressway ............................................................... 3-4
(3) F/S on My Thuan-Can Tho Expressway ...................................................................... 3-4
(4) Environmental Impact Assessment (EIA) Report on Trung Luong-Can Tho Expressway
.......................................................................................................................................... 3-5
(5) Other Existing Documents to be Cited ......................................................................... 3-5
3.2.2 Traffic Demand Forecast ................................................................................................... 3-6
(1) Approach and Methodology ......................................................................................... 3-6
(2) Traffic Survey .............................................................................................................. 3-7
(3) Analysis of Traffic Characteristics in the Project Area ................................................. 3-9
(4) Producing Present OD Matrices (2010) ...................................................................... 3-12
(5) Future Development Plans ......................................................................................... 3-13
(6) Traffic Demand Forecast ............................................................................................ 3-13
3.2.3 Natural Conditions Survey .............................................................................................. 3-18
(1) Geodetic Survey ......................................................................................................... 3-18
ii

(2) Geological Survey ...................................................................................................... 3-19
(3) Hydrological Survey .................................................................................................. 3-24
3.2.4 Bridge Plan and Design .................................................................................................. 3-30
(1) Route Selection .......................................................................................................... 3-30
(2) Bridge Planning ......................................................................................................... 3-33
3.2.5 Highway Plan and Design ............................................................................................... 3-51
(1) Approach and Method ................................................................................................ 3-51
(2) Study of Stage Construction and Number of Lane ..................................................... 3-51
(3) Highway Design ........................................................................................................ 3-55
(4) Study of Interchange Location and Selection of Optimum Option ............................. 3-63
(5) Design of Connection with Adjacent Expressways .................................................... 3-65
(6) Soft Ground Treatment ............................................................................................... 3-69
3.2.6 Construction Planning ..................................................................................................... 3-71
(1) Main Bridge ............................................................................................................... 3-71
(2) Foundation Piles ........................................................................................................ 3-74
(3) Approach Bridge ........................................................................................................ 3-75
(4) Construction Materials ............................................................................................... 3-77
(5) Construction Yard ...................................................................................................... 3-78
(6) Construction Schedule ............................................................................................... 3-80
3.2.7 O&M Plan ...................................................................................................................... 3-81
(1) Institutional Structure and Capacity for O&M ........................................................... 3-81
(2) O&M for Bridge ........................................................................................................ 3-83
(3) Maintenance of Road ................................................................................................. 3-84
CHAPTER 4 ENVIRONMENTAL AND SOCIAL FEASIBILITY ..................................................... 4-1
4.1 Analysis on Environmental and Social Conditions in the Project Area ........................................ 4-1
4.1.1 Conservation Area and Endangered Species ..................................................................... 4-1
4.1.2 Land Usage ....................................................................................................................... 4-1
4.1.3 Economic Status and Livelihood ....................................................................................... 4-2
4.1.4 Social Infrastructure .......................................................................................................... 4-5
4.1.5 Without Project Case ........................................................................................................ 4-7
4.2 Positive Effects From the Project ................................................................................................ 4-8
4.2.1 Scoping ............................................................................................................................. 4-8
4.2.2 Alternatives ...................................................................................................................... 4-11
4.2.3 Stakeholders.................................................................................................................... 4-12
iii

4.3 Environmental Legislations ...................................................................................................... 4-14
4.3.1 Legal Framework ............................................................................................................ 4-14
(1) Legislations Regarding Environmental Assessment (EA) .......................................... 4-14
(2) Legislations Regarding Emission Standards ............................................................... 4-15
(3) Legislations Regarding Resettlement ......................................................................... 4-16
4.3.2 Environmental Clearance System ................................................................................... 4-17
(1) EIA ............................................................................................................................ 4-17
(2) Resettlement Action Plan (RAP) ................................................................................ 4-18
(3) Fulfilling the Requirements of the Government of Vietnam and JETRO Guidelines.. 4-18
4.4 Actions Taken by Project Proponent for Realizing the Project .................................................. 4-20
CHAPTER 5 ECONOMIC AND FINANCIAL FEASIBILITY ........................................................... 5-1
5.1 Project Cost Estimate .................................................................................................................. 5-1
5.1.1 Project Cost ...................................................................................................................... 5-1
(1) Related Laws and Regulations ..................................................................................... 5-1
(2) Cost Structure .............................................................................................................. 5-1
(3) Construction Cost......................................................................................................... 5-2
(4) Environmental and Social Consideration Cost ............................................................. 5-2
(5) Project Management Cost ............................................................................................ 5-2
(6) Consultancy Fee ........................................................................................................... 5-3
(7) Price Escalation ............................................................................................................ 5-3
(8) Physical contingency.................................................................................................... 5-3
(9) Conditions for Estimation ............................................................................................ 5-3
(10) Project Cost ................................................................................................................ 5-4
5.1.2 Annual Disbursement Schedule ........................................................................................ 5-4
5.1.3 Maintenance Cost ............................................................................................................. 5-5
(1) Annual Maintenance Cost ............................................................................................ 5-5
(2) Update Cost ................................................................................................................. 5-5
5.2 Economic and Financial Analyses ............................................................................................... 5-6
5.2.1 Economic Analysis ........................................................................................................... 5-6
(1) Approach and Methodology for Economic Analysis .................................................... 5-6
(2) Economic Investment Cost .......................................................................................... 5-6
(3) Economic Benefits ....................................................................................................... 5-6
(4) Economic Evaluation ................................................................................................... 5-8
5.2.2 Financial Analysis ........................................................................................................... 5-10
iv

(1) Approach and Methodology of Financial Analysis ..................................................... 5-10
(2) Financial Investment Cost .......................................................................................... 5-11
(3) Toll Rates and Revenue .............................................................................................. 5-11
(4) Financial Return of Total Investment ......................................................................... 5-12
(5) Conclusion ................................................................................................................. 5-12
CHAPTER 6 PROJECT SCHEDULE .................................................................................................. 6-1
6.1 Contract Packages ....................................................................................................................... 6-1
(1) Alternative No. 1: One Package ................................................................................... 6-2
(2) Alternative No. 2: Three Packages (1) .......................................................................... 6-2
(3) Alternative No. 3: Three Packages (2) .......................................................................... 6-2
(4) Recommendation ......................................................................................................... 6-3
6.2 Implementation Program ............................................................................................................ 6-5
(1) Implementation Program .............................................................................................. 6-5
(2) EIA Approval ............................................................................................................... 6-6
(3) Procurement of Construction Works ............................................................................ 6-6
(4) Procurement of Consulting Services ............................................................................ 6-6
(5) Construction Schedule ................................................................................................. 6-7
(6) Land Acquisition and Resettlement .............................................................................. 6-7
6.3 Risks on Delay ............................................................................................................................ 6-7
CHAPTER 7 ORGANIZATION IMPLEMENTING THE PROJECT .................................................. 7-1
7.1 Outline of the Executing Agency ................................................................................................ 7-1
7.1.1 Project Implementation Agency ........................................................................................ 7-1
(1) Management for the Implementation of the Project ..................................................... 7-1
(2) Project List ................................................................................................................... 7-2
7.2 Project Implementing Organization ............................................................................................ 7-3
(1) Vietnamese Implementation Agencies .......................................................................... 7-3
CHAPTER 8 TECHNOLOGICAL ADVANTAGES OF JAPANESE COMPANIES ........................... 8-1
8.1 Competency of Japanese Companies for the Project ................................................................... 8-1
8.2 Major Goods Expected to be Procured from Japan ..................................................................... 8-3
8.3 Potentials of Japanese Companies in Delivering and Receiving Orders ...................................... 8-4
v

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

LIST OF FIGURES
Figure 1-1 Status of North-South Expressway Project in the Southern Region .................................. 1-5
Figure 1-2 Map of the Railway Master Plan ...................................................................................... 1-7
Figure 1-3 Route Map of HCMC-Can Tho High Speed Railway ....................................................... 1-8
Figure 1-4 Industrial and Urban Development Plans in Vinh Long Province ................................... 1-16
Figure 1-5 Transport Development Plan .......................................................................................... 1-18
Figure 2-1 Organization Chart of the Study Team, NK-IIS JO ........................................................... 2-2
Figure 2-2 Organization Chart for the Second My Thuan Bridge Construction Project Study ............ 2-3
Figure 2-3 Study Schedule ................................................................................................................. 2-9
Figure 3-1 Location of Second My Thuan Bridge and Temporary Plan to Utilize NH No.1 ............... 3-2
Figure 3-2 Capacity of the Existing My Thuan Bridge in Case the Second My Thuan Bridge is not
Built ............................................................................................................................................. 3-3
Figure 3-3 Flow of Traffic Demand Forecast ..................................................................................... 3-6
Figure 3-4 Traffic Survey Stations ..................................................................................................... 3-8
Figure 3-5 Vehicle Composition ...................................................................................................... 3-10
Figure 3-6 Time Variation of Traffic Observed at Survey Station 4 ................................................... 3-11
Figure 3-7 Traffic Count VS Present Traffic Assignment ................................................................. 3-12
Figure 3-8 Future Road Network Plan in Mekong Delta Area .......................................................... 3-13
Figure 3-9 Trend of Economic Growth in Vietnam .......................................................................... 3-14
Figure 3-10 Regression Analysis between GDP and Traffic Demand (Cars) .................................... 3-15
Figure 3-11 Regression Analysis between GDP and Traffic Demand (Buses) .................................. 3-15
Figure 3-12 Regression Analysis between GDP and Traffic Demand (Trucks) ................................ 3-16
Figure 3-13 Base Map for the Study ................................................................................................ 3-18
Figure 3-14 Boring Locations .......................................................................................................... 3-20
Figure 3-15 Boring Data of LK1 and LK2 ....................................................................................... 3-21
Figure 3-16 Boring Data of BH1 ...................................................................................................... 3-22
Figure 3-17 Boring data of BH2 ...................................................................................................... 3-23
Figure 3-18 Prediction of Change of River ...................................................................................... 3-29
Figure 3-19 Bank Protection Works Constructed Under the Existing My Thuan Bridge Project ...... 3-30
Figure 3-20 Alternative Routes for Second My Thuan Bridge ......................................................... 3-31
Figure 3-21 Alternative Routes for the Second My Thuan Bridge ................................................... 3-32
Figure 3-22 Navigation Clearance ................................................................................................... 3-33
Figure 3-23 Bathymetric Map (lower side is right bank) and Alternative 2 Route ............................ 3-34
Figure 3-24 A Ship Passing in front of Old Ferry Terminal .............................................................. 3-35
Figure 3-25 Erosion on Right Bank ................................................................................................. 3-35
Figure 3-26 Bridge Types and Applicable Spans .............................................................................. 3-36
vii

Figure 3-27 Steel Arch Bridge ......................................................................................................... 3-37
Figure 3-28 Single Span Suspension Bridge .................................................................................... 3-37
Figure 3-29 A Shaped Tower 2-Edge Girder (Nhat Tan Bridge Type) .............................................. 3-38
Figure 3-30 Single Column Tower 4-Edge Girder, Cable-stayed Bridge .......................................... 3-38
Figure 3-31 Two Steel Box Girder Cable-stayed Bridge (RC deck for the Side Spans) .................... 3-39
Figure 3-32 Side View of the Second My Thuan Bridge .................................................................. 3-42
Figure 3-33 One Example of Approach Bridge Pier of Nhat Tan Bridge .......................................... 3-43
Figure 3-33 General View of A shaped Tower 2-Edge Girder Cable-stayed Bridge (Nhat Tan Bridge
Type) .......................................................................................................................................... 3-45
Figure 3-34 General View of Pylons of A haped Tower 2-Edge Girder Cable-stayed Bridge ........... 3-46
Figure 3-35 General View of Single Column Tower 4-Edge Girder Cable-stayed Bridge ................ 3-47
Figure 3-36 General View of Pylon of Single Column Tower 4-Edge Girder Cable-stayed Bridge .. 3-48
Figure 3-37 View of Pylon of single column tower 4-edge girder cable-stayed bridge ..................... 3-49
Figure 3-38 Perspective View of a Completed A shaped Tower 2-Edge Girder Cable-stayed Bridge .. 3-50
Figure 3-39 Perspective View of a Completed Single Column Tower 4-Edge Girder Cable-Stayed
Bridge ......................................................................................................................................... 3-50
Figure 3-40 Future Lane Requirements ............................................................................................ 3-54
Figure 3-41 Definition of Slope Length and Vertical Grade ............................................................. 3-55
Figure 3-42 Cross Section of Approach Road .................................................................................. 3-58
Figure 3-43 Cross Sections of Main Bridge and Approach Bridge ................................................... 3-59
Figure 3-44 Pavement Design for the Main Road ............................................................................ 3-62
Figure 3-45 Pavement Design for Class III Roads ........................................................................... 3-62
Figure 3-46 Pavement Design for Frontage Road ............................................................................ 3-62
Figure 3-47 Interchanges at North and South Sides of Second My Thuan Bridge ............................ 3-63
Figure 3-48 Traffic Flow and Volume in 2030 ................................................................................. 3-64
Figure 3-49 Traffic Flow and Volume in 2030 ................................................................................. 3-65
Figure 3-50 Design of Connection at Beginning Point (North Side) ................................................ 3-66
Figure 3-51 Design of Connection at Ending Point (South Side) ..................................................... 3-67
Figure 3-52 Original Plan of Toll Gates in Phase 1 by F/S ............................................................... 3-67
Figure 3-53 Proposed Plan of Toll Gate in Phase 1 by the Study Team ............................................ 3-68
Figure 3-54 Proposed Plan of Toll Gate in Phase 2 by Study Team .................................................. 3-69
Figure 3-55 Construction Procedure ................................................................................................ 3-72
Figure 3-56 Procedure for Construction of Foundation .................................................................... 3-73
Figure 3-57 Tower Erection Procedure ............................................................................................ 3-73
Figure 3-58 Cycle Steps for the Main Girder ................................................................................... 3-74
Figure 3-59 Reverse Circulation Method ......................................................................................... 3-75
viii

Figure 3-60 Erection Using Gantry Crane ........................................................................................ 3-76
Figure 3-61 Erection Using Crawler Crane ...................................................................................... 3-76
Figure 3-62 Locations of Sources .................................................................................................... 3-78
Figure 3-63 Construction Yard Plan ................................................................................................. 3-79
Figure 3-64 Construction Schedule .................................................................................................. 3-80
Figure 3-65 Organization of Temporary Management for HCMC-Trung Luong Expressway .......... 3-81
Figure 3-66 Proposed O&M Organization for Second My Thuan Bridge Section ............................ 3-82
Figure 6-1 Alternatives of Contract Packages .................................................................................... 6-1
Figure 6-2 Proposed Implementation Schedule .................................................................................. 6-5
Figure 7-1 Organization Chart of PMU My Thuan ............................................................................ 7-4
ix

LIST OF TABLES
Table 1-1 Balance of Current Account and Financial Deficit in Vietnam ........................................... 1-1
Table 1-2 Road Development in Vietnam (2006) ............................................................................... 1-3
Table 1-3 List of Expressway Projects in the MOT Master Plan ........................................................ 1-4
Table 1-4 Population and Demography .............................................................................................. 1-9
Table 1-5 Migration within the Project Area ...................................................................................... 1-9
Table 1-6 Ethnicity ........................................................................................................................... 1-10
Table 1-7 Temperature ..................................................................................................................... 1-12
Table 1-8 Humidity .......................................................................................................................... 1-12
Table 1-9 Precipitation ..................................................................................................................... 1-12
Table 1-10 List of Industrial Development Plans ............................................................................. 1-14
Table 1-11 List of Urban Development Plans up to 2020 ................................................................. 1-16
Table 1-12 List of Expressway Development Plans ......................................................................... 1-17
Table 1-13 List of National Highway Development Plans................................................................ 1-17
Table 1-14 List of Planned Large-scale Bridges in Mekong Delta .................................................... 1-18
Table 2-1 List of Specialists ............................................................................................................... 2-2
Table 2-2 Project Stakeholders ........................................................................................................... 2-4
Table 2-3 Working Items for Highway Planning ................................................................................ 2-6
Table 2-4 Record of Major Meetings (in Japan) ............................................................................... 2-10
Table 2-5 Record of Major Meetings (in Vietnam) ............................................................................ 2-11
Table 3-1 Traffic Survey Point Name and Time Period ...................................................................... 3-8
Table 3-2 Traffic Survey Result ......................................................................................................... 3-9
Table 3-3 Vehicle Composition by Survey Station ........................................................................... 3-10
Table 3-4 Past Trend of Real GDP ................................................................................................... 3-14
Table 3-5 Toll Rates on the Expressway ........................................................................................... 3-16
Table 3-6 Result of Traffic Assignment ............................................................................................ 3-17
Table 3-7 Specifications of Satellite Image ...................................................................................... 3-19
Table 3-8 Air Temperature Recorded at My Tho Station .................................................................. 3-24
Table 3-9 Rainfall Recorded at My Tho Station (Precipitation) ........................................................ 3-24
Table 3-10 Humidity Recorded at My Tho Station ........................................................................... 3-25
Table 3-11 Average Monthly and Yearly Wind Velocity (m/s) Recorded at My Tho Station ............ 3-25
Table 3-12 Water level of the Tien Gian River Recorded at My Thuan Station ................................ 3-26
Table 3-13 Highest Water Level ....................................................................................................... 3-28
Table 3-14 Influence of Tide ............................................................................................................ 3-28
Table 4-1 Endangered Species ........................................................................................................... 4-1
Table 4-2 Land Usage ........................................................................................................................ 4-2
x

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

Table 5-16 FIRR Calculation ........................................................................................................... 5-12
Table 6-1 Alternatives of Contract Packages and Construction Cost (Unit: thousand USD)............... 6-1
Table 6-2 Comparison among Alternatives of Contract Packages ...................................................... 6-4
Table 6-3 Proposed Implementation Milestones Assuming Application of STEP Scheme of ODA Loan
..................................................................................................................................................... 6-5
Table 6-4 Anticipated Measures Against Risks on Delays .................................................................. 6-8
Table 7-1 List of Projects Managed by PMU My Thuan .................................................................... 7-2
Table 7-2 List of Personnel of PMU My Thuan ................................................................................. 7-4
Table 8-1 Japanese-goods procurement rate .......................................................................................... 8-4
xii

CHAPTER 1 OVERVIEW OF HOST COUNTRY AND SECTOR
1.1 Economy and Finance
1.1.1 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 1991. 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 2009. 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.).
1.1.2 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
2006 -0.3 -1.1
2007 -9.8 -5.3
2008 -11.9 -4.5
2009 -7.8 -9.7
2010 -7.2 -6.2
Source: East Asia and Pacific Economical Update, 2010
1-1

1.2 Transport Sector in Vietnam
1.2.1 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

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
1999
2006
15,520
17,295
5,354
7,750
94
344
5,828
6,447
3,178 -
2,854 -
-
-
Provincial
1999
2006
18,344
23,138
829
3,474
157
701
5,609
11,030
7,309 -
4,816
-
3,073 44
District
1999
2006
37,437 - -
54,962 1,762
-
2,581
- - -
10,992 34,897 77,261 3,601
Commune
1999
2006
134,463 -
141,442
-
1,616
-
18,442
- - -
9,226 34,897 77,261 -
Urban
1999
2006
5,919
8,536
2,297 -
2,465 776
3,622 -
2,750
-
976 1,568 -
Other
1999
2006
5,451 -
6,414 -
- -
160.4
- -
547 2,593
-
2,800 -
Total
1999
2006
224,639 - -
251,787 16,967
-
23,005
- -
40,992 62,018 104,816 3,644
Source: VRA
1.2.3 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

North–South
- 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
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 50 6 9,300
2 Ninh Binh–Thanh Hoa 75 6 12,380
3 Thanh Hoa–Vinh 140 6 22,120
4 Vinh–Ha Tinh 20 4-6 2,580
5 Ha Tinh–Quang Tri 277 4 21,610
6 Quang Tri–Da Nang 178 4 18,160
7 Da Nang–Quang Ngai 131 4 17,820
8 Quang Ngai–Quy Nhon 150 4 23,700
9 Quy Nhon–Nha Trang 240 4 24,960
10 Nha Trang–Dau Giay 378 4‒6 55,940
11 HCMC–Long Thanh–Dau Giay 55 6‒8 18,880
12 Long Thanh–Nhon Trach–Ben Luc 45 6‒8 12,340
13 HCMC–Trung Luong 40 8 13,200
14 Trung Luong–My Thuan–Can Tho 92 6 26,250
15 Doan Hung–Hoa Lac–Pho Chau 457 4‒6 53,930
16 Ngoc Hoi–Chon Thanh–Rach Gia 864 4‒6 96,770
Northern Vietnam 17 Lang Son–Bac Giang–Bac Ninh 130 4‒6 12,220
18 Ha Noi–Hai Phong 105 4‒6 16,800
19 Ha Noi–Lao Cai 264 4‒6 15,580
20 Ha Noi – Thai Nguyen 62 4‒6 4,220
21 Thai Nguyen–Cho Moi 28 4‒6 2,940
22 Lang–Hoa Lac 30 6 7,650
23 Hoa Lac–Hoa Binh 26 4‒6 2,550
24 Bac Ninh–Ha Long 136 6 19,040
25 Ha Long–Mong Cai 128 4‒6 13,820
26 Ninh Binh–Hai Phong–Quang Ninh 160 4 13,760
Central Vietnam 27 Hong Linh–Huong Son 34 4 2,450
28 Cam Lo–Lao Bao 70 4 4,900
29 Quy Nhon–Pleiku 160 4 12,000
Southern Vietnam 30 Dau Giay–Da Lat 189 4 19,280
Ring Road System in
Hanoi
Ring Road System in
HCMC
31 Bien Hoa–Vung Tau 76 6 12,160
32 HCMC–Thu Dau Mot–Chon Thanh 69 6-8 20,010
33 Can Tho–Ca Mau 150 4 24,750
34 HCMC–Moc Bai 55 4‒6 7,480
35 Soc Trang–Can Tho–Chau Doc 200 4 24,200
36 Ha Tien–Rach Gia–Bac Lieu 225 4 27,230
37 Ring Road No 3 56 4‒6 17,990
38 Ring Road No 4 125 6‒8 34,500
39 Ring Road No 3 83 6‒8 20,750
Total 5,753 766,220
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

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:
Trung Luong - My Thuan
(54.1km, D/D under BOT)
My Thuan - Can Tho
(24.5km, F/S)
Source: Study Team
Can Tho
Ca Mau
HCMC - Trung Luong
(40km, Completed in 2010)
Trung Luong
My Thuan
2nd My Thuan Bridge
(4.05km, METI Study)
1-5
HCMC - Dua Giay
(55km, under construction)
Ho Chi Minh City
An Lac
Ben Luc
An Phu
Bien Hoa
R.R.2
SCALE
Dau Giay
Long Thanh
Ben Luc - Long Thanh
(45km, F/S)
Figure 1-1 Status of North-South Expressway Project in the Southern Region
1.2.5 Railway Planning in Southern Vietnam
(1) Railway Master Plan and Transportation Development Plan
Da Lat
Vung Tau
0 10 20 30 km
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

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

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

(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 <strong>study</strong> is supposed to be completed in December 2010. 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

1.3 Study Area
1.3.1 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. Population (Female)
1
Nation
1-9
Number of
Households
Population Growth in the Last 10
Years (2000-2010)
%
86,024,600 (43427400) - 10.81
2 Tian Giang Province 1,673,900 (851,300) - 3.74
3 Hoa Hung Commune 14,700 (8,300) 3,700 1.1
4 Ving Long Province 1,029,800 (522,200) - 1.62
5 Tan Hoi Commune 8,204 (4,236) 1,977 1
6 Tan Hua Commune 8,552 (4,275) 1,886 1.2
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
Source: Study Team
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 1-6
1 A commune is comprised of from 4 to 5 villages.

No.
Table 1-6 Ethnicity
1-10
Kinh
(%)
Hoa
(%)
Ethnicity
Mon-Khmer
(%)
Other
(%)
1 National Level 85.7 0.96 2.7 10.64
2 Hoa Hung Commune 99.95 0.05 0 0
3 Tan Hoa Commune 99.15 0.69 0.16 0
4 Tan Hoi Commune 98.59 1.26 0.15 0
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.
1.3.2 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 138.4 mm in 2009. The temperature, humidity
and precipitation in the Project area are shown in

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

Table 1-7 Temperature
Month 1 2 3 4 5 6 7 8 9 10 11 12 Yearly Average
My Tho (Tien
Giang Province)
o C
Source: www.tiengiang.gov.vn
25.5 26.1 27.3 28.5 28.2 27.6 27.3 27 26.9 26.8 26.6 25.6 27
(2009)
Table 1-8 Humidity
Month 1 2 3 4 5 6 7 8 9 10 11 12 Yearly Average
My Tho (Tien
Giang Province)
%
Source: www.tiengiang.gov.vn
79.4 78.3 78.2 77.8 81.4 83.4 83.9 84.2 84.9 85.5 83.3 81.5 81.8
(2009)
Table 1-9 Precipitation
Month 1 2 3 4 5 6 7 8 9 10 11 12 Yearly Average
My Tho (Tien
Giang Province)
mm
Source: www.tiengiang.gov.vn
5 1 6 42 145 198 177 188 231 262 98 32 138.4
(2009)
1-12

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.
below:
Major development plans for Vinh Long Province, related to the Project area, are described
(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

Table 1-10 List of Industrial Development Plans
Category Name of Project Description
Widening Hoa Phu Industrial Zone
New construction
(Under construction)
New construction
(Plan)
New construction
(Plan)
New construction
(Plan)
New construction
(Plan)
Binh Minh Industrial Zone
Binh Tan Industrial Zone
Dong Binh Industrial Zone
Tan An Hung Industrial Zone
An Dinh Industrial Zone
Source: Vinh Long People’s Committee web site (http://www.vinhlong.gov.vn)
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 2020.
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.
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 <strong>study</strong> 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

(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

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
5
3
2
4
B3
B2
C
A B1
P
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)
1
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
6

Table 1-12 List of Expressway Development Plans
Name of Project Description
Trung Luong – My Thuan
Expressway
My Thuan – Can Tho
Expressway
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
2013.
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 6.084
trillion ($338 million) and its construction is anticipated to be from 2011 - 2016.
Source: Tien Giang People’s Committee web site (http://www.tiengiang.gov.vn)
(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 Description
Improving and upgrading of
NH53
Improving and upgrading of
NH54
Improving and upgrading of
NH57
Improving and upgrading of
NH80
Improving and upgrading of
NH30
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.
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.
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.
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 2009
1-17

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 2,074 16.47 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)
Source: Hearing from PMU My Thuan
Dong Thap
NH 80
Can Tho
Military Airport
NH80
Source: TEDI South (modified by the Study Team)
Long An
Ho Chi Minh Highway
1-18
6 km Australia-ADB PMU My Thuan F/S not approved
yet
14.161 km VN budget &
BOT
HCMC-Trung Luong-My Thuan-Can Tho Expressway
Second My Thuan Bridge
Vinh Long Port
NH 1
Can Tho Bridge
Vinh Long
NH 53
NH 54
NH 57
PR902
Figure 1-5 Transport Development Plan
NH 60
PMU 7 F/S approved
Ben Tre
HCMC

(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 2010-2020 and orientation for 2021-2030. Vinh Long Port will be
constructed in a 10-15 ha area, consisting of two 150-200 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. 31.
1-19

CHAPTER 2 STUDY METHOD
2.1 Scope of the Study
The <strong>study</strong> 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 <strong>study</strong> 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 <strong>study</strong> is defined from Km 103+700, the end point of Trung Luon-My
Thuan Expressway, to Km 107+750, the interchange at NH80 at the south side of the Second My
Thuan Bridge.
2-1

2.2 Study Organizations
The <strong>study</strong> 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)
IHI Infrastructure System Co., Ltd.
Source: Study Team
Japanese Staff
2-2
Shinpei IMADA
(Highways and Bridge Department)
Jun OKUNO
(Highways and Bridge Department)
Mayumi GOTO
(Environment Department)
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
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

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
Source: Study Team
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,
2010. Said PMU will act as the implementing agency for the construction project. The relationships
between the concerned organizations for the implementation of this <strong>study</strong> are shown in Figure 2-2.
Government of Japan
MOFA
(Ministry of Foreign Affairs)
JICA
(Japan International Cooperation Agency)
Source: Study Team
Technical
Advice
METI
(Ministry of Economy, Trade and Industry)
Ernst & Young ShinNihon LLC
JETRO
(Japan External Trade Organization)
Project
Supervision
NK-IIS JO
Contract
(Nippon Koei – IHI Infrastructure System Joint Operation)
2-3
Contract
Administrative
Audit
Contract
Government of Vietnam
MOT
Counter Part
(Ministry of Transport)
PMU My Thuan
Reporting &
Discussion
Figure 2-2 Organization Chart for the Second My Thuan Bridge Construction Project Study
2.3 Study Method
subsequently.
Methodology of the <strong>study</strong> is summarized hereunder. Detailed methodology is discussed
2.3.1 Methodology of Project Management
(1) Scope Management
Initial scope of the <strong>study</strong> was set as described in Section 2.1 at the beginning of the <strong>study</strong>.

Through the progress of the <strong>study</strong>, the scope was further detailed in order to promote
smooth implementation of the project, based on the periodic results of the <strong>study</strong>.
Updated scope and contents of the <strong>study</strong> 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, 2010.
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 e-mail.
(3) Communication Management
(a) Confirmation of Stakeholder
It was confirmed that the list in the following Table 2-2 comprise the project stakeholders.
Japanese Side Embassy of Japan, Hanoi
METI, Tokyo
JETRO, Tokyo
JETRO, Hanoi
JICA, Tokyo
JICA, Hanoi
Vietnamese Side Ministry of Transport (MOT)
Source: Study Team
Table 2-2 Project Stakeholders
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

(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 <strong>study</strong>, proposed Project I/P was prepared. This I/P will be the basis of
further Project promotion for all stakeholders.
2.3.2 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 2.3.5.
(3) Financial Analysis
Toll revenues will be calculated considering future traffic volume.
2.3.3 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

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.
2.3.4 Methodology of Highway Planning
The <strong>study</strong> for highway planning was carried out basically in accordance with the work
items in Table 2-3, which are consistent with the scope of <strong>study</strong>.
1 Review of Previous F/S
1-1 Data Collection
1-2 Review of Previous F/S
Table 2-3 Working Items for Highway Planning
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
Source: Study Team
2-6

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 <strong>study</strong> 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 <strong>study</strong> 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.
2.3.5 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 3.2.5
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 3.2.6.
2.3.6 Methodology of Environmental Consideration
A <strong>study</strong> 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 <strong>study</strong> 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

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 <strong>study</strong> were addressed.
2.4 Study Schedule
Consulting service contract for the <strong>study</strong> 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 <strong>study</strong> consists of related activities in Japan and Vietnam. The Study Team was
dispatched to Vietnam three times, as follows:
1 st <strong>study</strong> period (August 25, 2010 to October 25, 2010): perform site reconnaissance
and collection of relevant documents
2 nd <strong>study</strong> period (December 13, 2010 to December 18, 2010): conduct meeting with
PMU My Thuan regarding the draft final report,
3 rd <strong>study</strong> period (January 20, 2011 to January 27, 2011): presentation of final report to
Vietnamese counterpart.
Throughout the <strong>study</strong>, 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 <strong>study</strong>
results.
Study schedule is shown in Figure 2-3 below.
2-8

(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
Source: Study Team
General Schedule
Work Item
2.4.1 Site Study in Vietnam
Figure 2-3 Study Schedule
2-9
2010 2011
8 9 10 11 12 1 2
2010 2011
8 9 10 11 12 1 2
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 <strong>study</strong>, contents of the report, schedule, etc.. During this
first <strong>study</strong> 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

esults were presented during the MOT meeting on September 29, 2010. MOT’s Notice No.
433/TB- BGTVT was then issued on October 7, 2010.
During the 2 nd <strong>study</strong> 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 <strong>study</strong> results was
then obtained from PMU My Thuan.
Finally, during the 3 rd <strong>study</strong> period in Vietnam in January 2011, the contents of final report
was explained to PMU My Thuan and the consent on the <strong>study</strong> results was made by PMU My
Thuan.
2.4.2 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 <strong>study</strong> in
the middle of August 2010.
During the 2 nd work in Japan from the middle of October 2010 to the end of November
2010, engineering <strong>study</strong> on traffic demand forecast, interchange design, cost estimate and economic
and financial evaluation, etc. were carried out based on the obtained information in the <strong>study</strong>. 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, 2010.
Final Report will be submitted to SNC at beginning of February 2011 after comments of
JETRO were taken into consideration of the report.
2.4.3 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
Source: Study Team
2-10

Table 2-5 Record of Major Meetings (in Vietnam)
No. Date Place Participants Remarks
1st Site Study (25/08/2010 – 10/10/2010)
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 (13/12/2010 – 18/12/2010)
8 14/12/2010 PMU My Thuan
9 15/12/2010 PMU My Thuan
10 17/12/2010 PMU My Thuan
3rd Site Study (20/1/2011 – 27/1/2011)
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
2-11
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
Source: Study Team

CHAPTER 3 CONTENTS AND TECHNICAL FEASIBILITY
3.1 Background and Necessity
3.1.1 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
2020.
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 2010. 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

NH No.30
Tien Giang River
NH No.80
Source: Study Team
Trung Luong - My Thuan Expressway
2nd My Thuan Bridge and
Approach Road
My Thuan - Can Tho Expressway
3-2
NH No.1
Temporary Usage
of NH No.1
My Thuan Bridge
NH No.1
HCMC
Figure 3-1 Location of Second My Thuan Bridge and Temporary Plan to Utilize NH No.1
3.1.2 Necessity of the Project
Can Tho
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

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 2030.
PCU/hour
7,000
6,500
6,000
5,500
5,000
4,500
4,000
3,500
3,000
2,500
Source: Study Team
2,000
2010 2015 2020 2025 2030 2035 2040
3-3
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.

3.2 Study Required for Decision on Contents of the Project
3.2.1 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 <strong>study</strong>, 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, 2008.
In this <strong>study</strong>, 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 2010. At present (as of December 2010), MOT has not yet
approved this F/S.
In this <strong>study</strong>, the design report is cited as “MOT F/S on My Thuan-Can Tho Expressway”.
3-4

(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 2007. 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

3.2.2 Traffic Demand Forecast
(1) Approach and Methodology
There are some existing relevant data on OD survey and traffic assignment in this <strong>study</strong> 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.
⑧GDP data
⑪Corelation analysys
between GDP and Volume
Source: Study Team
⑨Estimation of GDP Growth Curve
⑩Forecating Future GDP
⑫Calculating rate of
increase
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
③Existing OD Table
⑮Expressway toll rate,
Travel time Cost
- 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 2006-2010)
- Step 5: Calculate the rate of increase using the existing relational expression
3-6
④Current OD
⑥Traffic Assignment
⑦Validation
⑬Future OD Table
①Traffic Volume Survey
②Type of Vihecle ratio
⑯Future Traffic Assignment
⑤Current Road Network
⑭Future Road Network

- 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 2040.
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 <strong>study</strong> 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 3-1.
3-7

My Thuan
2nd My Thuan bridge
Can Tho
Source: Study Team
Trung Luong
(ii) Classified Traffic Count Survey
Ca Mau
3-8
Ho Chi Minh City
An Lac
Figure 3-4 Traffic Survey Stations
An Phu
Bien Hoa
R.R.2
traffic count 24 hours
traffic count 16 hours
Dau Giay
Long Thanh
Da Lat
Vung Tau
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
Source: Study Team
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) 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 1830 622 589 512 372 177 10155
24hours 1994 678 613 642 500 328 11480
24hours/16hours 1.09 1.09 1.04 1.25 1.34 1.85 1.13
Tien Giang Long An 16hours 1258 499 549 786 243 97 11100
24hours 1492 576 739 941 309 136 12780
24hours/16hours 1.19 1.15 1.35 1.20 1.27 1.40 1.15
Total 16hours 3088 1121 1138 1298 615 274 21255
24hours 3486 1254 1352 1583 809 464 24260
24hours/16hours 1.13 1.12 1.19 1.22 1.32 1.69 1.14
Survey Point2 Cai Lậy district
Direction Time Car Light Bus BUS 2-axle 3-axle 4 and more Motorcycle
My Thuan Trung Luong16hours 2817 1026 875 764 467 246 7071
24hours 3069 1118 911 958 628 456 7994
Trung LuongMy Thuan 16hours 2447 1296 1765 1336 487 210 6995
24hours 2902 1496 2376 1599 619 294 8054
Total 16hours 5264 2322 2640 2100 954 456 14066
24hours 5972 2614 3286 2557 1247 750 16047
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 2379 1193 627 680 276 103 10110
24hours 2592 1300 653 853 371 191 11429
Tien Giang Vinh Long 16hours 2909 1190 1023 773 287 117 8005
24hours 3450 1374 1377 925 365 164 9217
Total 16hours 5288 2383 1650 1453 563 220 18115
24hours 6042 2674 2030 1778 736 355 20646
Survey Point4 My Thuan bridge
Direction Time Car Light Bus BUS 2-axle 3-axle 4 and more Motorcycle
Long An Tien Giang 16hours 2048 1159 696 1252 328 203 3590
24hours 3014 1665 1371 1784 611 362 4690
24hours/16hours 1.47 1.44 1.97 1.42 1.86 1.78 1.31
Tien Giang Long An 16hours 2533 1241 820 761 335 272 8005
24hours 3534 1801 994 1012 467 355 8005
24hours/16hours 1.40 1.45 1.21 1.33 1.39 1.31 1.00
Total 16hours 4581 2400 1516 2013 663 475 11595
24hours 6548 3466 2365 2796 1078 717 12695
24hours/16hours 1.43 1.44 1.56 1.39 1.63 1.51 1.09
Survey Point5 Vĩnh Long province
Direction Time Car Light Bus BUS 2-axle 3-axle 4 and more Motorcycle
Vinh Long Can Tho 16hours 1522 676 543 730 257 93 18710
24hours 2240 971 1070 1040 479 166 24443
Can Tho Vinh Long 16hours 1983 641 366 539 322 150 17960
24hours 2767 930 444 717 449 196 17960
Total 16hours 3505 1317 909 1269 579 243 36670
24hours 5007 1901 1513 1757 928 362 42403
Survey Point6 Cần Thơ bridge
Direction Time Car Light Bus BUS 2-axle 3-axle 4 and more Motorcycle
Vinh Long Can Tho 16hours 1814 473 274 323 165 53 9465
24hours 2182 646 403 480 288 100 10650
24hours/16hours 1.20 1.37 1.47 1.49 1.75 1.89 1.13
Can Tho Vinh Long 16hours 1582 348 323 654 248 98 11450
24hours 1937 460 440 811 321 129 12830
24hours/16hours 1.22 1.32 1.36 1.24 1.29 1.32 1.12
Total 16hours 3396 821 597 977 413 151 20915
24hours 4119 1106 843 1291 609 229 23480
24hours/16hours 1.21 1.35 1.41 1.32 1.47 1.52 1.12
Source: Study Team
3-9

(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.
Source: Study Team
Source: Study Team
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-23.00 pm
3 Cross-section on NH.1 in front of An Hữu T-junction 7.00 am-23.00 pm
4 Cross-section on My Thuan bridge 24h
5 Cross-section on NH.1 behind Vĩnh Long province 7.00 am-23.00 pm
6 Cross-section on Cần Thơ bridge 24h
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
73% 51% 61%
1 2 3 4 5 6
Car Bus Truck Motorcycle
Figure 3-5 Vehicle Composition
3-10
43%
82%
74%
15%
13%
9%
18%
8%
14%
20%
7%
8%
5%
5%
6%
10% 19% 18% 22% 8% 13%

(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.
1000
900
800
700
600
500
400
300
200
100
0
Source: Study Team
7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5 6
Figure 3-6 Time Variation of Traffic Observed at Survey Station 4
3-11
car
bus
truck
mortorcycle

(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.
Source: Study Team
Figure 3-7 Traffic Count VS Present Traffic Assignment
Traffic count
40000
30000
20000
10000
0
0 10000 20000 30000 40000
The correlation coefficient (R) between traffic count and assigned traffic is estimated at
0.94. As a result, the present OD matrices were validated.
3-12
PCU/day
Assignment Result

(5) Future Development Plans
Source: MOT
Future development plans in the Project area are described in Figure 3-8 below.
(6) Traffic Demand Forecast
(a) Past Trend of Economic Growth
Figure 3-8 Future Road Network Plan in Mekong Delta Area
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 2008.
3-13

9.00
8.00
7.00
6.00
5.00
4.00
3.00
2.00
1.00
0.00
Source: World Development Indicators
GDP Growth
Constant USD 2000
2000 2001 2002 2003 2004 2005 2006 2007 2008
Figure 3-9 Trend of Economic Growth in Vietnam
(b) Growth Target of National Development Plan
3-14
600
B
i
500 l
l
400 i
o
n
The current national development plan is compiled and entitled “Socio-Economic
Development Plan 2006-2010”. Its target growth rates within the planning period are shown in
Table 3-4 below.
Agriculture, Fishery
Industry, Construction
Services
Total
Source: Socio-Economic Development Plan 2006-2010
Table 3-4 Past Trend of Real GDP
Sector Target Growth (% per annum)
3.0-3.2
9.5-10.2
7.7-8.2
7.5-8.0
Target growth rates of the national development plan are set at 7.5%-8.0% per annum up to
the year 2010. 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 2010. 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.
300
200
100
0
U
S
D

It is assumed that future GDP will grow at an average annual rate of 8.0% from 2010 to
2015. Subsequently, the growth rate will gradually reduce by 0.5% every five years, and will
stabilize at 5.5% growth rate from 2035 to 2040. 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 <strong>study</strong> entitled “Study on Da Nang-Quang Ngai
Expressway Project in the Socialist Republic of Vietnam” Car
Source: Study Team
Car Traffic/day
1,600
1,400
1,200
1,000
800
600
400
200
0
y = 0.007x - 1619.4
R 2 = 0.9488
0 100,000 200,000 300,000 400,000 500,000
3-15
GDP
Figure 3-10 Regression Analysis between GDP and Traffic Demand (Cars)
Bus
2,500
2,000
1,500
1,000
500
Source: Study Team
Bus Traffic/day
0
y = 0.0087x - 1754
R 2 = 0.9194
0 50,000 100,000 150,000 200,000 250,000 300,000 350,000 400,000 450,000
GDP
Figure 3-11 Regression Analysis between GDP and Traffic Demand (Buses)

Source: Study Team
Truck Traffic/day
2,500
2,000
1,500
1,000
500
0
Truck
y = 0.0057x - 311.22
R 2 = 0.7813
0 100,000 200,000 300,000 400,000 500,000
3-16
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 <strong>study</strong> 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
Table 3-5 Toll Rates on the Expressway
Vehicle Type 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 <strong>study</strong> based on SAPROF <strong>study</strong> on Southern Vietnam Expressway, 2007, JBIC
Unit: VND/km

(iii) Travel Time Values
The basic travel time values were estimated in the Southern Expressway Study. In this
<strong>study</strong>, 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 2030. 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.
Target
Year
Second My Thuan
Bridge
Table 3-6 Result of Traffic Assignment
Future Traffic Volume (PCU/Day)
Interchange Direction
to NH80
3-17
NH1(Existing My
Thuan Bridge)
NH80
2020 55,308 9,782 21,489 13,472
2030 79,799 22,113 35,357 26,354
2040 84,521 19,179 41,606 28,621
Source: Study Team

3.2.3 Natural Conditions Survey
(1) Geodetic Survey
Since geodetic survey was not carried out in this <strong>study</strong>, 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 <strong>study</strong> 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.
Source: Study Team
Figure 3-13 Base Map for the Study
3-18

Source: Study Team
The specifications of the satellite image are summarized in Table 3-7 below.
(2) Geological Survey
Table 3-7 Specifications of Satellite Image
Item Specification
Type of Satellite Quickbird
Date January 2010
Area
3-19
Longitude Latitude
105.870
105.920
105.870
105.920
48 km 2
Color True Color
Resolution (bit/pixel) 8 bit
Resampling method Pansharpening Kernel
Format Geo Tiff
10.326
10.326
10.247
10.247
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 <strong>study</strong>. The positions and results of borings are shown in the
following Figures 3-14, 3-15, 3-16 and 3-17.
As shown in Figure 3-14, TEDI’s boring data (LK1, LK4) exists already for the bridge
route selected by this <strong>study</strong>. In this <strong>study</strong>, two more borings were executed for the end pier positions
of the cable stayed bridge. These data of TEDI and this <strong>study</strong> 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.

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 <strong>study</strong> while BH1and BH2 are initiated under this <strong>study</strong>.
Figure 3-14 Boring Locations
3-20

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

Source: Study Team
Figure 3-16 Boring Data of BH1
3-22

Source: Study Team
Figure 3-17 Boring data of BH2
3-23

(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 3-11.
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)
My Tho 25.5 26.1 27.3 28.5 28.2 27.6 27.3 27.0 26.9 26.8 26.6 25.6 27.0
Highest average air temperature by month and year ( o C)
My Tho 30.2 30.8 32.2 33.5 33.2 31.9 31.4 31.1 31.0 30.5 30.4 29.8 31.3
My Tho
Lowest average air temperature by month and year ( o C)
22.0 22.7 24.0 25.3 25.4 24.9 24.5 24.4 24.5 24.2 23.6 22.1 24.0
Highest absolute air temperature by month and year ( o C)
My Tho 34.8 34.9 36.8 38.2 38.9 36.4 36.5 35.8 35.4 35.5 36.2 34.5 38.9
Lowest absolute air temperature by month and year ( o C)
My Tho 14.9 15.9 15.7 19.4 21.5 21.2 19.6 21.2 21.2 19.9 18.6 16.1 14.9
Daily amplitude of average air temperature by month and year ( o C)
My Tho 8.2 8.1 8.2 8.2 7.8 7.0 6.9 6.7 6.5 6.3 6.8 7.7 7.3
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.
TT Station
Table 3-9 Rainfall Recorded at My Tho Station (Precipitation)
3-24
Month
I II III IV V VI VII VIII IX X XI XII
Average rainfall by month and year (mm)
1 My Tho 5 1 6 42 145 198 177 188 231 262 98 32 1384
Highest daily rainfall (mm)
1 My Tho 30 24 31 158 130 150 110 128 159 301 132 99 301
Average number of rainy days by month and year (day)
1 My Tho 1.0 0.5 1.0 4.6 14.3 17.8 19.5 19.4 20.3 19.2 11.3 5.2 134.2
Source: Hydro-meteorological Data Center under Hydro-meteorological Service of Vietnam
Year
Year

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.
TT Station
Table 3-10 Humidity Recorded at My Tho Station
3-25
Month
I II III IV V VI VII VIII IX X XI XII
Average absolute humidity by month and year (mbar)
1 My Tho 25.4 26.0 27.9 30.1 31.4 31.0 30.4 30.2 30.2 30.1 28.9 26.2 29.0
Average comparative humidity by month and year (%)
1 Mỹ Tho 79.4 78.3 78.2 77.8 81.4 83.4 83.9 84.2 84.9 85.5 83.3 81.5 81.8
Lowest comparative humidity by month and year (%)
1 Mỹ Tho 58.2 57.5 56.5 57.2 63.0 68.9 71.0 70.7 70.5 71.1 66.7 61.8 64.4
Lowest absolute humidity by month and year (%)
1 Mỹ Tho 38 37 39 34 42 48 51 50 52 51 48 41 34
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 Station
1 My Tho
Table 3-11 Average Monthly and Yearly Wind Velocity (m/s) Recorded at My Tho Station
Month
I II III IV V VI VII VIII IX X XI XII
1.7 2.4 2.4 1.9 1.2 1.8 1.8 2.1 1.5 1.1 1.2 1.1 1.7
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 U10=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
Year

Table 3-12 Water level of the Tien Gian River Recorded at My Thuan Station
Station: MY THUAN Latitude: 109 o 18' 25''
River: Tien
Longitude: 13 o WATER LEVEL (cm)
04' 10''
Month
Levels I II III IV V VI VII VIII IX X XI XII Year
1977 Highest 123 94 90 74 96 114 134 141 139 119 141
Date 15 15-X
Lowest -83 -136 -149 -148 -141 -83 -68 -14 -37 -75 -149
Date 12 12-V
1978 Highest 109 87 85 72 87 106 99 121 133 160 144 125 160
Date 17 17-X
Lowest -89 -87 -130 -170 -160 -100 -81 -73 -8 40 -6 -52 -170
Date 30 30-IV
1979 Highest 110 90 94 73 73 90 110 110 132 143 124 112 143
Date 7 7-X
Lowest -83 -127 -127 -139 -145 -134 -67 -82 -27 -9 -29 -79 -145
Date 19 19-V
1980 Highest 115 112 100 103 83 95 113 122 151 149 151 131 151
Date 27 27-IX
Lowest -108 -124 -114 -133 -134 -113 -120 -70 -28 31 17 -26 -134
Date 9 9-V
1981 Highest 118 114 108 91 103 116 121 131 145 148 151 141 151
Date 13 13-XI
Lowest -55 -103 -113 -123 -122 -117 -55 -31 -18 -19 14 -49 -123
Date 13 13-IV
1982 Highest 124 111 100 104 101 89 112 120 139 151 152 141 152
Date 2 2-XI
Lowest -74 -114 -116 -130 -141 -127 -104 -86 -37 9 -4 -52 -141
Date 2 2-V
1983 Highest 131 107 100 87 77 97 92 128 136 141 153 138 153
Date 5 5-XI
Lowest -79 -102 -139 -131 -130 -139 -114 -90 -46 -40 21 -17 -139
Date 25 25-III
1984 Highest 124 115 113 88 89 92 104 136 151 156 150 135 156
Date 25 25-X
Lowest -68 -90 -129 -127 -133 -136 -86 -68 0 19 10 -40 -136
Date 21 21-VI
1985 Highest 116 107 122 104 95 101 114 125 147 150 153 142 153
Date 13 13-XI
Lowest -68 -95 -108 -134 -119 -139 -86 -68 -28 18 -20 -47 -139
Date 10 10-VI
1986 Highest 140 127 123 109 114 91 112 130 136 155 156 144 156
Date 3 3-XI
Lowest -80 -109 -127 -132 -155 -116 -103 -72 -44 12 -5 -52 -155
Date 17 17-V
1987 Highest 128 126 119 105 90 86 100 120 136 149 138 140 149
Date 8 8-X
Lowest -65 -112 -131 -130 -130 -138 -132 -98 -43 -11 -30 -50 -138
Date 14 14-VI
1988 Highest 125 120 107 102 96 96 100 140 137 140 140 122 140
Date 29 29-VIII
Lowest -84 -101 -131 -126 -140 -130 -112 -91 -52 -52 -12 -62 -140
Date 24 24-V
Source: Hydro-meteorological Data Center under Hydro-meteorological Service of Vietnam
3-26

Month
Levels I II III IV V VI VII VIII IX X XI XII Year
1989 Highest 116 114 120 102 90 94 104 125 143 156 148 134 156
Date 17 17-X
Lowest -69 -115 -125 -120 -126 -118 -105 -66 -46 4 -4 -52 -126
Date 25 25-V
1990 Highest 127 117 100 118 100 112 113 122 139 147 149 143 149
Date 4 4-XI
Lowest -59 -118 -116 -125 -124 -116 -93 -64 -46 -8 -6 -40 -125
Date 19 19-IV
1991 Highest 128 122 108 106 94 90 112 130 146 161 144 136 161
Date 25 25-X
Lowest -54 -106 -123 -122 -118 -128 -113 -58 -10 15 13 -36 -128
Date 27 27-VI
1992 Highest 129 106 96 95 86 89 120 133 147 156 139 121 156
Date 26 26-X
Lowest -94 -102 -114 -118 -126 -128 -104 -71 -47 4 -18 -66 -128
Date 5 5-VI
1993 Highest 120 108 107 109 84 85 116 122 139 154 139 136 154
Date 16 16-X
Lowest -71 -117 -130 -125 -133 -132 -101 -81 -44 -6 -18 -57 -133
Date 13 13-V
1994 Highest 114 111 113 96 91 107 123 132 143 167 152 136 167
Date 7 7-X
Lowest -78 -104 -104 -114 -135 -123 -86 -55 -26 19 -2 -49 -135
Date 18 18-V
1995 Highest 131 135 110 92 88 96 121 132 158 166 151 139 166
Date 25 25-X
Lowest -64 -94 -113 -105 -123 -129 -92 -52 -31 25 -11 -27 -129
Date 6 6-VI
1996 Highest 125 123 95 97 96 103 128 146 159 170 155 153 170
Date 27 27-X
Lowest -65 -95 -108 -99 -114 -103 -90 -44 -24 51 38 -22 -114
Date 7 7-V
1997 Highest 148 121 112 97 91 81 129 146 158 167 175 138 175
Date 2 2-XI
Lowest -57 -73 -106 -107 -115 -121 -94 -37 1 31 -24 -52 -121
Date 13 13-VI
1998 Highest 131 121 115 100 90 86 106 121 132 156 146 145 156
Date 7 7-X
Lowest -80 -96 -104 -104 -117 -116 -102 -96 -67 -30 -50 -47 -117
Date 20 20-V
1999 Highest 128 110 103 96 113 111 116 140 162 167 163 159 167
Date 26 26-X
Lowest -70 -86 -102 -128 -114 -100 -64 -30 -26 30 30 -14 -128
Date 25 25-IV
2000 Highest 142 120 104 102 99 120 141 147 180 176 169 147 180
Date 30 30-IX
Lowest -46 -60 -92 -115 -117 -92 -30 -12 10 39 18 -23 -117
Date 13 13-V
2001 Highest 140 133 123 104 92 102 131 155 174 183 169 151 183
Date 17 17-X
Lowest -61 -72 -87 -101 -121 -98 -56 -48 10 51 18 -28 -121
Date 14 14-V
2002 Highest 146 140 116 106 101 108 124 146 164 191 180 150 191
Date 8 8-X
Lowest -58 -77 -103 -116 -125 -111 -75 -45 -2 30 0 -35 -125
Date 21 21-V
Source: Hydro-meteorological Data Center under Hydro-meteorological Service of Vietnam
3-27

Month
Levels I II III IV V VI VII VIII IX X XI XII Year
2003 Highest 145 132 117 98 92 90 106 141 170 172 154 136 172
Date 26 26-X
Lowest -54 -77 -94 -117 -116 -115 -97 -64 -42 17 -28 -55 -117
Date 12 12-IV
2004 Highest 142 120 118 101 112 108 110 143 179 176 147 150 179
Date 23 9 7 10 7 5 31 31 31 16 14 14 31 - IX
Lowest -77 -111 -125 -127 -135 -121 -102 -63 -28 22 -35 -69 -135
Date 19 4 3 15 25 24 2 15 9 30 30 27 25 - V
2005 Highest 143 125 115 99 87 97 102 155 180 186 165 146 186
Date 13 11 7 4 27 24 23 22 20 18 19 2 18 - X
Lowest -102 -119 -112 -118 -141 -147 -121 -78 -23 11 -26 -74 -147
Date 28 19 23 28 3 9 21 5 2 1 30 29 9 - VI
2006 Highest 145 132 137 109 100 94 103 133 168 178 184 155 184
Date 3 1 3 18 16 22 14 12 9 9 5 7 5 - XI
Lowest -84 -87 -126 -125 -128 -141 -128 -86 -39 -33 -50 -58 -141
Date 19 27 26 23 6 12 3 6 4 1 28 31 12 - VI
2007 Highest 134 120 132 113 117 102 99 150 160 185 174 143 185
Date 22 2(2) 21 7 16(2) 16(2) 17 31 28(2) 26(2) 11 26(2) 26(2) - X
Lowest -88 -122 -124 -130 -134 -138 -138 -101 -63 -34 -23 -72 -138
Date 31 16 17 26 24 3 1 1 7 2(2) 24 24 3 - VI
2008 Highest 142 138 130 120 106 117 115 152 161 180 184 168 184
Date 23 8 9 24 6(2) 6 21 31 2 15(3) 15 15(2) 15 - XI
Lowest -90 -96 -122 -129 -138 -121 -108 -77 -44 -10 -15 -56 -138
Date 12 19 18 2 13 18 3 1 25 8(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 -1.70 m recorded on May 22, 1995.
Non-exceedance
probability P(%)
Table 3-13 Highest Water Level
1% 2% 4% 5% 10%
Hmax.p% (m) 2.02 1.95 1.88 1.85 1.78
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
High water level period
(December to June)
(July to December)
Largest tidal difference within a
day
1.50~2.00 m 1.00~1.20 m
Largest tidal difference within a
yearly tidal cycle
2.00~2.50 m 1.50~1.70 m
Source: TEDI’s F/S on Second My Thuan Bridge
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

The morphology of the Tien Gian River was studied in the F/S of the existing My Thuan Bridge. The result
of the <strong>study</strong> 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 <strong>study</strong>, 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

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.
3.2.4 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

Source: Study Team
Figure 3-20 Alternative Routes for Second My Thuan Bridge
3-31

Source: Study Team
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
Slightly shifted
A curved section with
alignment
eastward 50-100m small radius is
from Alternative 1 to introduced to avoid
avoid houses.
power line towers.
Side span of main
bridge includes a part
of curve section.
Affected houses Many houses near Less than Alt-1.
Less than Alt-1.
old ferry terminal
(309 houses)
(160 houses)
(170 houses)
Main River width is 550 River width is 550 m River width is 500 m
Bridge m and construction and construction cost and construction cost
cost is high. Depth is high. Depth at river is less. Depth at river
at river center is center is more than 30 center is more than 30
Cost
good
bad
poor
3-32
good
good
poor
bad
good
better

Approach
road
Evaluation
Source: Study Team
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.
bad
good
m and difficult to
construct piers.
TEDI’s bathymetric
map is available.
Land acquisition cost
is cheaper than Alt-1.
Recommended
3-33
good
Best
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 <strong>study</strong> 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.
Source: Study Team
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 3-21. 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 3-25.
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.
good
bad

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

Source: Study Team
Figure 3-24 A Ship Passing in front of Old Ferry Terminal
Source: Study Team
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 <strong>study</strong>, 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

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 3-17.
Bridge Type
Cable Stayed
(PC)
Cable Stayed
(Steel Edge Girder)
Cable Stayed
(Steel Box Girder)
Steel Arch Bridgre
Suspension Bridge
Span (m) 0
Source: Study Team
100 200 300 400
Economical Applicable
3-36
Span Length (m)
500 600 700 800
Figure 3-26 Bridge Types and Applicable Spans
900
1000

Source: Study Team
Source: Study Team
Figure 3-27 Steel Arch Bridge
Figure 3-28 Single Span Suspension Bridge
3-37

Source: Study Team
Source: Study Team
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

Source: Study Team
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
Arch
Bridge
Type 2.
Single
Span
Suspension
Bridge
3-39
Type 3.
A shaped tower
2-Edge Girder
Cable-stayed
Bridge (Nhat Tan
Bridge Type)
Type 4.
Single
Column
Tower
4-Edge
Girder,
Cable-stayed
Bridge
Type 5.
Steel Two Box
Girder
Cable-stayed
Bridge (RC
deck for Side
Spans)
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) 12,960 0 1,260 1,260 1,512
Length of approach 440 440 0 0 100
viaduct (m)
Construction cost ratio
Source: Study Team
1.64 1.33 1.00 1.05 1.23

The bridge type comparison based on the above quantity is shown in the following Table 3-17:
Items Type 1.
Steel Arch
Bridge
General
description
Construction
method
Table 3-17 Bridge Type Comparison (Source: Study Team)
One of the
world’s longest
arch bridges
Many
temporary
equipment
Type 2.
Single Span
Suspension
Bridge
This span is
often replaced
by cable-stayed
bridges.
Series
construction of
towers, cables
and girders.
3-40
Type 3.
A shaped tower
2-Edge Girder
Cable-stayed
Bridge (Nhat
Tan Bridge
Type)
Similar to Nhat
Tan Bridge but
longer span.
Balanced
cantilever
construction
Aesthetics Massive Slender Slender,
familiar
A-shaped
Maintenance Hanger
vibration
Main cable
maintenance is
difficult
tower
Stay cable
vibrations
Type 4.
Single Column
Tower 4-Edge
Girder,
Cable-stayed
Bridge
Single column
towers and two
separate edge
girders.
Balanced
cantilever
construction
Slender, new
impression
Stay cable
vibrations
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
Stay cable
vibrations
Construction
period ratio
1.08 1.08 1.00 1.00 1.00
Construction
cost ratio
1.64 1.33 1.00 1.05 1.23
Evaluation 4 th Source: Study Team
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 3-18.

Bridge Name
Table 3-18 Design Conditions of the Second My Thuan Bridge
Second My Thuan Bridge Remarks
Road Specification Expressway
Road
Spec.
Design speed
Number of lanes
Main bridge section: 100 km/h
Other section: 120 km/h
6 lanes
Lane arrangement 0.50+3.00+3@3.75+0.75+1.00+0.75+3@3.75+3.00+0.50=32.00 m
Plan alignment
Geometric
Vertical alignment
alignment
Cross fall
Straight
2%+4%(800 m)+(R=12,000 m(479.82 m))+4%(800 m)+2%
2%
The water
level to meet
the clearance
height is 1.85
m.
Navigation
condition
River
condition
Other
constraints
Navigation
Clearance
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 -1.70 m
Daily largest tidal
difference
2.00 m
Largest 1.53 m/s
Average 0.39 m/s
Water
level
flow
velocity
Source: Study Team
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.
3-41
Position of the
power lines
are already
clear.

Source: Study Team
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 3-37. 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 3-20 . 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

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

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
Unit price
(x10 3 yen)
Price
(x10 6
yen)
Note
Bridge proper(Steel
girder)
12,000 ton 760.0 9,120.0 I girder
Bridge proper
(concrete)
9,160 m
Cable-stayed
bridge
3 82.6 756.6 RC deck
Concrete tower 14,732 m 3 198.9 2,930.2
Cables 2,400 ton 1,096.2 2,630.9
Bearings, etc. 35,020 m 2 37.0 1295.7 34*1030=35020
Deck surface works 31,930 m 2 5.3 169.2 31*1030=31930
Tower footing 18,976 m 3 90.2 1,711.6
Piles for tower 5,120 m 385.4 1,973.2 φ 2,500
Piers 1,962 m 3 67.8 133.0 End pier
Piers footings 2,100 m 3 105.6 221.8 End piers
Piles for piers 1,920 m 187.4 359.8
End
1,500
piers, φ
Total cost of 1,030 m section 21,302.1
Super T girder 46,080 m
Approach
bridge
2 49.8 2,294.8 32*1440=46080
Piers 29,160 m 3 Pier footings 28,350 m
67.8 1,977.0 810*18*2
3 Piles for piers 30,240 m
105.6
103.6
2,993.8
3,132.9
788*18*2
φ 1200, 840*18*2
Deck surface works 44,640 m 2 5.3 236.6 31*1440=44640
Total cost of approach section 10,635.0
Total cost of bridge section
Source: Study Team
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)
Note
Bridge proper (steel
girder)
13,860 ton 760.0 10,533.6 I girder
Bridge proper (concrete) 9,160 m 3 82.6 756.6 RC deck
Concrete tower 10,600 m 3 265.8 2,817.5 Single column tower
Cables 2,520 ton 1,096.2 2,762.4
Bearings, etc. 35,020 m 2 37.0 1295.7
34 m*1,030 m=35,020
Cable Stayed Bridge
Approach
bridge
Deck surface works 31,930 m 2 5.3 169.2
31 m*1,030 m=31,930
m 2
Tower footing 19,250 m 3 90.2 1,736.4
Piles for tower 4,480 m 385.4 1,726.6 φ 2,500
Piers 2,160 m 3 67.8 146.4 End pier
Piers footings 2,100 m 3 105.6 221.8 End piers
Piles for piers 1,920 m 187.4 359.8 End piers, φ 1,500
Total cost of 1,030 m section 22,526.0
Super T girder 46,080 m 2 49.8 2,294.8 32*1440=46080
Piers 29,160 m 3 67.8 1,977.0 810*18*2
Pier footings 28,350 m 3 105.6 2,993.8 788*18*2
Piles for piers 30,240 m 103.6 3,132.9 φ1200, 840*18*2
Deck surface works 44,640 m 2 5.3 236.6 31*1440=44640
Total cost of approach section 10,635.0
Total cost of bridge section
Source: Study Team
33,161.0
3-44
m 2

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

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

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

Source: Study Team
Figure 3-37 General View of Pylon of Single Column Tower 4-Edge Girder Cable-stayed Bridge
3-48

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.
3-49
Stone Cutters Bridge
Source: Study Team
Figure 3-38 View of Pylon of single column tower 4-edge girder cable-stayed bridge

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

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 <strong>study</strong>, 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 <strong>study</strong>, 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 <strong>study</strong>, 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, 2010. 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 <strong>study</strong> 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

Table 3-21 Traffic Demand and Required Number of Lanes of Adjacent Expressways
Section Year
Trung Luong-My
Thuan
My Thuan-Can Tho
Traffic Demand
(Vehicle/24h)
3-52
Expected
number
of lanes
Density
(vehicle/km/lane)
Level of Services
(LOS)
2010 45,464 4 13.6 C
2020 57,036 4 17.7 D
2025 76,034
4 33.4 F
6 15.5 C/D
2030 97,335 6 22.3 D/E
2010 - - - -
2020 37,348
2025 45,116
2030 52,302
Source: BOT F/S on Trung Luong-My Thuan-Can Tho Expressway
4 11.2 B/C
6 7.3 A/B
4 13.5 C
6 8.8 B
4 16.1 C/D
6 10.2 B
It is noted that general operating conditions for levels of service are specified in accordance
with 22TCN-273-01 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 2007.
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 TCVN5729-2007:

Section 4.5 in TCVN5729-2007>
Where:
n lane=
3-53
N rush-hour
Z*N actual-capacity
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 <strong>study</strong> in 2010.
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 Year
Second My Thuan
Bridge
Source: Study Team
nlane: required number of lane
Nrush-hour: peak-hour design traffic volume: NPeak-hour = (0.13 ÷ 0.15) Naverage daily
Z: volume to capacity ratio
Nactual-capacity:
Z = 0.55 for flat areas
Z = 0.77 for rolling-mountainous areas
2,000 pcu/hour/lane
Traffic Demand
(PCU/day)
Peak-hour Design
Traffic (PCU/hour)
Expected number
of lanes
2020 55,308 3,446 4
2030 79,799 4,972 6
2040 84,521 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.

PCU/hour
7000
6500
6000
5500
5000
4500
4000
3500
3000
2015 2020 2025 2030 2035 2040 2045
Completion
Source: Study Team
3-54
Year
Figure 3-41 Future Lane Requirements
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)
Peak-Hour Design Traffic (PCU/hr)
Design Target Year
According to TCVN5279-2007, 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 2030.
- Reduction of the growth rate by degrees
ii) Traffic volume will be gradually increased after 2040.
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) 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 2030. 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 <strong>study</strong>, 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)
120
100
Table 3-23 Critical Length
Grade
(%)
3-55
Critical Length
(m)
2 1,500
3 800
4 600
3 1,000
4 800
5 600
Source: Expressway Design Standards of TCVN5729-2007
Slope Length
a
Vertical Grade (b/a)%
Source: Study Team
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).
b

Grade
(%)
Table 3-24 Study of Critical Length for Each Grade
Critical Length
(m)
Actual Length of Slope
Judge
(m)
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% 600 800 950
Source: Study Team
3-56
NG
1,500

3-27:
Major geometric specifications for interchange are summarized in the following Table
Table 3-27 Geometric Specifications for Interchange
Item Unit
3-57
Design Speed (km/h)
100 120
Deceleration Lane m 90 100
Acceleration Lane m 180 200
Source: TCVN5729-2007
Taper m 60 75
Other categories and classes of alignments such as ramp way are designed referring to
Highway Design Standards TCVN4054-2005. 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:
Vertical Curve
Minimum
Radius
Crest
Sag
Table 3-28 Geometric Design Standards for Ramp Ways
Item Unit
Design Speed Km/h
minimum m 60
normal m 125
Maximum Grade % 7
Radius of Curve
40
minimum m 700
normal m 1,000
Length of Curve m 35
Radius of Curve
minimum m 450
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: TCVN4054-2005
(c) Typical Cross Section
Typical cross section is designed in accordance with TCVN5279-2007 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

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, 2010.
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
Source: Study Team
ii) Typical Cross Section of Bridge
Figure 3-43 Cross Section of Approach Road
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 1.0-7.0 = 1.0 m-7.0m
Parapet and bridge rail = 2 x 0.5 = 1.0 m
Total: = 32.0 m-38.0m
3-58

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)
0.50 3.00 3x3750=11.25 0.75
32.00
1.00 0.75
3x3750=11.25 3.00 0.50
Source: Study Team
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

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 5729-2007,
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
TCVN5729-2007 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: TCVN5729-2007
Table 3-30 Vertical Clearances for High Voltage Cable Crossing
Voltage Vertical Clearance (m)
0-750 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 10.75 m plus 25 mm/kV in excess of 300 kV
Source: TCVN5729-2007
3-60

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
3-61
Required Clearance
(TCVN5729-2007)
(m)
1 Km103+920 Commune road (underpass) 3.2 m
2 Km107+000
Source: Study Team
National Highway No. 80
(underpass)
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.
4.5 m
Table 3-32 List of Crossing Objects (High Voltage Cable) and Required Clearances
No. Station Voltage
Required Clearance
(TCVN5729-2007)
(m)
1 Km 107+195 230 kV 6.8 m
Actual distance from
road surface to cable
(m)
Confirmation is
required
(Reference)
Elevation of road surface
(m)
11.35 m
2 Km 107+336 500 kV 15.75 m - ditto - 7.81 m
Source: Study Team
(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 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

(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 <strong>study</strong>.
(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 100+956 and connected to
National Highway No. 30.
South side: Tan Phu Interchange is located at Km 109+262 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.
NH30
Second My Thuan Bridge
NH80
Tan Phu Interchange
Km109+262
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.
NH1
3-63
HCMC
An Thai Trung Interchange
Km100+956
Can Tho City
NH53
Vinh Long City
NH53

Source: Study Team
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.
71,842PCU/day
(Second My Thuan Bridge)
10km
20,405PCU/day
(NH80)
(c) Proposed Location of Interchange
38,833PCU/day
(My Thuan Bridge)
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
13.5km
427PCU/day
(Link Road)
8km
Vinh Long City

interchange should be designed to connect with National Highway No. 80 at Km 107+670, 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.
Source: Study Team
Advantage is listed as follows:
Figure 3-50 Traffic Flow and Volume in 2030
♢ 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.
79,799PCU/day
(Second My Thuan Bridge)
26,354PCU/day
(NH80)
♢ 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
35,357PCU/day
(My Thuan Bridge)
22,113PCU/day
(IC to NH80)
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 2014. Meanwhile, F/S of the My Thuan-Can Tho
Expressway Project is awaiting MOT’s approval and completion is scheduled in 2015. Thus, these
two sections will be constructed earlier than Second My Thuan Bridge.
3-65
Vinh Long City

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
3-66
TEDI F/S was submitted to MOT in July
2010. Waiting for MOT’s approval
Project Scheme BOT ODA or PPP
Target year of opening to
traffic
Source: Study Team
(b) Design of Connection with Adjacent Expressways
2014 2015
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 NH1
Source: Study Team
To 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:
To 2nd To 2 My Thuan
Bridge
nd 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.

NH80
Source: Study Team
To Can Tho City
To Vinh Long City
3-67
NH80
Figure 3-52 Design of Connection at Ending Point (South Side)
(c) Location of Toll Gates of the Project
To Trung Luong
To Vinh Long City
To Can Tho City
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
3-53.
NH30
Source: Study Team
NH80
NH1
Toll Gate at Rampway
Toll Gate at Main Route
Figure 3-53 Original Plan of Toll Gates in Phase 1 by F/S

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 3-54.
NH30
Source: Study Team
NH80
3-68
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 <strong>study</strong> 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 NH80.

Finally, arrangement of toll gates in Phase 2 is proposed to adopt closed toll collection
system as shown in Figure 3-55.
NH30
Source: Study Team
(6) Soft Ground Treatment
NH80
3-69
Toll Gate at Rampway
Toll Gate at Main Route
Figure 3-55 Proposed Plan of Toll Gate in Phase 2 by Study Team
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 262-2000, and referring to the Expressway Design Standard
TCVN5729-2007. 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.

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 <strong>study</strong> should be conducted in the detailed design, taking
into account the effectiveness of the method, construction time, cost, etc.
3-70

(1) Main Bridge
3.2.6 Construction Planning
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

Source: Study Team
Figure 3-56 Construction Procedure
3-72

Source: Study Team
Source: Study Team
Figure 3-57 Procedure for Construction of Foundation
Figure 3-58 Tower Erection Procedure
3-73

Source: Study Team
(2) Foundation Piles
Figure 3-59 Cycle Steps for the Main Girder
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

Source: Study Team
[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
[1] [2] [3] [4] [5] [6] [7]
(3) Approach Bridge
Figure 3-60 Reverse Circulation Method
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

Source: Study Team
Source: Study Team
Figure 3-61 Erection Using Gantry Crane
Figure 3-62 Erection Using Crawler Crane
3-76

(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
Source: Study Team
Co To 120 km Granite
(b) Natural Sand
3-77
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
Source: Study Team
The locations of rock and sand sources are shown in Figure 3-62.

(c) Cement
Source: Study Team
Figure 3-63 Locations of Sources
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 3-63. 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

Source: Study Team
Figure 3-64 Construction Yard Plan
3-79

(6) Construction Schedule
The total duration of construction works is 36 months as shown in Figure 3-64 below.
Approach Road
Approach Bridge
Main Bridge
Steel I-Girder & RC Deck Slab 17
Adjustment of Bridge Configuration 1
Surface Treatment & Accessory Works 2
Source: Study Team
Temporary Works 2
Earth Works 10
Temporary Works 10
Substructure 11
Superstructure 12
Shop Drawing 18
Temporary Works 2
Substructure 9
Pylon Works 10
1st Year 2nd Year 3rd Year
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
36 months
Figure 3-65 Construction Schedule
3-80
4th Year
▼40 months

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

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
+ + + + +
1 Clerk 1 Clerk 2 Engineers 1 Engineer 1 Clerk
Source: Study Team
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.
paragraphs.
The bridge and road maintenance works are itemized and specified in the following
3-82

(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

(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.
Shoulders and
approaches
Vegetation control
Spot failure repair
Material addition
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
settlement
Overlay before
abutment section
Traffic
control
device
Information and
regulation signs,
markings, etc.
Cleaning, Repair
Repainting of
markings, addition
Replacement of crushed signs, etc.
Safety
device
Source: Study Team
Guard rails, barriers,
etc.
Cleaning, Repair Repair and addition
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

CHAPTER 4 ENVIRONMENTAL AND SOCIAL FEASIBILITY
4.1 Analysis on Environmental and Social Conditions in the Project Area
4.1.1 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)
4-1
Vulnerable (Number of Species
Witnessed by Residents)
Animals Plants Animals Plants Animals Plants
1 Hoa Hung Commune 0 0 4 (2) 0 15 (7) 3 (2)
2 Tan Hoa Commune 0 0 4 (3) 0 15 (6) 3 (0)
3 Tan Hoi Commune 0 0 4 (2) 0 15 (5) 3 (0)
Source: Red Data Book of Animals 2007, Red Data Book of Plants 2007 and Study Team
4.1.2 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.

No. Total Area (ha)
Residential
Land (%)
Table 4-2 Land Usage
Agricultural
Land (%)
4-2
Forestry
Land (%)
Specially Used Land (Public
Building, Temple, School, etc.)
(%)
Unused Land
(%)
1 Nation 33105100 1.9 29 44.6 4.9 19.6
2 Tien Giang Province 236600 4.2 78 0 6.2 11.6
3 Hoa Hung Commune 1500 6~7 57 0 37 0
4 Ving Long Province 147910 3.4 70.7 4 7.9 14
5 Tan Hoa Commune 741 13 73 0 13 0
6 Tan Hoi Commune 518 n.a. 77 0 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%
Source: Study Team
4.1.3 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 5.32
2 Tien Giang Province 9.2
3 Vinh Long Province 9.12
Source: Census on Population and Housing, 2009; www.tiengiang.gov.vn and
www.vinhlong.gov.vn

No.
Table 4-5 Per Capita Income Per Month
4-3
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 20.91 40.24 38.85
2 Tien Giang Province 51.1 21.7 27.2
3 Hoa Hung Commune 99 0 0
4 Ving Long Province 55.2 13.7 31.1
5 Tan Hoa Commune 100 0 0
6 Tan Hoi Commune 90 0 0
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 4-7.

No.
Poor Households (income less
than VND 200,000/
person/month)
(%)
Table 4-7 Vulnerable Households
Women-headed
Households
(%)
4-4
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 6.6 25 10~12 5 0
4 Ving Long Province 9.8 n.a. 5.1 n.a. n.a.
5 Tan Hoi Commune 3.6 35 2 2 0
6 Tan Hua Commune 3.6 9.9 1.3 1 0
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.
No. Commune
Table 4-8 House Types
Structure
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%
Source: Study Team
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 20-29 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

4.1.4 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 2 1 0 0 0
2 Tan Hoa 1 1 0 0 0
3 Tan Hoi 1 0 0 0 0
Source: Study Team
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 4-10.
No. Commune
Well (Private)
%
Table 4-10 Water Supply Distribution
Well (Common)
%
Piped Public
Water Supply
%
4-5
Bought from
Water Vendors
%
Other Facilities
%
Other Natural Water
Resources
%
1 Hoa Hung 0 85 0 0 0 15 (River Water)
2 Tan Hoa 0 0 50 0 0 50 (River Water)
3 Tan Hoi 0 0 68 0 0 32 (River Water)
Source: Study Team
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 4-11.

The rate of grid connection is 100% in all the surveyed communes, and all households are
connected to the grid.
No. Commune
Wood
%
Table 4-11 Sources of Energy for Cooking
Charcoal
%
4-6
Gas
%
Electricity
%
Others
%
1 Hoa Hung 0 75 25 0 0
2 Tan Hoa 0 70 28 2 0
3 Tan Hoi 0 30 70 0 0
Source: Study Team
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.
No. Commune
Indoor Toilet
%
Table 4-12 Types of Toilet
Outdoor Toilet
%
Outdoor Toilet
(Common) %
Not Available
%
1 Hoa Hung 85 15 0 0
2 Tan Hoa 68 20 12
3 Tan Hoi 62 38 0
Source: Study Team
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 4-13.

No. Commune
Women Have Legal Title to Land
and Property
√=Yes
Table 4-13 Gender Consideration
Women Contribute to
Household Income
√=Yes
4-7
Women’s Contribution to
Household Income
%
Income Generation
Activities by Woman
1 Hoa Hung √ √ - -
2 Tan Hoa √ √ - -
3 Tan Hoi √ √ 30~35 Garden
Source: Study Team
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 4-14.
No. Commune
Name of Community Development
Project
Table 4-14 Community Assistance
Name of the Organization Type of the Project
1 Hoa Hung - -
2 Tan Hoa NGO (US) Constructing Library
3 Tan Hoi
Source: Study Team
4.1.5 Without Project Case
Canada Developing Agricultural Technique
(Mango Plantation)
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.

Pollution
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 CO2.
4.2.1 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 4-15. Except for the items rated as N, the items shown in the table
will be the scoping items for further <strong>study</strong>. The environmental checklist meanwhile is attached as
Appendix in this report.
Table 4-15 Anticipated Negative Impacts
Environmental Items Rating Reasons Suggested Mitigation Measures
Air Quality B
Water Quality 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
3 Details of the survey methodology were addressed in Chapter 2.3.5.
4-8
-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
-Implement air and noise pollution monitoring at dense transport
sites
- Plant green trees along the expressway to isolate the route from
congested residential area
- 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

Natural
Environment
Noise and Vibration B
Protected Areas N
Ecosystem C
Hydrology B
Topography and
Geology
B
- Construction activities and
increase of vehicle volume
after the opening of expressway
increase the level of noise and
vibration
- No protected area was
confirmed within the project
area. Thus, no negative
impact is expected
- 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 <strong>study</strong>.
- Aquatic ecosystems in the
river will be disturbed during
construction phase
-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.
- 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.
4-9
- 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
- Install noise control walls at sensitive institutions (schools,
temples, etc.)
- Implement noise monitoring
- 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
- Control the disturbance to the hydrology of the river 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.

Social
Environment
Resettlement B
Living and Livelihood 5 B
Heritage N
Landscape B
Ethnic Minorities and
Indigenous People
N
-About 71.2 ha of land will be
affected from land acquisition.
-159 houses are confirmed
within the affected area of the
project.
- 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.
- No cultural or historical
heritages were confirmed
within the Project area. Thus,
no related negative impacts are
expected.
- Construction of new bridge
causes some impacts on the
landscape.
- 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 <strong>study</strong> is necessary.
N: No Impact is expected
Source: Study Team
follows:
4-10
- 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
- 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
-
Harmonization of local landscape with the proposed bridge
should be specially considered in the detailed design phase
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.
-

- 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.
4.2.2 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 4-17.
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 39,128.35 554,341.47 5,556 35,507.85 6,241 21,670 662,444.7
Alternative 2 24,906.04 627,774.22 7,213 40,017 5,499 2,354 707,763.3
Alternative 3 32,218.4 627,577.43 5,240 39,497 3,481 10,029 718,042.8
Source: Study Team
4-11
River
(m²)
Road
(m²)
Others
(m²)
Total
(m²)

Finalized
Route
Table 4-17 Number of Affected Houses
Number of Affected Houses
Alternative 1 309
Alternative 2 170
Alternative 3 180
Source: Study Team
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 4-18.
Residential Land
(m²)
Agricultural Land
(m²)
Table 4-18 Land Usage on Finalized Route
Rice Field
(m²)
4-12
River
(m²)
Road
(m²)
Others
(m²)
28,969 635,584 0 41,862 3,345 2,354 712,114
Source: Study Team
4.2.3 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
Total
(m²)

eviewing 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

No.
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.
4.3 Environmental Legislations
4.3.1 Legal Framework
(1) Legislations Regarding Environmental Assessment (EA)
Relevant legislations on EA are presented in Table 4-19. 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
2
3
4
5
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
4-14
Enacted
Year
August,
2006
September,
2006
February,
2008
6 Natural Environment Law on Biological Diversity 2008
7
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.29
9
10
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 2007
14
Red Data Book of Plants 2007
2006 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/QH12

17
Source: Study Team
Decree on the Guidelines for Implementation of Some Articles of the
Law on Cultural Heritage
4-15
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 4-20. 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
1
2
3
4
5
6
7
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 5949-1998
9 Vibration and Shock Standard Aerated by Construction and Industry TCVN 6762-2001

10 Vibration Emitted from Road in Public Area and Residential Area TCVN7210-2002
Source: Study Team
(3) Legislations Regarding Resettlement
The legislations concerning resettlement are listed in Table 4-21.
Table 4-21 Legislations on Resettlement
No. Title Enacted Year Code
1 Constitution April, 1992
2 Amended Law of Grievance, Accusation November, 2006
3 New Land Law November, 2003
4 Law of Construction December, 2003
5 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
10
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
Decree on Additionally Providing for Land Use Planning, Land Prices, Land Recovery, Compensation, Support
and Resettlement
4-16
May, 2007 No.84/ND-CP
August, 2009 No.69/ND-CP
11 Circular on the Implementation of the Decree No.188 2004 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
Source: Study Team
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
No.2740/BGTVT-
QLXD

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. 197. 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.
(1) EIA
4.3.2 Environmental Clearance System
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 <strong>study</strong> content for the Project’s EIA,
6 At this stage, 159 houses are confirmed on the proposed route.
4-17

which is required to be implemented for further <strong>study</strong>. The duration for conducting EIA in the F/S
is addressed in Section 4.4 and Table 4-23.
Duration: About 4 to 5 months, including dry and rainy season
Items for EIA:
- based on the stipulation in Appendix “Contents of EIA”
- in “4.2.1 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 4.3.2 (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

EIA Examining
alternatives
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 4-22.
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
Public consultation
meeting
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 of
rehabilitation
assistance
Source: Study Team
4-19
(World Bank Safeguard Policy 8 )
There is no specific provision. 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 1.2.1
Holding a public consultation meeting when
necessary. (III.2.2 Circular
No.5/2008/TT-BTNMT)
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)
There is no specific provision. 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
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)
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.

4.4 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
4-23.
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
Source: Study Team
Table 4-23 Implementation Schedule on Environmental and Social Considerations
4-20

CHAPTER 5 ECONOMIC AND FINANCIAL FEASIBILITY
5.1 Project Cost Estimate
5.1.1 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 <strong>study</strong>:
Table 5-1 Main Laws and Regulations Related to the Project Cost Estimation
Laws and Regulations Provisions Related to This Survey
Guiding the formulation and management of
work construction investment expenditures
Norm of construction cost estimate
Labor cost
Material price in My Thuan (market price)
Source: Study Team
Lease cost of construction equipment
(2) Cost Structure
Guidelines for calculating freight of
transportation by car
The following Table 5-2 shows the cost structure used in this <strong>study</strong>:
Table 5-2 Cost Structure
5-1
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)
Cost Items Remarks
I Construction cost 1+2+3+4+5
1 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%
Total project cost I+II+III+IV+V+VI

Source: Study Team
(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

(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 <strong>study</strong> is October 2010.
(b) Currency and its classification by use
For this <strong>study</strong>, 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:
• Overseas procurement materials and equipment
• Overseas workers labor cost
• 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 <strong>study</strong>:
VND 1 = JPY 0.004112
USD 1 = JPY 81.25 = VND 19,760
5-3

(d) Price variation
The following price variation rate shall be used for this <strong>study</strong>:
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.
Cost Items
Table 5-3 Project Cost
5-4
Remarks F/C L/C Amount
(Thousand USD)
Ⅰ Construction Cost 1+2+3+4+5 253,428 209,642 463,070
1 Main Bridge 194,071 83,173 277,244
2 Approach Bridge 39,268 91,625 130,893
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 22,608 123,444 146,052
Ⅵ Physical Contingency (Ⅰ+Ⅱ+Ⅲ+Ⅳ)*5% 13,713 14,996 28,710
Project Cost Ⅰ+Ⅱ+Ⅲ+Ⅳ+Ⅴ+Ⅵ 310,588 438,367 748,954
Source: Study Team
5.1.2 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.
Cost Items
Total
Construction Cost 463,070
Table 5-4 Annualized project cost allocations
(Thousand USD) Rate Cost Rate Cost Rate Cost Rate Cost Rate Cost Rate Cost
Main Bridge 277,244 10.0% 27,724 30.0% 83,173 40.0% 110,897 20.0% 55,449
Approach Bridge 130,893 10.0% 13,089 40.0% 52,357 40.0% 52,357 10.0% 13,089
Approach Road and IC 28,722 20.0% 5,744 60.0% 17,233 10.0% 2,872 10.0% 2,872
Mobilization
& Demobilization
21,843 50.0% 10,921 50.0% 10,921
Insurance 4,369 100.0% 4,369
Environmential
& Social Consideration Cost
41,662 30.0% 12,498 50.0% 20,831 20.0% 8,332
Administration Cost 34,730 25.0% 8,683 25.0% 8,683 25.0% 8,683 25.0% 8,683
Consulting Fee 34,730 50.0% 17,365 50.0% 17,365
2011 2012 2013 2014 2015 2016
Price Escalation 146,052 25.0% 36,513 25.0% 36,513 25.0% 36,513 25.0% 36,513
Physical Contingency 28,710 3.0% 868 5.2% 1,493 15.9% 4,568 29.6% 8,489 30.4% 8,740 15.9% 4,551
Source: Study Team
748,954 2.4% 18,233 4.2% 31,357 17.7% 132,443 28.7% 214,780 29.4% 220,063 17.6% 132,078

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.
Cost Items
Table 5-5 Maintenance Cost
Cost(Thousand USD)
Annual Maintenance Cost 2,315 /year
Update Cost 13,892 /10yaers
Source: Study Team
5-5
Note
0.5% of Construction Cost
3.0% of Construction Cost

5.2 Economic and Financial Analyses
5.2.1 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 <strong>study</strong>, 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
2011
2012
2013
2014
2015
2016
Source: Study Team
16.45
29.57
121.98
194.61
198.51
119.85
5-6
13.98
25.13
103.68
165.42
168.74
101.87
Total 680.97 578.82
(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:
method.
Savings in VOC
Savings in TTC
Above benefits were estimated based on the “with and without project” comparison

(b) VOC
The VOC basic data were obtained from the SAPROF Study on Southern Vietnam
Expressway (2007). In this <strong>study</strong>, 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
5 380.7 507.3 984.9 6091.8 8117.0 15759.0
10 231.2 570.2 602.9 3699.6 9123.5 9647.0
20 151.4 215.2 407.0 2421.9 3443.2 6511.4
30 123.9 169.1 308.5 1982.0 2705.2 4935.5
40 107.9 145.5 262.3 1727.0 2328.8 4196.1
50 101.4 138.7 244.2 1623.1 2219.5 3907.4
60 102.5 141.0 240.0 1640.7 2255.9 3839.9
70 98.0 138.1 224.8 1567.8 2210.0 3597.1
80 110.5 158.5 260.8 1767.5 2536.6 4173.2
90 117.8 172.9 284.2 1884.9 2765.9 4546.9
Note: USD 1 = VND 19,500
Source: Study Team 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)
5-7
Average Occupancy
(passengers/vehicle) (**)
Time Value per Vehicle
(VND/hour/vehicle)
Car USD 1.11(*) = VND 17,746/hour 4.0 70,985
Light Bus USD 0.94(*) = VND 15,049/hour 10.0 150,487
Medium & Heavy Bus USD 0.94(*) = VND 15,049/hour 27.0 406316
Source: Study Team 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.

Source: Study Team
(4) Economic Evaluation
(a) Premises for the Evaluation
Table 5-9 Economic Benefit (2010 Prices Million USD)
Target year VOC TTC Total
2016 0.9 102.4 103.3
2020 1.0 119.4 120.4
2030 1.8 212.4 214.2
2040 1.8 227.2 229.0
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 5-11. 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 5-10.
Source: Study Team
Table 5-10 Results of Economic Evaluation
Evaluation Indicators Values
EIRR
NPV(*)
B/C(*)
(*): Discount Rate = 12%
5-8
18.07%
USD 791.87million
2.92

Source: Study Team
Table 5-11 Cost Benefit Streams (2010 Prices)
5-9
Unit: Million USD
Year Total Benefit(VOC+TTC) Project Cost Project Cost Maintenance Cost Sub Total B-C
2009
2010
2011 18.23338 15.49837471 15.49837 -15.49837471
2012 31.35678 26.65326623 26.65327 -26.65326623
2013 132.4426 112.5762391 112.5762 -112.5762391
2014 214.7803 182.563284 182.5633 -182.563284
2015 220.063 187.0535134 187.0535 -187.0535134
2016 103.2998447 132.0781 112.2663528 13.892 126.1584 -22.85850819
2017 110.1471243 2.315 2.315 107.8321243
2018 113.5707641 2.315 2.315 111.2557641
2019 116.9944039 2.315 2.315 114.6794039
2020 120.4180437 2.315 2.315 118.1030437
2021 129.7967218 2.315 2.315 127.4817218
2022 139.1753999 2.315 2.315 136.8603999
2023 148.554078 2.315 2.315 146.239078
2024 157.9327561 2.315 2.315 155.6177561
2025 167.3114343 2.315 2.315 164.9964343
2026 176.6901124 13.892 13.892 162.7981124
2027 186.0687905 2.315 2.315 183.7537905
2028 195.4474686 2.315 2.315 193.1324686
2029 204.8261467 2.315 2.315 202.5111467
2030 214.2048248 2.315 2.315 211.8898248
2031 215.6888053 2.315 2.315 213.3738053
2032 217.1727858 2.315 2.315 214.8577858
2033 218.6567663 2.315 2.315 216.3417663
2034 220.1407468 2.315 2.315 217.8257468
2035 221.6247272 2.315 2.315 219.3097272
2036 223.1087077 13.892 13.892 209.2167077
2037 224.5926882 2.315 2.315 222.2776882
2038 226.0766687 2.315 2.315 223.7616687
2039 227.5606491 2.315 2.315 225.2456491
2040 229.0446296 2.315 2.315 226.7296296
2041 230.5286101 2.315 2.315 228.2136101
2042 232.0125906 2.315 2.315 229.6975906
2043 233.4965711 2.315 2.315 231.1815711
2044 234.9805515 2.315 2.315 232.6655515
2045 236.464532 2.315 2.315 234.149532
EIRR 18.07%
NPV 791.87
B/C 2.92
PVC 413.20
PVB 1,205.07
Note: Discount Rate = 12%

(c) Sensitivity Analysis
Source: Study Team
To confirm feasibility of this project, sensitivity analysis is as shown at in table 5-12.
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
5-10
EIRR
(%)
B/C
NPV
(Million USD)
Basic Case 18.07 2.92 791.87
Project Cost increased by 10% 16.79 1.50 182.77
Benefit decreased by 10% 16.65% 1.49 161.20
Combination of 1,and 2 15.45 1.35 128.26
Source: Study Team
(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.
5.2.2 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.

(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.
Source: Study Team
Table 5-14 Financial Investment Cost (2010 Prices)
Year Financial Cost
2011
2012
2013
2014
2015
2016
(3) Toll Rates and Revenue
(a) Toll Rate of Expressway
5-11
16.45
29.57
121.98
194.61
198.51
119.85
Total 680.97
Unit: Million USD
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.
Source: Study Team
(b) Toll Revenues
Table 5-15 Toll Rate
Expressway toll
VND/KM USD/KM
VND USD
car 1280 0.065641026
small truck 1920 0.098461538
medium-big truck 3200 0.164102564
2-Axis 2560 0.131282051
3-Axis 3200 0.164102564
4-Axis or more 3840 0.196923077
Toll revenues were calculated as follows:
Toll Revenues = (Constant Basic Toll Rate) x (Traffic Demand of Base Case)
Unit: VND/km

(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.
Source: Study Team
(5) Conclusion
Table 5-16 FIRR Calculation
FIRR calculation (US$ Million @ 2010 prices)
Year
Out Flow In Flow Cashflow
InvestimentO/M Sub total Toll Revenues Sub Total for Analysis
2010 18.23 18.23 0.00 0.00 -18.23
2011 31.36 31.36 0.00 0.00 -31.36
2012 132.44 132.44 0.00 0.00 -132.44
2013 214.78 214.78 0.00 0.00 -214.78
2014 220.06 220.06 0.00 0.00 -220.06
2015 132.08 132.08 0.00 0.00 -132.08
2016 12.53 12.53 27.93 27.93 15.40
2017 2.09 2.09 28.50 28.50 26.41
2018 2.09 2.09 29.06 29.06 26.97
2019 2.09 2.09 29.63 29.63 27.54
2020 2.09 2.09 30.19 30.19 28.10
2021 2.09 2.09 32.42 32.42 30.33
2022 2.09 2.09 34.65 34.65 32.56
2023 2.09 2.09 36.88 36.88 34.79
2024 2.09 2.09 39.10 39.10 37.02
2025 2.09 2.09 41.33 41.33 39.24
2026 12.53 12.53 43.56 43.56 31.03
2027 2.09 2.09 45.79 45.79 43.70
2028 2.09 2.09 48.02 48.02 45.93
2029 2.09 2.09 50.25 50.25 48.16
2030 2.09 2.09 52.48 52.48 50.39
2031 2.09 2.09 53.87 53.87 51.78
2032 2.09 2.09 55.27 55.27 53.18
2033 2.09 2.09 56.66 56.66 54.57
2034 2.09 2.09 58.05 58.05 55.97
2035 2.09 2.09 59.45 59.45 57.36
2036 12.53 12.53 60.84 60.84 48.31
2037 2.09 2.09 62.24 62.24 60.15
2038 2.09 2.09 63.63 63.63 61.54
2039 2.09 2.09 65.02 65.02 62.94
2040 2.09 2.09 66.42 66.42 64.33
2041 2.09 2.09 67.81 67.81 65.72
2042 2.09 2.09 69.21 69.21 67.12
2043 2.09 2.09 67.42 67.42 65.33
2044 2.09 2.09 68.81 68.81 66.72
2045 12.53 12.53 70.21 70.21 57.68
5-12
FIRR 3.45%
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.

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
Approach Road
1,260m
Approach
Bridge
720m
6-1
Package No.1
Package No.1 Package No.2 Package No.3
Main bridge
1,030m
Alternative No.3 Package No.1 Package No.2
Source: Study Team
Alternative
No. 1
Alternative
No. 2
Alternative
No. 3
Figure 6-1 Alternatives of Contract Packages
Approach
Bridge
720m
Approach
Road
320m
Package No.3
Table 6-1 Alternatives of Contract Packages and Construction Cost (Unit: thousand USD)
Package No.1 Package No.2 Package No.3
Location Entire Section - -
Construction Cost* 436,859 - -
Location
North Approach Bridge
+
North Approach Road
Main Bridge
South Approach Bridge
+ South Approach Road
+ Interchange
Construction Cost* 77,560 277,244 82,055
Location North Approach Road
Main Bridge +
Approach Bridges
South Approach Road +
Interchange
Construction Cost* 12,113 408,137 16,609
*Costs for preparation /site-clearance cost and insurance are not included.
Source: Study Team

(1) Alternative No. 1: One Package
package.
Advantages:
The first alternative proposed involves incorporating all construction works into one
a) Construction schedule can be managed comprehensively, which is good in terms of
overall project implementation.
contractor.
of works.
Disadvantages:
b) The problems concerning interference can be solved as part of the scope of one
c) Project slippage due to possible delays in land acquisition can be absorbed in the scope
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)
Advantages:
of works.
Disadvantages:
package varies.
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
a) All packages require reasonable contract amounts.
b) Project slippage due to possible delays in land acquisition can be absorbed in the scope
a) It is difficult to control the overall construction schedule as the completion of each
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)
Advantages:
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:
6-2

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.
package varies.
d) It is difficult to control the overall construction schedule as the completion of each
(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. 3.
6-3

Table 6-2 Comparison among Alternatives of Contract Packages
Evaluation Item Alternative No. 1 Alternative No. 2 Alternative No. 3
Schematic Plan
View
No. of
Packages
Manageability
Interference
between
packages
Qualification of
contractors
Attractiveness
of packages
Evaluation
Source: Study Team
Approach Road
1,260m
Approach
Bridge
720m
Package No.1
Main bridge
1,030m
Approach
Bridge
720m
Construction schedule can be managed
comprehensively, which is good for overall
project implementation.
The problems concerning interference can be
solved as part of the scope of one contractor.
Only the consortiums of big general contractors
could qualify.
Attractive only for big general contractors
because of large contract amount.
Approach
Road
320m
6-4
Approach Road
1,260m
Approach
Bridge
720m
Main bridge
1,030m
Package No.1 Package No.2
One (1) Three (3) Three (3)
○
○
△
△
It is difficult to control the overall construction
schedule as the completion of each package
varies.
Interference of construction works with
Package No. 2 is expected in case a common
temporary road is used
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
△
△
△
○
Approach
Bridge
720m
Approach
Road
320m
Package No.3
It is difficult to control the overall construction
schedule as the completion of each package
varies.
Interference of construction works with
Package No. 2 is expected in case a common
temporary road is used
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 △
△
△
△
×

6.2 Implementation Program
Based on the recommended contract package, Alternative No. 1, and following the
standard time of procurement procedure under Japanese ODA Loan, a project implementation
program is proposed.
(1) Implementation Program
applied;
Japanese grant;
The implementation program in this <strong>study</strong> is proposed based on the following assumptions:
• Special Terms for Economic Partnership (STEP) scheme of Japanese ODA Loan is
• Consulting services for the detailed design and tender assistance are supported by
• Loan agreement is signed 120 days after the approbation of EIA; and
• Construction period is 36 months.
The implementation program and proposed milestones are shown in Figure 6-2 and Table
6-3, respectively, assuming that common practice is applied.
1 SAPROF Study 3
2 Pledge
Major Items
3 Exchange Note & Loan Agreement (E/N, L/A)
4 Procurement of D/D Consultant 2
5 Detailed Design (D/D) 8
6 Procurement of T/A Consultant 2
7 P/Q of Contractors 3
8 Preparation of Tender Document 3
9 Tender Period 2
10 Tender Evaluation 3
11 Concurrence of Tender Evaluation 1
12 Negotiation of Contract 2
13 Concurrence of Contract 1
14 Procurement of C/S consultant 9
15 Land Acquisition 24
16 Resettlement 24
Months 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q
17 Construction 30 Inauguration
18 Defect Liability Period 24
Source: Study Team
2011 2012 2013 2014
Figure 6-2 Proposed Implementation Schedule
6-5
2015 2016 2017
Table 6-3 Proposed Implementation Milestones Assuming Application of STEP Scheme of ODA Loan
Event/ Milestone Time/ Period
Request for ODA Loan May 2011
Fact Finding Mission by JICA June 2011
Preparatory Survey by JICA July 2011 to December 2011
EIA Approval November 2011
JICA Follow-up Mission November 2011
Pledge by Japanese Government January 2012

Event/ Milestone Time/ Period
Exchange Note & Loan Agreement March 2012
Procurement of D/D Consultant January 2012 to February 2012
Detail Design March 2012 to February 2013
Procurement of T/A Consultant July 2012 to August 2012
Prequalification of Contractors August 2012 to November 2012
Bidding Period February 2013 to April 2013
Procurement of C/S Consultant January 2013 to September 2013
Land Acquisition April 2012 to March 2014
Resettlement April 2012 to March 2014
Resettlement Monitoring April 2012 to March 2015
Construction October 2013 to September 2016
Defects Liability Period October 2016 to September 2018
Source: Study Team
(2) EIA Approval
EIA based on Vietnamese regulation shall be conducted as stated in Chapter 4. For
requesting Japanese ODA Loan, it should be noted that EIA is to be approved by MONRE 120 days
before loan agreement is issued.
(3) Procurement of Construction Works
In case that Japanese ODA is applied, procurement of contractors shall be in accordance
with the related guidelines under Japanese ODA loans. In addition, in case STEP scheme is applied,
prime contractors shall be Japanese firms. Joint venture (JV) with firms incorporated and registered
in recipient countries will be also allowed to act as prime contractor under the condition that a
Japanese firm will be the lead partner. Subcontractors, on the other hand, can be from any country.
(4) Procurement of Consulting Services
Consulting services for the detailed design and tender assistance would be provided by
JICA on the condition that STEP scheme is applied for the project. Construction supervision will be
funded by Japanese ODA loan and implemented by PMU My Thuan, the implementing agency in
Vietnam.
(a) Detailed Design and Tender Assistance
Technical assistance for the detailed design and a part of tender assistance could be
provided by JICA on the condition that STEP scheme is applied. Procurement of a consultant for
the detailed design and tender assistance would be conducted under a Japanese grant soon after the
timing of the pledge by Japanese Government to the Government of Vietnam. This shall be in
6-6

accordance with the Procurement Guidelines of the Japanese Grant Aid for General Projects, for
Fisheries and for Cultural Cooperation (Type I-G).
(b) Construction Supervision
Procurement of a consultant for construction supervision will be conducted by PMU My
Thuan in accordance with the Guidelines for the Employment of Consultants under Japanese ODA
loans. In case that STEP scheme is applied as mentioned in the minutes of discussion, the prime
consultant must be a Japanese firm, or a Japanese-led JV with firms incorporated and registered in
Vietnam.
(5) Construction Schedule
Section 3.2.6 should be referred to concerning the construction schedule.
(6) Land Acquisition and Resettlement
and monitoring.
Section 4.5 should be referred to concerning the schedule of land acquisition, resettlement
6.3 Risks on Delay
Risks which may lead to delays in project implementation are itemized as follows:
Delay in design works
Delay in land acquisition
Delay in procurement
Delay in construction works
Delay in environmental mitigation actions
Delay in development of the adjacent expressways
Delay in establishment of O&M organization
The proposed measures for these risks on delays are summarized in Table 6-4 below.
6-7

Table 6-4 Anticipated Measures Against Risks on Delays
No. Risks on Delays Anticipated Measures
1 Design Works
2 Land Acquisition
3 Procurements
4 Construction Works
5 Environmental Mitigation Actions
6 Development of Adjacent Expressways
7 Establishment of O&M Organization
Source: Study Team
6-8
Select a competent consultant
Coordinate well with relevant stakeholders
Monitor the land acquisition progress and
review the progress periodically
Procure timely the supervision consultant
Procure timely the contractors
Select competent contractor(s)
Monitor and control the construction progress
strictly
Prepare good EMP during the detailed design
phase
Monitor and control the contractor’s EMP
execution strictly
Monitor the construction progress
Prepare a plan for the temporary connection
to NH1 or NH80
Coordinate with PMU My Thuan for the
selection of O&M organization
Prepare an effective O&M plan

CHAPTER 7 ORGANIZATION IMPLEMENTING THE PROJECT
7.1 Outline of the Executing Agency
7.1.1 Project Implementation Agency
In April 2007, BIDV obtained the right to the development of Trung Luong-Can Tho
Expressway which had been planned under BOT scheme with a special purpose company, BEDC,
as the owner. Although detailed design of Trung Luong-My Thuan section has commenced, the
development right of the remaining section including the Second My Thuan Bridge and the
section between My Thuan and Can Tho have been transferred in May 2009 to PMU My Thuan
due to lack of investment funds, in accordance with MOT’s Decision No.1318/QD-BGTVT dated
May 18, 2009.
(1) Management for the Implementation of the Project
(a) Basis of Organizational Structure
The project management model is based on the agreement with the financing
organization. However, basically, the operations of the PMU shall comply with the government’s
Decree No. 131/2006/ND-CP dated November 9, 2006, concerning the issuance of regulations
related to the management and use of ODA funds. It should also be in accordance with Circular
No. 03/2007/TT-BKH dated March 12, 2007 concerning the organizational structure, functions
and duties of the PMU of ODA projects.
(b) Coordination Mechanism
Coordination tasks among the authority in charge, employer and PMU are as follows:
♢ The authority in charge of the Project is the MOT, which is responsible for
supervising and following up the implementation of the Project by the
employer.
♢ The employer is PMU My Thuan, which is responsible for implementing the
Project. It will establish a project implementation unit, led by a project
manager.
During the Project implementation, PMU My Thuan will be the main agency responsible
for liaison and coordination with units involved, such as the financing organization and other
concerned agencies.
(c) Management Capacity of the Project Implementation Unit
PMU My Thuan was established by MOT in 1994. Since then, PMU My Thuan has
significantly developed and is currently one of the major and reputable units of MOT. It has
already managed some major national projects such as My Thuan Bridge, Can Tho Bridge,
Trans-Asia Highway Project, Ho Chi Minh-Trung Luong Expressway, Nam Song Hau Project,
Southern Coastal Corridor Project, etc.
7-1

PMU My Thuan is a state agency which was established and entrusted with the duty to:
(2) Project List
♢ Act as employer or representative of the employer, responsible for managing
the investment and construction of transport projects;
♢ Proceed with investment preparation for projects to be managed by the PMU,
as assigned by the MOT;
♢ Follow up, closely supervise the project’s cost, make final payment for the
works and hand over such projects for operation;
♢ Act as representative of the state competent agency for BOT investment
projects for transport works, under the management of Vietnam Road
Administration and the MOT.
Overview of projects under construction and under preparation stage in the transport
sector and managed by the PMU My Thuan are tabulated in Table 7-1 below.
1
2
3
4
5
6
Table 7-1 List of Projects Managed by PMU My Thuan
Project Name Finance Description of the Project Project Status
HCMC-Trung Luong
Expressway Project
The N2 route construction
project (Cu Chi – Duc Hoa
section and Thanh Hoa –
My An section)
Can Tho Bridge
Construction Project and
National Highway No. 1
Bypass Road Construction
Project
My Thuan Bridge
Construction Project
The Southern Coastal
Corridor Project (Phase 1)
The Mekong Delta Central
Area Connectivity Project
Advance
Payment from
the State
Budget
Public Bonds
JICA ODA
Loan
AusAID
ADB, Grant
funds of
AusAID and
Counterpart
funds of
Vietnamese
Government
ADB,
Australia,
This expressway section is part of the HCMC-Can
Tho Expressway, forming a longitudinal traffic
artery parallel to National Highway No. 1A for the
purpose of reducing the traffic volume for
National Highway No. 1A and meeting transport
requirements, contributing to socioeconomic
development and strengthening security and
national defense for the Mekong Delta.
This route connects Ring Road No. 3 and 4 to
transversal highways such as National Highway
No. 22, National Highway No. 30, and forms a
longitudinal traffic artery parallel to National
Highway No. 1A for the purpose of developing
goods’ circulation between provinces in the
eastern part and western part of South Vietnam.
Serves as connection of Vinh Long Province to
Can Tho City, and contributes to the promotion of
socioeconomic development and strengthening of
security and national defense for the Mekong
Delta
My Thuan Bridge is a cable-stayed bridge over the
Mekong River, connecting Tien Giang Province
with Vĩnh Long Province in Vietnam. The bridge
was the largest overseas assistance project
undertaken by the Australian government costing
A$91 million.
The Greater Mekong Subregion Southern Coastal
Corridor (GMS-SCC) is a road corridor running
along the gulf of Thailand, coast from Bangkok
through Thailand, Cambodia and Vietnam to Ca
Mau City in the south. The GMS-SCC’s existing
roads are approximately 924 km. The Component
Project 1: Xa Xia - Ha Tien section and Thu Bay -
Ca Mau section is approximately 69.13 km.
Construction of traffic infrastructures for the
implementation of the hunger eradication and
7-2
Completed in
February 2010
Completed in
May 2010
Completed in
March 2010
Completed in
2000
Under
Construction
(expected
completion is
2004)
Technical
Assistance

7 Ring Road No. 3 and No. 4 -
8
My Thuan-Can Tho
Expressway
Source: Hearing from PMU My Thuan
Korea and
Counterpart
Funds of the
Government of
Vietnam
ADB
(1) Vietnamese Implementation Agencies
poverty reduction strategy, contribution to the
Mekong Delta’s economic development,
connection of provinces in the Mekong Delta,
formation (together with the N2 route and Lo Te –
Rach Soi route) of a longitudinal traffic artery
parallel to National Highway No. 1A and
development of goods’ circulation between
provinces in the eastern part and western part of
South Vietnam
The HCMC’s Ring Road No. 3 and 4 are two of
the four important ring roads under Vietnam’s
expressway network development plan up to 2020
and the vision after 2020, which was approved by
the Prime Minister in Decision No. 1734/QD-TTg
dated December 1, 2008.
One section of North-South Expressway and the
last part of HCMC-Can Tho Expressway.
7.2 Project Implementing Organization
7-3
project is now
being
implemented
Planning
Various Vietnamese implementation agencies are involved in the investment preparation s,
investment, construction preparation and construction stages.
In the project preparation stage, the following are the agencies concerned:
MOT acts as the governing body, which will propose priority list of projects for
investment based on transport development strategy.
Ministry of Construction (MOC) is in charge of appraisal of technical issues when
<strong>study</strong> documents are submitted to the Prime Minister.
Ministry of Finance (MOF) is in charge of arranging counterpart governmental fund.
After getting opinions from MOC and MOF, Ministry of Planning & Investment
(MPI) summarizes and presides over the appraisal of scope of works, ability of
arrangement of counterpart fund, feasibility of the project. It will finally recommend
approval to the Prime Minister.
Meanwhile, during and after construction, agencies concerned include the following:
Transport Construction Quality Management (TCQM) acts as an advisor for MOT
regarding decisions on variation of scope of works and design changes.
State Council Acceptance (SCA) is an independent organization of the government
whose task is to check the quality of project construction, and grant approval for
operation upon project completion, in case of important large national projects.
(a) Organization of PMU My Thuan
PMU My Thuan’s lead staff includes five personnel consisting of one general director
and four vice general directors. Organizations in charge of assisting the general director consist of
11 professional divisions, one central and two representative offices as shown in Figure 7-1 below.
F/S

In this preparation stage of the project, the technical and economic division is in charge of
providing assistance to the Study Team.
Functional Division
1.PMU Office
2.Finance & Statistics
Division
3.Technical &
Economic Division
4.Land Acquisition
Division
Project Management
(PM) Division
1.Can Tho Bridge
PM Div.
2.PM Div. No. 1
3.PM Div. No. 2
4.PM Div. No. 3
5.PM Div. No. 4
6.PM Div. No. 5
7.PM Div. No. 6
Source: Decision No.1349 QD/TCCB-PMUMT dated May 3, 2006
GENERAL DIRECTOR
VICE GENERAL DIRECTORS
7-4
Organization in
charge of
preparation for
project operation
Expressway
Temporary
Management Center
Figure 7-1 Organization Chart of PMU My Thuan
PMU My Thuan has 106 personnel as detailed in Table 7-2 below.
Table 7-2 List of Personnel of PMU My Thuan
No. Description Number Ratio (%)
1 Level over university 8 7
2 Graduate from University 74 70
3
4
Higher education level,
Intermediate Level
Technical workers and other
laborers
Source: PMU My Thuan’s web site (http://113.161.71.177/Home.aspx)
(b) Project Implementation Reports
7 7
17 16
106 100%
Representative
Offices
1.Rep. Office in Hanoi
2.Rep. Office in Can
Tho
During the Project implementation, PMU My Thuan is responsible for the preparation
and submission of the following reports to MOT, MPI, MOF and the people’s committees of
provinces where the Project will be implemented:
♢ Monthly report within 10 days at the end of each month.
♢ Quarterly report within 15 days at the end of each quarter.
♢ Annual report within 1 month after the following year.

♢ Report on changes (if any) compared with the contents of signed international
treaties related to ODA.
♢ Reports to be submitted to the financing organization based on the agreement
in international treaties related to relevant ODA.
Within 20 days at the end of each quarter, MOT will prepare a report on the results of
mobilization of ODA and on the implementation situation of projects under its management. It
will then submit said report to MPI and MOF.
7-5

CHAPTER 8 TECHNOLOGICAL ADVANTAGES OF JAPANESE COMPANIES
8.1 Competency of Japanese Companies for the Project
Cable-stayed bridge is a type of bridge whose expanded span length becomes achievable due to
the development of computer technologies, enabling the designer to carry out complex cable
tension calculations. While the use of this type of bridge is increasing in recent years in Asia,
Europe, America, etc., Japan has, in particular, high technologies for the design and construction
of such bridge types.
Construction methods for which high technologies are particularly required in building
cable-stayed bridges include those for installation of piles, towers, steel girders and stay cables.
Piling works require Japanese companies’ construction technologies, as well as their experiences,
because a high level of construction difficulty is expected due to the influence of soft ground. In
addition, Japanese companies are among the most reputable in terms of procurement of equipment
including frameworks, measuring systems, concrete batching and transfer equipment, crane
equipment, jack-up equipment, steel girder and cable erection technologies. These are fostered by
many construction experiences. and construction management capabilities using such skills,
which are all required for accurately constructing towers at a high altitude. Therefore, to secure
specified quality and precision, and build safe and highly durable bridges, participation of these
Japanese companies are desired.
In terms of production, anchorage zones of stay cables exposed to extraordinary high stress,
which are critical to the quality of the whole bridge, requires high precision and quality level.
Since Japan is also among the most reliable in this aspect, bridge safety and stable quality and
process may be assured by utilizing Japanese technologies. These would require Japanese bridge
factories with high production techniques. Moreover, in case of production in Vietnamese
factories, supervision of Japanese engineers having high production techniques offer advantage in
enhancing capacity.
As for major component materials such as steel and stay cables, Japanese products are among the
most dependable in terms of quality, reliability, stable supply, etc.
As mentioned above, experience of Japanese companies are significant and offer great advantage
in terms of technology for this Project. Thus, it is essential to utilize them to ensure smooth
Project implementation..
The following is a brief description of various points for which Japan has, in particular, great
advantages in terms of technologies:
8-1

[1] Design, construction and wind tunnel testing of cable-stayed bridge
Cable-stayed bridge is a statically indeterminate structure, for which many design solutions are
available depending on the configuration of girder, tower and cable. Many experiences in the
construction of cable-stayed bridges in Japan involve design of the most rational and state-of-the
art cable-stayed bridges. To minimize any influences on navigation, as well as to achieve
reasonable work durations and costs, it is preferable to adopt the balancing erection method.
However, such method has to be applied while checking the safety of girders, towers and cables
through analytic calculations. Thus, any difference between the result of analyses and actual field
conditions would not only pose a safety hazard, but also make it impossible to ensure safety of the
structure. On the other hand, by making the most out of the many experiences of Japan in
balancing erection method, safety throughout whole work process from analyses to construction
management is guaranteed. In addition, it is necessary to perform the wind tunnel test to ensure
wind-resistant stability during construction as well as after completion. Consequently, many
experiences and achievements from the past will be of great use in the design work for this
Project.
[2] Stay cables
In Japan, prefabricated parallel wire strand cables are used for cable-stayed bridges in many cases.
The reasons are as follows:
1) The polyethylene layer will be able, by extrusion molding, to provide high reliability of
waterproof property and durability.
2) These days, it has become possible for these cables to be made up of a thin cross-sectional
surface using wire rods with strengths of 180 kgf/mm 2 . Such materials were developed and
employed for Akashi Kaikyo Bridge and Kurushima Kaikyo Bridge.
3) Indent processing of the coated surface allows for the selection of cables that are capable of
withstanding rain-wind induced vibration, etc.
For this Project, which requires 550 m center span, permanent vibration countermeasures for wind
stability should be considered. Thus, it is recommended to use the abovementioned cable
specifications that have already been widely used in Japan.
[3] Deep underground and large diameter cast-in-place pile
The planned construction site for this project is located in the lower reach of Mekong Delta,
which consists of a layer of soft soil ground with an SPT N-value approaching zero that extends to
a considerable depth. Therefore, while this Project employs 80-m long, 2.5 m diameter
cast-in-place piles, it requires construction methods and machines in which Japanese technologies
are incorporated. Furthermore, multiple excavators are required for driving such large diameter
8-2

cast-in-place piles. Such equipment have to be prepared and procured under a reliable system
because they have an enormous influence on the whole process. Thus, Japanese builders would be
able to provide related operations without any problems. Many experiences and achievements of
the past in Japan will also be of much help in the construction of this Project.
8.2 Major Goods Expected to be Procured from Japan
For this project, a lot of materials and equipment are expected to be procured from Japan for the
installation of steel girders, stay cables, pilings and towers. Steel girders and stay cables need to
satisfy high quality requirements. To fulfill such requirements, it is desired to employ Japanese
products which are among the most reliable in terms of quality, stable supply, and so on. As for
production of steel girders, it is advantageous to utilize Japanese bridge factories that have many
experiences in cable-stayed bridge production as well as high level of production techniques.
Moreover, in case production will be done in Vietnamese factories, advantages will be realized if
activities are executed under the supervision of Japanese engineers. Such advantages include the
transfer of relevant Japanese technologies. In Vietnam, it is noted that a company producing
reinforcing bars (VINA KYOUEI) exists and is partly owned by Japanese firms with 60% share.
Furthermore, a reputable cement factory (Nghi Son Cement Corporation) also exists in Vietnam.
Therefore, by procuring materials from these companies, Japanese quality procurement rate will
be increased.
As for the equipment, it is necessary to procure high-performance construction machines, cranes
and measuring systems, which are already widely available in Japan.
Specific materials and equipment expected to be procured from Japan include the following:
Materials:
• Stay cables
• Steel plates and steel girders
• Reinforcing steel bars
• Aseismic rubber bearings
• Expansion joint
Equipment:
• Hydraulic jacks to lead in the cables for the cable-stayed bridge
• Large diameter excavators
• Tower cranes
• Equipment for erection
• Frameworks and measuring systems
8-3

• Concrete batching and transfer equipment
In case of this project, as shown in Table 8-1, since total amount of these materials,
products, etc. required to be procured from Japan reaches 54% of the main-bridge construction
cost and 40% of the total construction cost including that of the approach bridge and the approach
road, the STEP requirement is already complied with.
Main bridge
Approach
bridge
Table 8-1 Japanese-goods procurement rate
Local
Currency
Potrion
8-4
Japanese
Currency
Portion
Japanesegoods
Procurement
Rate
Local
Currency
(Thousand
USD)
Japanese
Currency
(Thousand
USD)
Bridge proper(Steel girder) 30% 70% 38,893 90,751
Bridge proper (concrete) 80% 20% 7,450 1,862
Concrete tower 70% 30% 24,274 10,403
Cables 20% 80% 6,800 27,199
Bearings, etc. 20% 80% 3,190 12,758
Deck surface works 85% 15% 1,770 312
Tower footing 85% 15% 18,165 3,206
Piles for tower 85% 15% 18,063 3,188
Piers 85% 15% 1,532 270
Piers footings 85% 15% 2,320 409
Piles for piers 85% 15% 3,764 664
Total Cost 54% 126,220 151,023
Supert-T girder 85% 15% 24,007 4,237
Piers 85% 15% 20,683 3,650
Piers footings 85% 15% 31,319 5,527
Piles for piers 85% 15% 32,775 5,784
Deck surface works 85% 15% 2,475 437
Total Cost 42% 237,479 170,657
Embankment 85% 15% 2,071 365
Gravel works 85% 15% 694 122
Slope protection 85% 15% 149 26
Softground treatment(Sand Blanket) 85% 15% 525 93
Softground treatment(PVD) 85% 15% 4,395 776
A/C pavement 85% 15% 1,721 304
Concrete pavement 85% 15% 154 27
Approach Road marking 85% 15% 58 10
road & Road drainage works 85% 15% 122 22
Interchange Vehicle guardrail 85% 15% 202 36
Concrete barrier 85% 15% 166 29
Bridge (L=40m) 85% 15% 3,091 545
Bridge (L=3@40m) Overpass at IC 85% 15% 9,272 1,636
Box culvert 2@(4.5m x 3.2m) 85% 15% 224 39
Box culvert 2@(2.0m x 4.0m) 85% 15% 55 10
Tall gate 85% 15% 1,517 268
Total Cost 40% 261,893 174,966
Source: Study Team
8.3 Potentials of Japanese Companies in Delivering and Receiving Orders
As mentioned above, the design and construction of cable-stayed bridges include extremely high
technologies and require high quality materials, high performance construction machines and
sufficient experiences in construction. Therefore, participation of Japanese companies is
inevitable.
As a result of investigations in the previous sections related to the applicability of the STEP
scheme, it is clear that the requirement for utilizing Japanese technologies is satisfied, and
Japanese companies are considered to have sufficient potentials in delivering and receiving
orders.