study on phuoc an bridge construction project

Transcription

STUDY ON ECONOMIC PARTNERSHIP PROJECTS
IN DEVELOPING COUNTRIES IN FY2010
STUDY ON PHUOC AN BRIDGE CONSTRUCTION PROJECT
ON CAI MEP - THI VAI INTER-PORT ROAD
IN THE SOCIALIST REPUBLIC OF VIETNAM
FINAL REPORT
March 2011
Prepared for:
The Ministry of Economy, Trade and Industry
Prepared by:
Ernst & Young Shin Nihon LLC
Japan External Trade Organization (JETRO)
CHODAI Co.,LTD.
NIPPON KOEI Co.,LTD.
KAJIMA CORPORATION
Reproduction Prohibited
PREFACE
This report describes the study on the Economic Partnership Project in Developing Counties in FY2010 for
Phuoc An Bridge Construction Project in Vietnam. The study was carried out in accordance with the
contract between Ernst & Young Shin Nihon LLC (SNC), the Client, and the study team formed by Chodai
Co., Ltd. (the leader), Nippon Koei Co., Ltd. and Kajima Corporation.
This study, namely “Study on Phuoc An Bridge Construction Project on Cai Mep – Thi Vai Inter-port
Road in the Socialist Republic of Vietnam,” reviews and updates as appropriate the project report entitled
“Report on Investment Construction Project of Cai Mep – Thi Vai Inter-port Road, Ba Ria – Vung Tau and
Dong Nai Province” prepared by a Vietnamese consultant in 2009. In addition, applicability of the STEP
scheme of Japanese ODA to this Project is also examined.
We hope that this report will contribute to the promotion of the Project and become a useful reference
document for relevant authorities and groups involved in this Project.
March, 2010
Chodai Co., Ltd.,
Nippon Koei Co., Ltd.
Kajima Corporation
N
HANOI
Project Location
DA NANG
HCMC
200km
0
10
Bien Hoa
20 (km)
HCMC
N
Long Thanh Airport
Express Highway
National Highway
Ben Luc
Industrial Aria
Ben Luc-Long Thanh Exp.
Phuoc An Bridge
Cai Mep-Thi Vai Inter-Port Road
Cai Mep-Thi Vai Inter-Port
Vung Tau
TABLE OF CONTENTS
Preface
Abstract (under preparation)
Chapter 1 Outline of Vietnam and Related Sectors ······································································ 1-1
1.1 Economic and Financial Background of Vietnam ································································· 1-1
1.1.1 Economic Background···························································································· 1-1
1.1.2
Financial Background ····························································································· 1-7
1.1.3 Economic Relationship with Japan········································································ 1-10
1.2 Outline of Sectors for the Project ······················································································· 1-10
1.3 Present Conditions of Project Areas ··················································································· 1-10
1.3.1 Outline of Ports ···································································································· 1-10
1.3.2 Current Conditions of Existing Roads ···································································· 1-11
1.3.3 Construction Conditions of Port/Industrial Facilities ············································· 1-12
1.3.4 Present Status of North-South Highway through Cai Mep-Thi Vai Port ················· 1-13
1.3.5 Construction Point of Phuoc An Bridge································································· 1-14
Chapter 2 Study Method ············································································································· 2-1
2.1 Study Contents ···················································································································· 2-1
2.1.1 Bridge Plan And Design ························································································· 2-1
2.1.2 Traffic Demand Forecast ························································································ 2-1
2.1.3 Road Planning ········································································································ 2-1
2.1.4 River and Natural Conditions·················································································· 2-2
2.1.5 Environmental and Social Considerations ······························································· 2-2
2.1.6 Construction Schedule and Cost Estimate ······························································· 2-2
2.1.7
Financial and Economical Analysis ········································································· 2-2
2.2 Study Method and Organization ·························································································· 2-3
2.2.1 Work Description ··································································································· 2-3
2.2.2
Study Team Organization ························································································ 2-5
2.3 Assignment Schedule ·········································································································· 2-6
2.4 Site Investigation Schedule ································································································· 2-7
2.5 Persons Interviewed ············································································································ 2-8
Chapter 3 Contents of the Project and Technical Feasibility
··················································· 3-1
3.1 Background and Necessity of the Project ············································································· 3-1
i
3.1.1 Scope of Project ·································································································· 3-1
3.1.2 Necessity of the Project ·························································································· 3-2
3.2 Basic Policy of Host Country for Implementation of the Project ········································· 3-3
3.3
3.4
3.2.1
Location of the Project ························································································ 3-3
3.2.2
Outline of plan of Cai Mep- Thi Vai Inter-port road ··············································· 3-4
3.2.3
Outline of plan of the road to Phuoc An port ······················································· 3-8
Considerations necessary for Determination of Project Contents ······································· 3-11
3.3.1
Traffic Demand Forecast······················································································ 3-11
3.3.2
Project Location and Natural Conditions ····························································· 3-16
3.3.3
Engineering Study ······························································································ 3-23
Outline of project ············································································································ 3-30
3.4.1
Concept for Determination for Contents of the Project ········································ 3-30
3.4.2
Design Concept and Specifications for Bridge····················································· 3-30
3.4.3
The contents of proposed project········································································· 3-35
3.4.4
Technical Issues and Solutions ············································································ 3-36
Chapter 4 Considerations on Natural and Social Environments ···················································· 4-1
4.1 Status Analysis on Current Conditions of Natural and Social Environmental Aspects ··········· 4-1
4.1.1 Outline of the Project Area······················································································ 4-1
4.1.2 Project site and Environmental Conditions ······························································ 4-2
4.1.3 Alignment of Inter-Port Road and Phuoc An Bridge················································ 4-3
4.1.4 Bridge Types and Road Specification ······································································ 4-4
4.1.5 Environmental Impact Assessment (EIA) ································································ 4-4
4.1.6 Prospects of future environment·············································································· 4-5
4.2 Environmental Improvement by Implementation of the Project ············································ 4-6
4.2.1 General ·················································································································· 4-6
4.2.2 Estimate of CO2 Emission ······················································································ 4-6
4.3 Impacts on Natural and Social Environments due to Implementation of the Project ·············· 4-9
4.4 Overview of Regulations/Laws for Natural and Social Environments of Host Country ······· 4-16
4.5 Required Actions of Host Country and/or Relevant Groups for Implementation of the Project4-20
Chapter 5 Financial and Economic Feasibility ············································································· 5-1
5.1 Conclusion of Cost Estimate and Construction Work Plan···················································· 5-1
5.2 Estimate of Project Cost ······································································································ 5-1
5.2.1 Basic Conditions ···································································································· 5-1
ii
5.2.2 Estimated Items ······································································································ 5-1
5.2.3 Calculation Of Construction Expense······································································ 5-2
5.2.4 Calculation of Project Cost ····················································································· 5-3
5.2.5 Calculation of Ratio of material, equipment and others of Japan origin ···················· 5-4
5.2.6 Maintenance Cost ··································································································· 5-5
5.2.7 Comparison of construction costs ··········································································· 5-5
5.3 Overview of Preliminary Financial/Economic Analysis ······················································· 5-7
5.3.1 Economic Analysis ································································································· 5-7
5.3.2
Financial Analysis ································································································· 5-11
5.3.3 Conclusion ··········································································································· 5-17
Chapter 6 Implementation Schedule of the Project ······································································ 6-1
6.1 Calculations of Total Project Schedule ················································································· 6-1
6.1.1 Procedures until Feasibility Study Review ······························································ 6-1
6.1.2
Feasibility Study Review, Basic and Detailed Design, and Bidding Preparation ······· 6-1
6.1.3 Construction Work·································································································· 6-1
6.2 Outline of Construction Work Plan ······················································································ 6-5
6.2.1 General Item··········································································································· 6-5
6.2.2 Construction of Approach Bridge Substructure························································ 6-5
6.2.3 Erection of Approach Bridge Superstructure ··························································· 6-6
6.2.4 Construction of Substructure and Tower of Main Bridge ········································· 6-6
6.2.5 Construction of Superstructure Main Bridge ··························································· 6-6
Chapter 7 Ability of Implementation Authorities in Vietnam ······················································· 7-1
7.1 Outline of Implementation Authorities ················································································· 7-1
7.2 Project Implementation Organization··················································································· 7-1
7.3 Ability Evaluation and Necessary Countermeasures····························································· 7-1
Chapter 8 Superiority of Japanese Firm in Technology ································································ 8-1
8.1 International Competitiveness and Possibility for order in take for Japanese Firm ················ 8-1
8.1.1 Project Features ······································································································ 8-1
8.1.2
International Competitiveness and Possibility for order in take for Japanese Firm ··· 8-1
8.2 Content of Material & Equipment and Cost to be Procured from Japan ······························ 8-10
8.2.1 Content of Material & Equipment to be Procured from Japan ································ 8-10
8.2.2 Cost Estimation for Japanese Technology ······························································ 8-11
8.3 Necessary Measure of Japanese firms to receipt of orders ··················································· 8-11
iii
Chapter 9 Conclusions and Recommendations ············································································ 9-1
9.1 Conclusions ························································································································ 9-1
9.2 Recommendations ··············································································································· 9-2
iv
List of Figures
Figure 1-1
GDP Change for Past 10 Years ················································································· 1-4
Figure 1-2
Structural Ratio by Industry (2000) ·········································································· 1-4
Figure 1-3
Structural Ratio by Industry (2009) ·········································································· 1-5
Figure 1-4
Population Ratios in Vietnam ··················································································· 1-5
Figure 1-5
Port Locations in Vietnam ······················································································· 1-11
Figure 1-6
Current Conditions of Existing Roads ···································································· 1-12
Figure 1-7
Present Construction Status of Port/Industrial Facilities ·········································· 1-12
Figure 1-8
Present Status of North-South Highway through Cai Mep-Thi Vai Port ··················· 1-13
Figure 1-9
Present Status of Phuoc An Bridge ········································································· 1-14
Figure 3-1
Scope of Project ······································································································· 3-1
Figure 3-2
Industrial Parks near Ho Chi Minh City ···································································· 3-2
Figure 3-3
Location of the project ····························································································· 3-4
Figure 3-4
Outline of the rout ···································································································· 3-5
Figure 3-5
Typical Cross Section (Component No.1～No.2)······················································ 3-6
Figure 3-6
Typical Cross Section (Component No.3～No.8)······················································ 3-6
Figure 3-7
Typical Cross Section (Phase No1 of Component No.9) ··········································· 3-7
Figure 3-8
Typical Cross Section (Phase No2 of Component No.9) ··········································· 3-7
Figure 3-9
Interchange Plan ······································································································ 3-8
Figure 3-10
Road Profile ········································································································· 3-8
Figure 3-11
Outline of the Plan ································································································· 3-9
Figure 3-12
Typical Cross Section ··························································································· 3-10
Figure 3-13
Traffic Volume in 2020························································································· 3-12
Figure 3-14
Traffic Volume in 2030························································································· 3-12
Figure 3-15
Project Location ··································································································· 3-16
Figure 3-16
Scenery of Project Site ························································································· 3-16
Figure 3-17
Soil Profile (Vung Tau Side)················································································· 3-17
Figure 3-18
Location of Phuoc An Bridge ··············································································· 3-19
Figure 3-19
Daily Tidal Fluctuation in Vung Tau (Sample) ······················································ 3-20
Figure 3-20
Monthly Tidal Fluctuation in Vung Tau (Sample) ················································· 3-20
Figure 3-21
Seismic Classes and Record of Major Earthquakes in South Viet Nam ·················· 3-22
Figure 3-22
Control point for Abutments location···································································· 3-25
Figure 3-23
Consideration of Side Span Length······································································· 3-27
Figure 3-24
Proposal for alternative location of Dong Nai side pylon ······································ 3-29
v
Figure 3-25
General View (1) ·································································································· 3-33
Figure 3-26
General View (2) ·································································································· 3-34
Figure 3-27
Location of the Project ························································································· 3-35
Figure 4-1
Distant View of the Project Area ·············································································· 4-1
Figure 4-2
Schematic Diagram of Roads and Facilities in the Project Area································· 4-1
Figure 4-3
Estimate of Emission of CO2 In and Around the Project Area from Vehicles ············· 4-8
Figure 4-4
Number of Vehicles Passing Phuoc An Bridge, NR51 and BV Expressway ··············· 4-8
Figure 4-5
Effect of CO2 Emission by the Implementation of the Project ··································· 4-9
Figure 4-6
Procedure of land acquisition ················································································· 4-19
Figure 5-1
Traffic Volume (With Case) in 2020 ········································································· 5-9
Figure 5-2
Traffic Volume (Without Case) in 2020 ···································································· 5-9
Figure 5-3
Traffic Volume (With Case)-(Without Case) in 2020 ················································· 5-9
Figure 6-1
Temporary Yard ······································································································· 6-5
Figure 7-1
Organization Chart of BVPPC·················································································· 7-1
Figure 7-2 Departments and Boards of BVPPC ········································································· 7-2
Figure 7-3
Schematic Organization Chart for Project Implementation ········································ 7-3
Figure 8-1
Yabegawa Grand Bridge ·························································································· 8-3
Figure 8-2
Conceptual Illustration for VCM ·············································································· 8-4
Figure 8-3
Comparison of Ground Improvement Method between Surcharge method and VCM 8-5
Figure 8-4
Transition for Actual Achievement of VCM ····························································· 8-5
Figure 8-5
Illustration of Screwed Steel Pile ·············································································· 8-6
Figure 8-6
Tip of Screwed Pile ·································································································· 8-6
Figure 8-7
Schematic of HMS ··································································································· 8-8
Figure 8-8
Case of HMS for Akashi-Kaikyo Bridge (Japan) ······················································ 8-9
vi
List of Tables
Table 1-1
Macroeconomic Indexes in Vietnam ········································································ 1-2
Table 1-2
GDP Structure by Industry (Real figures) ································································· 1-3
Table 1-3
Domestic Direct Investment Statistics (by Country/Region) ····································· 1-6
Table 1-4
Domestic Direct Investment Statistics (by Sector) ···················································· 1-7
Table 1-5
Export Statistics (by Country/Region) ······································································ 1-8
Table 1-6
Export Statistics (by Item) ······················································································· 1-8
Table 1-7
Import Statistics (by Country/Region) ······································································ 1-9
Table 1-8
Import Statistics (by Item) ······················································································· 1-9
Table 1-9
Scale and Results of Japan’s ODA Grants to Vietnam ············································· 1-10
Table 2-1
Members of the Study Team ···················································································· 2-5
Table 2-2
Assignment Schedule······························································································· 2-6
Table 2-3
Site Investigation Schedule ······················································································ 2-7
Table 2-4
List of Persons Interviewed ······················································································ 2-8
Table 3-1
Japanese Companies Operated in Industrial Parks near HCM City···························· 3-3
Table 3-2
Forecast Result (project was executed)··································································· 3-13
Table 3-3
Forecast Result (project was not executed) ····························································· 3-13
Table 3-4
The forecasted traffic volume in Ben Luc-Long Thanh ··········································· 3-13
Table 3-5
TCXDVN104-2007 Article 8.2.2 ··········································································· 3-14
Table 3-6
Number of Lanes Required of This Route ······························································ 3-15
Table 3-7
Summary of Soil Investigation Result (Vung Tau Side)
Table 3-8
Summary of Meteorological Conditions ································································· 3-18
Table 3-9
Water Level for Phuoc An Bridge ·········································································· 3-21
Table 3-10
Major Seismic Activities Recorded in South Vietnam ············································· 3-21
Table 3-11
Wind Velocity and Direction at Project Area··························································· 3-23
······································ 3-17
Table 3-12 Navigation Clearance for Phuoc An Bridge ···························································· 3-23
Table 3-13 Comparison of Bridge Types ·················································································· 3-26
Table 3-14
Selection of Approach Bridge Foundation Types ···················································· 3-28
Table 3-15 Technical Issues and Solutions ··············································································· 3-36
Table 4-1
Land use of Phuoc Hoa Commune ··········································································· 4-2
Table 4-2
Status of Implementation of EIA in Cai Mep-Thi Vai Inter-Port Road Project ········· 4-5
Table 4-3
Estimate of Traffic Volume ······················································································ 4-6
Table 4-4
Running Speed of Vehicle ························································································ 4-7
Table 4-5
Emission Coefficient of CO2 ···················································································· 4-7
Table 4-6
Emission of CO2 in and around the Project Area from Vehicle ···································· 4-7
vii
Table 4-7
Estimate of Reduction of CO2 Emission by the Implementation of the Project ········· 4-9
Table 4-8
Environmental Checklist: 16. Roads, Railways and Bridges ······································ 4-11
Table 4-9
Major Laws and Regulations Concerning Environmental Protection in Vietnam ······· 4-16
Table 4-10
Major Laws and Regulations Concerning Procedures of Land Acquisition·············· 4-18
Table 5-1 Preliminary Construction Expense ············································································· 5-3
Table 5-2 Preliminary Total Project Cost ··················································································· 5-4
Table 5-3 Annual Maintenance Cost ·························································································· 5-5
Table 5-4 Comparison of Locations of Main Bridge Towers ······················································ 5-6
Table 5-5 Comparison of Foundation Pile·················································································· 5-6
Table 5-6
Time saving cost ······································································································· 5-8
Table 5-7 Vehicle operating cost ······························································································· 5-8
Table 5-8 Results of cost benefit analysis ················································································ 5-10
Table 5-9 Cost and Benefit ······································································································· 5-11
Table 5-10 Result of sensitivity analysis ·················································································· 5-12
Table 5-11 STEP loan condition ······························································································ 5-14
Table 5-12 Revenue by Year ···································································································· 5-14
Table 5-13
Financial analysis ·································································································· 5-16
Table 5-14 Result of sensitivity analysis ·················································································· 5-17
Table 6-1 Total Project Schedule (Tentative) ············································································· 6-2
Table 6-2 Project Schedule before Design Phase (Tentative) ······················································ 6-3
Table 6-3 Construction Schedule (Tentative) ··········································································· 6-4
Table 8-1
Major Achievement for Concrete Cable Stayed Bridges ············································· 8-2
Table 8-2 Comparison Result ···································································································· 8-4
Table 8-3 Comparison Result for Screwed Steel Pile and Bored Pile ·········································· 8-7
Table 8-4 Actual Achievements of SHMS ················································································· 8-9
Table 8-5
Material & Equipment List to be Procured from Japan ············································· 8-10
Table 8-6 Cost Estimate for Japanese Technology····································································· 8-11
Table 9-1 Project Costs Summary······························································································ 9-1
Table 9-2 Results of Preliminary Economic Analysis ································································· 9-1
viii
APPENDIX
APPENDIX-1: BRITEC F/S (Report on Investment Construction Project of Cai Mep – Thi Vai
Inter-port Road, Ba Ria – Vung Tau and Dong Nai Province)
1-1
Original Vietnamese Version (Cover page and the Table of Contents)
1-2
English Translation of the Table of Contents
APPENDIX-2: Decision No. 2669/QD-UBND (BVPPC approved BRITEC F/S)
2-1
Original Vietnamese Version (the first page only)
2-2
English Translation (Excerpt)
APPENDIX-3: Letter No. 614/CHHVN-KHDT (Instruction for navigation clearance issued by
the Maritime Bureau of MOT)
3-1
Original Vietnamese Version
3-2
English Translation
APPENDIX-4: Announcement No. 255/UBND－TB (Conclusions of the meeting between
BVPPC and DNPPC regarding CM-TV Inter-port Road Investment Project)
4-1
4-2
English Translation
APPENDIX-5: Data for Construction Costs
APPENDIX-6: JBIC Screening Form ( for social and environmental considerations)
APPENDIX-7: Data for Geological/Topographic Conditions
ix
Abbreviations and Acronyms
Abbreviation
/Acronym
Full Names
ADB
Asian Development Bank
B/C Ratio
Cost-Benefit Ratio
B/D
Basic Design
BH-VT
Bien Hoa – Vung Tau
BL-LT
Ben Luc – Long Thanh
BRITEC
BVPPC
Bridge & Tunnel Engineering Joint Stock Company
Report on Investment Construction Project of Cai Mep – Thi Vai Inter-port Road,
Ba Ria – Vung Tau and Dong Nai Province
Ba Ria – Vung Tau Provincial People’s Committee
D/D
Detailed Design
CM-TV
Cai Mep – Thi Vai
DNPPC
Dong Nai Provincial People’s Committee
DONRE
Department of Natural Resources and Environment
DOT
Department of Transportation
DWT
Dead Weight Tonnage
EIA
Environmental Impact Assessment
EIRR
Economic Internal Rate of Return
EL
Elevation Level
E/N
Exchange of Notes
FDI
Foreign Direct Investment
FIRR
Financial Internal Rate of Return
F/S
Feasibility Study
GDP
Gross Domestic Product
GL
Ground Level
GNI
Gross National Income
GOJ
Government of Japan
GOV
Government of Vietnam
HLTD
HCMC - Long Thanh - Dau Giay
HCMC
Ho Chi Minh City
HMS
Health Monitoring System
HWL
High Water Level
IEE
Initial Environmental Evaluation
JBIC
Japan Bank of International Cooperation
BRITEC Report
JETRO
Japan External Trade Organization
JICA
Japan International Cooperation Agency
JPC
Japan Port Consultants, Ltd.
JPY
Japanese Yen
L/A
Loan Agreement
MONRE
Ministry of Natural Resources and Environment
MOT
Ministry of Transportation
M/P
Master Plan
NH
National Highway
NK
NOx
Nitrogen Oxide
NPV
Net Present Value
N-value
N-value
OD
Origin Destination
ODA
Official Development Assistance
ORBITEC
Orbit Engineering Design Consultants Joint Stock Company
PC
Prestressed Concrete
PCU
PMU
POATCOAST
Passenger Car Unit
Project Management Unit
Portcoast Consultants
PVD
Prefabricated Vertical Drain
PVN
PVNPAPIC
PetroVietnam
Petro Vietnam Phuoc An Port Investment and Operation Joint Stock Company
ROW
Right of Way
RR
Ring Road
QV
Quantity Velocity
SAPROF
Special Assistance for Project Formation
SEIA
Strategic Environmental Impact Assessment
SNC
SP
Stated Preference
SPM
Suspended Particulate Matter
SPT
Standard Penetration Test
STEP
Special Terms for Economic Partnership
TEDI
Transport Engineering Design Incorporated
TEDI South
Transport Engineering Design Incorporated South
TEU
Twenty-foot Equivalent Unit
TOR
Terms of Reference
USD
U.S. Dollar
VAT
Value-Added Tax
VCM
Vacuum Consolidation Method
VINALINES
Vietnam National Shipping Lines
VITRANSS2
National Transport Development Strategy Project in Vietnam
VND
Vietnamese Dong
VOC
Vehicle Operating Cost
WACC
Weighted Average Cost of Capital
WB
World Bank
STUDY ON ECONOMIC PARTNERSHIP PROJECTS
IN DEVELOPING COUNTRIES IN FY2010
STUDY ON PHUOC AN BRIDGE CONSTRUCTION PROJECT
ON CAI MEP - THI VAI INTER-PORT ROAD
IN THE SOCIALIST REPUBLIC OF VIETNAM
FINAL REPORT
EXECUTIVE SUMMARY
March 2011
Prepared for:
The Ministry of Economy, Trade and Industry
Prepared by:
Japan External Trade Organization (JETRO)
CHODAI Co.,LTD.
NIPPON KOEI Co.,LTD.
KAJIMA CORPORATION
Reproduction Prohibited
Executive Summary
1. Background and Necessity of the Project
1.1 Background of the Project
The Socialist Republic of Viet Nam (hereinafter referred to as “Vietnam”) enacted the Doi Moi
(Renovation) Policy in 1986 and began obtaining its effects around 1989. After that, economic growth
in Vietnam continued as high as 9% for the years of 1995 and 1996. In 1997, however, tendencies
such as slow-down of the growth rate decreased under the impact of the Asian economic crisis, thereby
decreasing the growth rate to 4.8% in 1999. After that, the growth rate gradually recovered and the
rate of 5.3%, which was the second highest rate in the ASEAN region, was achieved through 2009.
The Government set an economic growth goal to 6.5% for the fiscal year of 2010.
Vietnam has a coastline of approximately 3,260km facing the South China Sea and there are more than
150 ports along the coastline, of which 6 ports, Northern, Central North, Central, Central South, Ho
Chi Minh City and Mekong, are designated as the most important port areas. Hai Phong International
Port (Northern), Van Phong International Port (Central South) and Cai Mep-Thi Vai International Port
(Ho Chi Minh City) are designated as strategically important ports (international gateways).
There are a number of port facilities in the environs of Ho Chi Minh City, but a plan to remove their
functions to the Cai Mep-Thi Vai International Port is in progress due to the many problems such as
traffic congestion in Ho Chi Minh City (running of large vehicles is permitted only at nighttime), aged
facilities, and poor dredging of navigational channels. It is expected that the future cargo handling
volume can be secured and the above problems can be solved by collecting the port facilities at the Cai
Mep-Thi Vai Port where the water is deep. This project is planned at the end of the Cai Mep – Thi Vai
Inter-port Road (Refer to Figure S1).
Figure S1 Project Location
0
10
20km
S-1
1.2 Necessity of the Project
This project is located at north-end of the Cai Mep – Thi Vai Inter-port Road, along which various
developments are ongoing at Cai Mep – Thi Vai International Port. When this project is completed, the road
is a shortcut to nearby industrial parks and Ho Chi Minh City. Therefore, the Project is expected to
contribute considerably to the business activity of the port facilities.
Photo-S1 shows an aerial view of the northern part of the international port and the location of Phuoc An
Bridge. This photo was taken several years ago. At the present time, however, numerous port facilities and
factories are under construction everywhere in the area as shown in Photos S2 and S3.
Photo S1 Northern Part of Cai Mep – Thi Vai International Port and Location of Phuoc An Bridge
Phuoc An Bridge
Phuoc An Port
Gas facility
My Xuan Port
Petro Vietnam Facility
Thi Vai River
Thi Vai Port
Inter-port Road
Photo S2
Construction of Cai Mep – Thi Vai International Port (1)
S-2
Photo S3
Construction of Cai Mep – Thi Vai International Port (2)
The Phuoc An bridge of this project is a part of the Cai Mep- Thi Vai Inter-port road, and it is located on
the east side of Cai Mep- Thi Vai international port. The Phuoc An bridge is located on the north side of the
Cai Mep- Thi Vai Inter-port road, goes across the Thi Vai river, and is connected with the road to a Phuoc
An industrial port that is the opposite bank. The road to a Phuoc An industrial port is connected with the
Ben Luc- Long Thanh expressway on the north side further. The south of the Thi Vai river is Ba Ria-Vung
Tau Province, and the north side is Dong Nai Province. The Phuoc An bridge is located in the province
border. The section to connected interchange on the road to a Phuoc An industrial port is in charge of the
Ba Ria-Vung Tau Province. According to the construction schedule of the two provinces, road construction
to a Phuoc An industrial port of the Dong Nai Province aims at the completion in 2013 and the Phuoc An
bridge construction of the Ba Ria-Vung Tau Province aims at completion in 2015. Both routes assume it is
very important in the economic development strategy and are placed by the most important project of the
two provinces.
The scope of the Project is shown in Figure S2.
Figure S2 Scope of the Project
N
Km 21+360
Km 18+100
0
500
1000 m
S-3
2. Basic Policy for Implementation of the Project
2.1 Basic Policy of Vietnam for Implementation of the Project
2.1.1 Outline of Cai Mep – Thi Vai Inter Port Road (Ba Ria – Vung Tau Province)
The large-scale port construction is actively ongoing in Cai Mep- Thi Vai international port now. However,
there is no road that passes this area while the port construction is large-scale now. As for the BVDOT (Ba
Ria – Vung Tau Province Department of Transportation), it is admitted that road works are late compared
with the ports construction, and is hoped for the completion at the early stage of this route. The route
divides into nine components and component No.2 in that is under construction by ODA. The object of this
project is component No.9. There is no plan to make the route and the Phuoc An bridge a pay system, and
it has the plan of the income by the port facilities use fee and the ship reach shore fee, etc. according to the
hearing of BVPPC. Figure S3 shows the outline of the route.
Figure S3 Outline of Cai Mep – Thi Vai Inter-port Road
0
2.5
5.0 km
A feasibility study was carried out by BRITEC in 2009 and the results have been approved by BVPPC in
August 2009. The title of the report is “Report on Investment Construction Project of Cai Mep – Thi Vai
Inter-port Road, Ba Ria – Vung Tau and Dong Nai Province” (hereinafter referred to as BRITEC Report).
This study reviews and updates, as appropriate, the BRITEC Report.
S-4
2.1.2
Outline of the Project
Phuoc An Bridge and the approach bridges are described in a part of BRITEC Report. Results of the review
and additional information on the Project are described below:
(1)
Route Length
The route length is 21.3km from the south of Cai Mep- Thi Vai international port of the Ba Ria-Vung
Tau Province to the road to the Phuoc An industrial port of the Dong Nai Province .
Phase No.1 and Phase No.2
(2)
Component No.9 is divided into Phase No.1 and Phase No.2. The Phase No.1 length is about 1.55km
from Km 18+100 to Km19+650, and the road of Phase No.1does not cross the Thi Vai river. The
Phase No.2 length is about 3.26km from Km 18+100 to Km 21+360. And Phuoc An bridge, the
approach road/bridge and grade-separated interchange at the end of alignment are included in the
content of Phase No.2.
Component No.0-No.8 and Phase No.1 of component No.9 schedules the completion in 2012, and
Phase No.2 schedules the completion in 2015. Section of this study is this Phase No.2.
(3)
Design Standard, Classification, Design Speed

Standard TCXDVN 104: 2007 (Urban Road Specifications for Design)

Urban road classification: Main urban road

Design speed (V) V=70km/ h

Width of Right of Way (W) W=50m
(4)
Cross section of the road
Typical cross sections are shown in Figures S4 and S5.
Figure S4 Cross Section for Component No.9 (Phase 1) (source: BRITEC Report ,2009）
S-5
Figure S5 Cross Sections for Component No.9 (Phase No2) (source: BRITEC Report ,2009）
Approach Bridge
Phuoc An Bridge
(5) Interchange plan at the end of alignment
The end of component No.9 that is the end of the Cai Mep- Thi Vai Inter-port road is connected with
the road to Phuoc An industrial port by the interchange of the trumpet type (Refer to Figure S6). The
BRITEC Report on the Cai Mep- Thi Vai Inter-port road is completed, and a part of section is under
construction now. However, there is only this simple drawing for the interchange at the end of
alignment now.
Figure S6 Proposed Interchange at the End of the Project (source: BRITEC Report)
S-6
The road profile is shown in Figure S7.
Figure S7 Road Profile (source: BRITEC Report)
2.1.3 Outline of Plan of the Road to Phuoc An Port (Dong Nai Province)
As for the construction of the road to a Phuoc An industrial port, the subsidiary company（Phuoc An port
Investment Exploitation Petro Company) of Vietnam Petro who is the donor of the Phuoc An port project
plans to execute it. A part of Phuoc An port and the road to a Phoc An industrial port schedule the opening
in 2013. And, the F/S report by the PORTCOAST consultant will be completed soon. There are a railway
plan and an existing gas pipeline in the approach bridge section. In hearing with DNPPC (Dong Nai
Provincial People’s Committee), it is said that there is no specific program of the railway at all. The
existing gas pipeline (The size of the pipe seems to be Φ200mm) is laid to the Phuoc An industrial port
schedule ground. There is no concrete relocation plan now. It is necessary to secure the distance from the
gas pipe by both sides 12.5m for each according to the safety standard in Vietnam. The distance on safety
is secured by 25m for each in the FS report by the PORTCOAST consultant.
The outline of the plan of Dong Nai Province is shown in Figure S8.
S-7
Figure S8 Outline of the Plan of Dong Nai Province
0
2.5
5.0 km
The cross section of the road to Phuoc An Industrial Port is shown in Figure S9. The half section is
scheduled to be constructed in Phase No.1. The width of 19m on both sides contains the frontage road
space in the future.
Figure S9 Typical Cross Section of the Road to Phuoc An Industrial Port
(Source: Dong Nai Provincial People’s Committee）
2.2
Basic Policy for Implementation of the Project
2.2.1 Traffic Demand Forecast
There is no description that used the numerical value for traffic in the future in BRITEC Report report. In
hearing with the BV-DOT and BV-consultant, the adoption of the number of four lanes is assumed to have
followed the content that the government referred in the past. In this study, to confirm traffic and the
number of lanes in the future, the traffic demand forecast was done.
S-8
“The Comprehensive Study on the Sustainable Development of Transport System (VITRANSS 2)”, JICA
Study, was conducted from July, 2007 to Sep, 2009. This study prepared person OD tables for 2008 by
vehicle type based on the existing traffic pattern. In addition, it prepared person OD tables by vehicle type
for 2010 and 2020 based on future socio-economic indicators, including population, number of jobs, etc.,
for each traffic zone. Afterwards, the zone was dropped from Province to District in "Survey & FS of Dau
Giay - Phan Thiet Expressway Project". Thereafter, the study for Missing Road of Ho Chi Minh City was
conducted. In this study, a peripheral road plan was reviewed as FS review of VITRANSS 2, and the traffic
demand forecast for the years of 2030 and 2020 was done.
In this study, the Cai Mep-Thi Vai international port zone is made as an independent zone by using the
above-mentioned final network. And, the traffic demand forecast for the year of 2030 and 2020 was
conducted being divide the amount of the freight in the future of Cai Mep - Thi Vai port and Vung Tau
port.
Based on the traffic demand forecast, it is considered reasonable to assume the required number of lanes is
four (4) for Cai Mep - Thi Vai Inter-port road. As a result, the total lane number including the mixed lane is
six (6).
2.2.2 Natural Conditions
(1)
Geographical and Geological Conditions
The project area is located approximately 40km southeast of Ho Chi Minh city, where the Quaternary
geology sediment, which is likely to seen at delta area, is mainly distributed since the location is outer
Mekong Delta Area. The soil properties of the area are mostly composed of alluvial deposits, and
the geological epoch is relatively young. Stretch of mangrove forest is covering over natural low-lying
area around the project area.
In general, low-lying area near a river mouth tends to show some particular phenomena due to the
influences of ebb and flow and/or ocean waves, such as (i) repeatedly fluctuation of pore water
pressure due to ground water level change, (ii) erosion due to water flow and waves, (iii) softening of
soil due to permeation and water exposure, (iv) eluviation and deposition of sodium, and (v) deflation
and hardening of soil.
(2)
Seismic Activities
In regard to the seismic activities in the south VietNam, sixty four (64) times of seismic activities have
been observed since the beginning of the seismic observation started 1903. The depth for seismic
center is relatively shallow; around 10km to 20 km from ground elevation, whereas not any
earthquakes have been recorded near the project area.
Referring to Figure 3-21 extracted from Vietnamese standard of “SPECIFICATION for BRIDGE
DESIGN (22TCN-272-05)”, the seismic class for this project shall be specified as Class 6.
S-9
(3)
Navigation Clearance
The navigation clearance for this project, which was approved by VietNam Maritime Department by a
letter 614/CHHVN-KHDT dated in April 3rd, 2009 (refer to Appendix-3), is shown in below table.
Table S1 Navigation Clearance for Phuoc An Bridge
Class of Vessel
30,000DWT
Navigation Height(H)
Mmax1%（+1.60m）+ 55.0m
Navigation Width(B)
120m（for one way flow）
239m（for two ways flow）
（Reference：BRITEC Report, 614/CHHVN-KHDT)
(4)
Other Natural Conditions
Data and information for other natural conditions, such as for climate/weather, river characteristics,
wind velocity/direction, were collected during the site survey. This study considered the data and
information.
2.2.3 Engineering Study
(1) Selection of Bridge Type of Phuoc An Bridge
The following three types are compared for Phuoc An Bridge based on the navigation
requirement of the width of 239m. The center span length is assumed to be 360m or more
considering the foundation size and the allowance.
Type 1:
Cable Stayed Bridge
Type 2:
Suspension Bridge
Type 3:
Arch Bridge
The comparison results are shown in Table S2.
Based on the comparison, a cable stayed bridge (Type1) is selected due to economic efficiency
and control of maintenance.
Figure S10 shows the general view of Phuoc An Bridge and the approach bridges.
S-10
Bridge Type
S-11
Type1
Type2
Type3
Economic 1.20
Because a large horizontal force
Constructive operate on Foundation, the
foundation dimension broaden
Maintenance Because the arch rib is a steelmade, it is required to repaint
painting though the concrete
girder.
There are a lot of numbers of
materials, and the operation and
Economic 1.25
Constructive operate on Anchorage, the
Maintenance Because the girder is a steel, it is
required to repaint the painting
of the girder though the concrete
Pylon.
【recommended practice】
Estimation
Economic 1.00
Due to structural feature, a
Constructive Large horizontal force doesn't
operate on foundation .
Maintenance Because Girder and Pylon are
concretes, The repainting
painting are unnecessary.
Table S2 Comparison of Bridge Types
＜― To Vung Tau
To Dong Nai ―>
Figure S10 General View
S-12
3. Scale of the Project
3.1 Construction Cost
Table S3 shows the construction cost based on the preliminary calculations. The construction cost is
approximately 21.2 billion JPY, or 4,986 billion VND. Assuming 10% of the construction cost for each of
the consultant fee and the contingency, the total cost is approximately 25.5 billion JPY, or 5,938 billion
VND.
Table S3 Preliminary Construction Expense
Item
JPY(Mill.）
VND(Mill.）
Equivalent
JPY(Mill.）
233
Equivalent
VND(Mill.)
233
161
458,522
2,129
496,004
5,963
1,127,364
10,801
2,516,696
5,533
117
437,599
20,945
7,411
207
1,726,693
48,121
87
45,905
284
66,105
61
11,920
1,192
1,192
14,305
80,243
2,170,577
217,058
217,058
2,604,693
405
21,236
2,124
2,124
25,484
94,432
4,948,051
494,805
494,805
5,937,661
General Item
L=2,478.5m
Approach Bridge
W=23.5m
Main Bridge
L=746m
Accessories
L=3,260m
Km18+100 to
Approach Road Km18+378.97
L≒280m
Interchange
1 Lot
Construction Cost
Consultant Fee
Contingency
Total
3.2
10%
10%
Calculation of Ratio of Material, Equipment and Others of Japan Origin
Table S4 shows the calculation of a ratio of material, equipment and others of Japan origin based on the
guidelines prepared by relevant ministries of Japan. As shown in the table, the 30% condition for STEP
scheme is satisfied.
Table S4 Ratio of material, equipment and others of Japan origin
Item
Cost for
Japanese
Technology
Material
Machine t
Stay cable
Wind
tunnel
test
Cast in pile
Cost
JPY( Mill.)
Remark
2,511
225
812
10
Sub total (ii) estimated in Table 8-5
Procured from Japan
Stay Cables (Material and installation cost)
Contain test Model
1,676
D=2.5m for Main bridge (Material and
installation cost)
10% of Construction cost (assumption)
- General and administrative cost: 7%
- Site office overhead: 3%
About 73 hundred-millions
Engineering
Total (i)
2,124
7,357
Total Project Cost (ii)
Ratio
21,236
34.6%
>30.0% (i)/(ii)
*: Material const shown in table 8-3 is exclusive of the material cost for stay cables.
*: Engineering cost is assumed as a summation of General and Administrative cost (7%) and Site Office
Overhead (3%: remuneration for Japanese engineers).
S-13
3.3 Overview of Preliminary Economic/Finance Analysis
3.3.1
Economic Analysis
In order to evaluate the effectiveness of this project from the viewpoint of the national economy, a
comparative analysis of economic cost and benefit both in the case of executing the project (With the
project) and not executing the project (Without the project) is carried out.
As the evaluation index, Economic Internal Rate of Return (EIRR), Benefit Cost Ratio (B/C Ratio) and Net
Present Value (NPV) are applied.
The results of the analysis based on the assumed benefits and costs are shown in Table S5.
As all the index values for the evaluation are at a good level, this project is considered to be economically
feasible.
Table S5 Results of cost benefit analysis (Discount Rate=15%)
B/C Ratio
Net Present Value (NPV)
EIRR
1.83
185.40 million US$
27.5 %
In the elements assumed for the economic analysis, variable factors are included in each element and some
elements are based on simple assumptions.
As a sensitivity analysis, some margin will be given in accordance with such variable factors and by
finding out how the result of the analysis will vary; the stability of the feasibility of this project will be
confirmed. The result of the sensitivity analysis is shown in Table S6.
Table S6 Result of Sensitivity Analysis on Economic Analysis
Benefit
20%
10%
0%
-10%
-20%
-20%
38.0%
35.6%
33.1%
30.4%
27.5%
-10%
34.8%
32.5%
30.1%
27.5%
24.8%
Cost
0%
32.0%
29.8%
27.5%
25.1%
22.5%
10%
29.6%
27.5%
25.3%
22.9%
20.5%
20%
27.5%
25.5%
23.3%
21.1%
18.7%
From the results of analysis shown in the above table, the value of EIRR exceeds 15% even in the case of
20% cost increase or 20% benefit decrease so the possibility of realization of this project is high.
3.3.2
Financial Analysis
The FIRR of the Project is 3.37% when the toll is assumed to be 2US$/PCU in the year of 2030. As the
value of 3.37% exceeds the standard value of 2.89% calculated based on the assumed proportion of
invested JPY and VND, the Project is considered to be financially viable.
In the elements assumed for this analysis (Investment cost and revenue), unknown factors are included.
Some margin will be added to each element corresponding to each unknown factor, the variation of the
S-14
result of the analysis is observed and the financial stability of this project will be verified.
The result of the sensitivity analysis on the financial analysis is shown in Table S7. From the table, it is
found that the value of FIRR does not satisfy the standard value by WACC in case of 10% cost increase
and 10% revenue decrease. Accordingly, the project shall be executed based on the proper construction
plan and operation plan. More specifically, the application of low interest and long term finance such as
STEP special Yen credit is an essential condition.
Table S7 Result of Sensitivity Analysis on Financial Analysis
-20%
Revenue
20%
10%
0%
-10%
-20%
6.02%
5.42%
4.79%
4.11%
3.37%
Construction cost
-10%
0%
5.22%
4.64%
4.03%
3.37%
2.66%
4.52%
3.96%
3.37%
2.73%
2.04%
10%
20%
3.91%
3.37%
2.79%
2.17%
1.49%
3.37%
2.84%
2.28%
1.66%
1.00%
3.3 Considerations on Natural and Social Environments
The Project for development of Cai Mep-Thi Vai International Port is now progressing. The Cai Mep-Thi
Vai Inter-Port Road Construction Project which includes the Phuoc An Bridge Construction Project is
considered as a part of the Project for development of Cai Mep-Thi Vai International Port. The EIA study
for the Cai Mep-Thi Vai International Port Project has already been conducted by the project proponent
and approved by MONRE and DONRE. According to the EIA report for the port development project
above mentioned, potential impacts on the environment, both natural and social, arising from the
implementation of the project are concluded to be not serious one. Apart from the EIA study for the
Cai Mep-Thi Vai International Port Project, EIA studies for the Component No.9 of the Inter-port road are
also required according to the Vietnamese environmental related laws and regulations. The EIA for the
Phuoc An Bridge construction project has not been conducted yet. Due to the reason that the Phuoc An
Bridge stretches over two provinces, Ba Ria-Vung Tau and Dong Nai, the EIA report prepared is appraised
and approved by MONRE.
This study is conducted in the earliest phase of the decision making process. The major objective of
“Environmental and social considerations” in project formation studies is to provide data to determine
whether the project should be taken to the next phase, and to clearly identify a broad range of items to be
investigated in the next phase, if the project goes forward, from an environmental and social standpoint.
According to the JBIC guidelines, all proposed projects are to be classified into three categories, namely
those likely to have a significant environmental and social impact (Category A), those likely to have a less
adverse environmental and social impact than that of Category A projects (Category B), and those likely
have a minimal or no adverse environmental and social impact (Category C). Based on the conclusion of
the EIA of the Cai Mep International Port development project, the Project of Phuoc An Bridge can be
classified into Category B project. Although submission of EIA reports to JBIC is not a mandatory
S-15
requirement for Category B project, it is recommended that the project proponent should submit the EIA
reports and environmental permit certificates issued by the government of Vietnam or other appropriate
authority following Category A projects.
In this study, major impacts on natural and social environments are reviewed in accordance with the JBIC
screening formats. The results are attached in the main report of this study.
4. Implementation Schedule
A tentative schedule from the present time to completion of the construction is shown in Table S8.
At the beginning, implementation method is discussed among relevant authorities in Vietnam. When the
implementation by Japanese ODA is selected, GOV (Government of Vietnam) request to JICA Hanoi for
the ODA application followed by bilateral discussion and investigation on the Project. In Table S8, it is
assumed that SAPROF (Special Assistance for Project Formation) is carried out because of the immature
level of BRITEC Report. When both countries agreed, the L/A (Loan Agreement) is signed by the two
countries based on the agreed TOR (Terms of Reference) of the ODA. A required period for the said
process varies depending on the contents of a project. Based on the information of the past similar projects,
the time of the L/A is assumed to be January 2013.
After the L/A, works including selection of the consultant, the design phase and bidding for contractors are
carried out. The period of the design phase is assumed to be 11 months including F/S review, B/D (Basic
design) and D/D (Detailed Design). The commencement time of the construction is assumed to be October
2015.
The construction would require 41 months based on the study resulted in the completion time of the end of
February 2019.
5. Feasibility on ODA Request and Implementation
The Project is currently planned by BVPPC although it has been included in the traffic master plan of
HCMC region. The first step for BVPPC is to request the MOT for probability of ODA implementation.
Funding by GOV is not likely because of the large project scale. Private sectors may be reluctant to invest
on the Project because of the large scale and the low FIRR. In addition to these financial problems, the
Project requires the state-of-the-art technology on the design and construction of a cable stayed bridge. The
technology has not fully established in Vietnam. Because of these reasons, BVPPC hope that Phuoc An
Bridge is constructed by Japanese ODA having high reputation on the quality and schedule management.
Therefore, no serious obstacle are found for the ODA implementation.
Many foreign countries, such as China, Korea and Switzerland, are investing on the port facilities and
factories in nearby industrial parks. Under the situation, Japan is expected to provide advice and assistance
for the implementation of the Project. This would be a good opportunity for Japan to impress people with
its existence.
S-16
Table S8 Entire Project Schedule (tentative)
S-17
6. Superiority of Japanese Firms in Technology
As stated foregoing, design and construction of a cable stayed bridge of which center span is 360m requires
not only sophisticated knowledge but also high-developed equipment and materials. Japan has vast of
overseas experiences and lead the state-of-the-art technology in this area. Moreover, the Japanese
technologies and experiences for wind tunnel tests and wind-resistant stability design are also leading the
edge of the world.
Additionally, some other Japanese technologies, which are applicable to the Project, such as Vacuum
Consolidation Method (VCM) for soft ground improvement, Screwed Steel Pile foundation and Structural
Health Monitoring System (SHMS) are also quite unique and competitive technologies.
Based on the above, it is quite apparent that Japanese firms have enough competitive power and a
possibility of participation to the Project.
As stated above, Japanese firms have sufficient competitiveness in terms of economic efficiency, quality
control and resolution of technical difficulties, etc. Consequently, application of the technologies, which
make the participation of Japanese firms who are familiar to the leading-edge technologies developed by
Japan dominantly, is essential to this project. It is recommended to propose and exhibit above
competitiveness of Japan working on the cutting edge of bridge engineering. This approach would also
provide Japanese firms and technologies with good opportunities of orders.
7. Specific Schedule until L/A and Potential Risks for Implementation
Table S9 shows a tentative schedule from the present time to L/A.
No considerable risks are found in the schedule because the counterpart wish to complete the Project under
STEP scheme of Japanese ODA.
Many large scale road/bridge projects are simultaneously ongoing in Vietnam, in some of which the
schedule is behind the original one. The main reason is the resettlement and land procurement. In this
Project, however, almost no people are living in the area. Therefore, social problem could be solved
relatively easy once compensation for fishery and shrimp farming is smoothly agreed.
One little concern may be a possible delay of the process due to negotiation and administrative procedures
among the two countries, which could be managed by close communication and cooperation.
In Table S9, the time of L/A is assumed to be January 2012. A potential risk to decelerate the
implementation schedule may be an internal factor of the two countries.
8. Project Location Map
Figure S11 shows the project location.
S-18
Table S9 Tentative Schedule from Present to L/A and Design Phase
S-19
N
HANOI
Figure S11 Project Location
DA NANG
HCMC
0
200km
Bien Hoa
Long Thanh Airport
HCMC
Express Highway
National Highway
Ben Luc
Industrial Aria
Phuoc An Bridge
Cai Mep-Thi Vai Inter-Port Road
0
10
20km
Cai Mep-Thi Vai Inter-Port
S-20
Vung Tau
Chapter 1
1.1
Outline of Vietnam and Related Sectors
Economic and Financial Background of Vietnam
1.1.1 Economic Background
(1) Macroeconomic Situation
The Socialist Republic of Viet Nam (hereinafter referred to as “Vietnam”) enacted the Doi Moi
(Renovation) Policy in 1986 and began obtaining its effects around 1989. After that, economic growth
in Vietnam continued as high as 9% for the years of 1995 and 1996. In 1997, however, tendencies such
as slow-down of the growth rate surfaced and foreign direct investment abruptly decreased under the
impact of the Asian economic crisis, thereby decreasing the growth rate to 4.8% in 1999.
After that, the growth rate continued to recover to 6.7% in 2000, 7.2% in 2003, 8.4% in 2005 and 8.5% in
2007. Especially, the Corporation Law enacted in 2000 (the revised Law was enacted in November
2005) simplified the procedure of establishing a private company and accelerated the establishment of
corporations, resulting in the recovery of the national economy.
In recent years, Vietnam has promoted
the market economy and integration with the international economy and it became a WTO member
officially in January 2007. However, the chronic foreign trade deficit and causes of concern including
immature investment environment remain. The economic growth rate in 2008 decelerated to 6.3% under
the effect of impacts such as the high inflation rate (19.9% over the previous year) and the global
economic crisis. In 2009, the growth rate in the first quarter further slowed down to 3.1% under the
global economic crisis. However, the growth rate in the 4th quarter recovered to 6.9%, the level before
the crisis, because the governmental policies of economic stimulus and monetary easing worked well, and
private consumption and domestic investment levered up the economy. A growth rate of 5.3%, which
was the second highest rate in the ASEAN region, was achieved through 2009. The Government set an
economic growth goal to 6.5% for the fiscal year of 2010.
1-1
Table 1 – 1 Macroeconomic Indexes in Vietnam
As of November 2010 (Units: Local currency = dong; Rate = %)
Year
Real GDP growth rate
Total nominal GDP (dong)
Total nominal GDP (dollar)
Total nominal GDP - Remarks
GDP per head (nominal) (dollar)
Consumer price increase rate
Consumer price increase rate - Remarks
Unemployment rate
Unemployment rate - Remarks
Current balance (international basis)
(dollar)
Trade balance (dollars)
Foreign exchange reserves (dollar)
Foreign debt balance (dollar)
Exchange rate (against dollar) – Interim
mean value
Exchange rate (against dollar) –
Term-end value
Money supply growth rate
Exports (dollar)
Exports (dollar) - Remarks
Exports to Japan (dollar)
Exports to Japan (dollar) - Remarks
Imports (dollar)
Imports (dollar) - Remarks
Imports from Japan (dollar)
Imports from Japan (dollar) - Remarks
Direct investment received (dollar)
Direct investment received (dollar) Remarks
Year
Real GDP growth rate
Total nominal GDP (dong)
Total nominal GDP (dollar)
Total nominal GDP - Remarks
GDP per head (nominal) (dollar)
Consumer price increase rate
Consumer price increase rate - Remarks
Unemployment rate
Unemployment rate - Remarks
Current balance (international basis)
(dollar)
2000
2001
6.79
441,646,000,000,000
31,172,737,989
6.89
481,295,000,000,000
32,685,124,820
2002
7.08
535,762,000,000,000
35,064,105,501
2003
7.34
613,443,000,000,000
39,552,470,728
2004
7.79
715,307,000,000,000
45,427,854,693
402
-1.6
Previous year =100
6.42
413
-0.4
Previous year =100
6.28
440
3.9
Previous year =100
6.01
489
3.1
Previous year =100
5.78
554
7.8
Previous year =100
5.60
Urban areas
Urban areas
Urban areas
Urban areas
Urban areas
1,107,000,000
-1,153,800,000
3,416,510,000
682,000,000
-1,188,800,000
3,674,570,000
-673,000,000
-3,039,500,000
4,121,050,000
-1,931,000,000
-5,106,500,000
6,224,180,000
-1,564,000,000
-5,483,800,000
7,041,460,000
12,825,000,000
12,585,000,000
13,344,000,000
14,100,000,000
15,266,000,000
14,167.7000
14,725.2000
15,279.5000
15,509.6000
15,746.0000
14,514.0000
35.4
14,482,700,000
15,084.0000
27.3
15,029,200,000
15,403.0000
13.3
16,706,100,000
15,646.0000
33.1
20,149,300,000
15,777.0000
31.0
26,485,000,000
2,575,200,000
2,509,800,000
2,437,000,000
2,908,600,000
3,542,100,000
15,636,500,000
16,218,000,000
19,745,600,000
25,255,800,000
31,968,800,000
2,300,900,000
2,183,100,000
2,504,700,000
2,982,100,000
3,552,600,000
2,838,900,000
Incl. new expansion
on registered capital
base
2005
3,142,800,000
Incl. new expansion
base
2006
2,998,800,000
3,191,200,000
4,547,600,000
Incl. new expansion on
registered capital base
2007
2008
2009
8.44
839,211,000,000,000
52,917,352,401
8.23
974,266,000,000,000
60,913,325,372
8.46
1,143,715,000,000,000
71,015,703,100
6.18
1,485,038,000,000,000
91,093,772,044
637
8.3
Previous year =100
5.31
724
7.5
Previous year =100
4.82
835
8.3
Previous year =100
4.64
1,048
23.0
Previous year =100
4.65
5.32
1,658,389,000,000,000
97,180,151,303
Presumed value
1,068
6.9
Previous year =100
4.60
Urban areas
Urban areas
Urban areas
Urban areas
Urban areas
-560,000,000
-163,000,000
-6,992,000,000
-10,705,000,000
-7,400,000,000
Trade balance (dollars)
Foreign exchange reserves (dollar)
-4,314,000,000
9,050,560,000
-5,064,900,000
13,384,100,000
-14,203,300,000
23,479,400,000
-18,028,700,000
23,890,300,000
-12,852,500,000
16,447,100,000
Foreign debt balance (dollar)
Exchange rate (against dollar) – Interim
mean value
Exchange rate (against dollar) –
Term-end value
Money supply growth rate
Exports (dollar)
Exports (dollar) - Remarks
Exports to Japan (dollar)
Exports to Japan (dollar) - Remarks
17,200,000,000
19,100,000,000
23,200,000,000
29,400,000,000
36,600,000,000
15,858.9000
15,994.3000
16,105.1000
16,302.3000
17,065.1000
15,916.0000
30.9
32,447,100,000
16,054.0000
29.7
39,826,200,000
16,114.0000
49.1
48,561,400,000
16,977.0000
20.7
62,685,100,000
4,340,300,000
5,240,100,000
6,090,000,000
8,467,800,000
17,941.0000
n.a.
57,096,300,000
Presumed value
6,291,800,000
Presumed value
Imports (dollar)
Imports (dollar) - Remarks
Imports from Japan (dollar)
Imports from Japan (dollar) - Remarks
Direct investment received (dollar)
Direct investment received (dollar) Remarks
36,761,100,000
44,891,100,000
62,764,700,000
80,713,800,000
4,074,100,000
4,702,100,000
6,188,900,000
8,240,300,000
6,839,800,000
Incl. new expansion
base
12,004,000,000
Incl. new expansion
base
21,347,800,000
71,726,000,000
69,948,800,000
Presumed value
7,468,100,000
Presumed value
23,107,300,000
[Source] JETRO Website “Information by country/region” (J-FILE)
Real GDP growth rate, total nominal GDP, consumer price increase rate, unemployment rate, trade balance, export/import amount, export/import to/from Japan, direct
investment received, GDP structure by industry, and total domestic expenditure breakdown: General Statistics Office of Vietnam Website:
http://www.gso.gov.vn/default_en.aspx?tabid=491
Current balance and foreign debt balance: World Bank "A World Bank Economic Update for the East Asia and Pacific Region"
GDP per head: IMF "World Economic Outlook Database"
Foreign exchange reserves and exchange rate: IMF "IFS" CD-ROM
Money supply growth rate: IMF "International Financial Statistics Yearbook"
Note:
Money supply growth rate: “Broad Money” in IMF "International Financial Statistics Yearbook 2010" was stated as money supply growth rate.
1-2
(2) Outline of Industry
According to the statistics for the past 10 years on the structure by industry of the gross domestic
product (GDP) of Vietnam, the total GDP amount grew by a factor of about 1.9 over 10 years. [273,666
×1 billion dong (2000) ~ 516,678×1 billion dong (2009)]. The yearly growth rate was a little more
than 8%. The GDP value by industry surely increased, but the growth rate decreased from 26% to
23% in the primary industries (agriculture and fishery) and from 8% to 5% in the secondary industries
(mining industry).
Instead, the third industries (manufacturing and service industries) showed a
remarkable growth.
development.
The above decrease can be recognized as a characteristic of economic
Figures 1-1 through 1-3 show the GDP structure by industry in Table 1-2 in graphs.
Table 1 – 2 GDP Structure by Industry (Real figures)
Unit: 1 billion dong
Sector
Agroforestry
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
57,037
58,169
60,480
62,350
64,717
66,707
68,752
70,585
73,795
74,828
Fishery
6,680
7,449
7,872
8,477
9,200
10,181
10,972
12,132
12,792
13,340
Mining
18,430
19,185
19,396
20,611
22,437
22,854
22,397
21,904
21,065
22,669
Manufacturing
51,492
57,335
63,983
71,363
79,116
89,338
101,269
113,801
124,935
128,386
6,337
7,173
7,992
8,944
10,015
11,247
12,361
13,485
14,842
16,181
Construction
20,654
23,293
25,754
28,481
31,053
34,428
38,230
42,875
42,712
47,563
Trade
44,644
47,779
51,245
54,747
59,027
63,950
69,418
75,537
80,654
86,847
Utilities
Hotel/restaurant
business
Transportation/
warehousing/
communication
services
8,863
9,458
10,125
10,646
11,511
13,472
15,145
17,086
18,579
19,005
10,729
11,441
12,252
12,925
13,975
15,318
16,870
18,793
21,031
22,815
Real estate industry
12,231
12,631
13,106
13,796
14,396
14,816
15,252
15,872
16,268
16,684
Total (incl. others)
273,666
292,535
313,247
336,242
362,435
393,031
425,373
461,344
490,458
516,568
[Source] JETRO Website “General Statistics Office of Vietnam”
[Note] Base year: 1994
The figures in 2009 are tentative values.
1-3
Figure 1-1 GDP Change for Past 10 Years
Unit: 1 billion dong
600,000
500,000
400,000
300,000
200,000
100,000
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
Figure 1-2 Structural Ratio by Industry (2000)
Transportation/
warehousing/
communication services
5%
Real estate
industry
5%
Agroforestry
23%
Hotel/restaurant business
4%
Trade
19%
Fishery
3%
Mining
8%
Construction
9%
Manufacturing
21%
Utilities
3%
1-4
2009
Figure 1-3 Structural Ratio by Industry (2009)
Transportation/
warehousing/
communication services
5%
Real estate
industry
4%
Agroforestry
17%
Fishery
4%
3%
Mining
5%
Trade
19%
Construction
11%
Manufacturing
28%
4%
Utilities
(3) Population in Vietnam
The population in Vietnam is approximately 85,790,000 (according to the census as of April 1, 2009).
The yearly rate of increase of population is 1.2% (average for past 10 years). The population ratios
form a pyramid structure, most of which are people younger than the thirties and the forties. This
means that Vietnam has a plentiful work force and has a high consuming population and a sufficient
number of people who will shoulder the future economic growth.
Figure 1-4 Population Ratios in Vietnam
[Source]: General Statistics Office of Vietnam Website http://www.gso.gov.vn/default_en.aspx?tabid=491
1-5
(4) Foreign Direct Investment
The total number of applications for investment in Vietnam was 85 million and amounted to 124 billion
US dollars. The applications implemented amounted to nearly 48 billion US dollars. The amount of
FDI (Foreign Direct Investment) accounted for 25 to 30% of the total amount of investment, and
exports showed a growth rate of more than 25%. In one year this was 56%, and the number in the
workforce is 1.7 million. Approximately 2.5 billion US dollars were received into the national budget
in 2009. According to the evaluation by Foreign Investment Agency (FIA), Ministry of Planning and
Investment (MPI), the FDI influenced the change of economic structure, promoted technological
transfer and contributed to the national budget. In addition, the FDI had much influence on a wide
range of other economic activities to improve the administrative procedures. Actually, however, the
structure of FDI funds has changed.
According to the statistics by Foreign Investment Agency, Ministry of Planning and Investment, the
FDI structure showed a large change over the years from 2001 to 2009. The FDI funds in Industrial
and construction sectors accounted for 85% of the total investment until the beginning of the 2000’s,
but the FDI in these sectors decreased to 22% of the total investment up to 2009. Conversely,
investment in the service sector increased from 7% to 77% over the same period. In comparison with
the “FDI procurement standard” recommended by IMF, which is applicable to the long-term
investments in the high-tech processing industry sector, Vietnam is surely backward.
Japan and the countries of the EU which have modern technology contributed only a small percentage
of the FDI. The U.S.A ranked in first place in 2009 by making large scale investments mainly in the
hotel business and real estate industry.
Table 1-3 Domestic Direct Investment Statistics (by Country/Region)
Unit: million dollars, % and case
2008
2009
Invested Amount
Percentage
Number of Cases
Invested Amount
Percentage
Growth Rate
U.S.A.
1,914
2.9
43
5,948
36.4
210.8
Korea
4,020
6.0
204
1,598
9.8
△60.3
Taiwan
8,879
13.4
53
1,356
8.3
△84.7
U.K.
584
0.9
33
1,074
6.6
84.1
Hong Kong
678
1.0
39
742
4.5
9.5
5,245
7.9
98
469
2.9
△91.1
573
0.9
48
180
1.1
△68.5
15,074
22.7
29
151
0.9
△99.0
7,654
11.5
77
138
0.8
△98.2
Australia
196
0.3
24
90
0.6
△54.1
France
633
1.0
32
88
0.5
△86.1
3,933
5.9
19
77
0.5
△98.0
66,500
100.0
839
16,345
100.0
△75.4
Singapore
China
Malaysia
Japan
Thailand
1-6
[Note]: New investment on an approval base, excluding of expansion investments. The U.K. includes Virgin Islands,
Cayman Islands, and Saint Christopher and Nevis.
[Source]: JETRO Website: Prepared based on the materials of Ministry of Planning and Investment (MPI).
Table 1-4 Domestic Direct Investment Statistics (by Sector)
Unit: Million dollars, % and cases
2008
2009
Amount
Percentage
Cases
Amount
Percentage
Growth Rate
23,067
34.7
39
7,372
45.1
△68.0
Hotel/Restaurant Business
2,606
3.9
32
4,983
30.5
91.2
Processing/ Manufacturing
35,043
52.7
245
2,220
13.6
△93.7
69
0.1
6
397
2.4
475.4
Construction
452
0.7
74
388
2.4
△14.2
Art/Entertainment
587
0.9
12
292
1.8
△50.3
Retailing/Repair
126
0.2
115
192
1.2
52.4
86
0.1
16
129
0.8
50.0
507
0.8
26
110
0.7
△78.3
76
0.1
148
89
0.5
17.1
2,438
3.7
63
68
0.4
△97.2
272
0.4
16
62
0.4
△77.2
66,500
100.0
839
16,345
100.0
△75.4
Real Estate
Mining
Lifeline
Transportation/ Warehousing
Chemical Engineering
Information/ Communications
Agriculture, Forestry and Fishery
[Note]: New investments on approval base, excluding of expansion investments.
[Source]: JETRO Website: Prepared based on the materials of Ministry of Planning and Investment (MPI)
1.1.2 Financial Background
In the export statistics (by country/region), exports to the U.S.A. and Japan ranked high, accounting for
19.9% and 11.0% respectively, but decreased compared with the previous year. Instead, exports to China
and Korea increased. In the export statistics (by item), sewing products, crude oil, marine products and
shoes ranked high in this order, but decreased below the previous year. Instead, computer and electronic
products and parts therefor increased though a little higher. In the import statistics (by country/region),
China ranked in the highest place, followed by Japan, Korea, Taiwan, Thailand in the Asian region, but the
imports from those countries decreased except China. In the import statistics (by item), machinery and
equipment and parts therefor ranked highest, followed by oil products, and iron and iron scraps, but those
items decreased.
Total exports decreased from 62,685 million dollars in 2008 to 57,096 million dollars, and total imports also
decreased from 80,714 million dollars in 2008 to 69,949 million dollars in 2009. Imports were higher than
exports, but the balance decreased.
1-7
Table 1-5 Export Statistics (by Country/Region)
Unit: Million dollars, %
2008
2009
Amount
Amount
Percentage
Growth Rate
U.S.A.
11,869
11,356
19.9
△ 4.3
Japan
8,538
6,292
11.0
△ 26.3
China
4,536
4,909
8.6
8.2
Australia
4,225
2,277
4.0
△ 46.1
Singapore
2,660
2,076
3.6
△ 22.0
Korea
1,784
2,065
3.6
15.8
Germany
2,073
1,885
3.3
△ 9.1
U.K.
1,581
1,329
2.3
△ 15.9
Thailand
1,349
1,266
2.2
△ 6.2
62,685
57,096
100.0
△ 8.9
Total (FOB)
[Source]: JETRO Website Statistic Materials: General Statistics Office of Vietnam and General Department of Custom of
Vietnam.
[Note]: The above figures are on a customs clearance base and the figures in 2009 are tentative values.
Table 1-6 Export Statistics (by Item)
2008
2009
Amount
Amount
Percentage
Growth Rate
9,120
9,066
15.9
△ 0.6
10,357
6,195
10.9
△ 40.2
Marine Products
4,510
4,251
7.4
△ 5.7
Shoes
4,768
4,067
7.1
△ 14.7
Computer and Electronic Products/Parts
2,638
2,763
4.8
4.7
793
2,732
4.8
244.5
Rice
2,894
2,664
4.7
△ 7.9
Woods/Wooden Products
2,829
2,598
4.6
△ 8.2
Coffee
2,111
1,731
3.0
△ 18.0
Coal
1,388
1,317
2.3
△ 5.1
62,685
57,096
100.0
△ 8.9
Sewing products
Crude Oil
Jewelry/Precious Metals
Total (FOB)
[Source]:
Vietnam.
JETRO Website Statistic Materials: General Statistics Office of Vietnam and General Department of Custom of
[Note]: The above figures are on a customs clearance base.
1-8
Table 1-7 Import Statistics (by Country/Region)
2008
2009
Amount
Amount
Percentage
Growth Rate
China
15,652
16,441
23.5
5.0
Japan
8,241
7,468
10.7
△ 9.4
Korea
7,066
6,976
10.0
△ 1.3
Taiwan
8,363
6,253
8.9
△ 25.2
Thailand
4,906
4,514
6.5
△ 8.0
Singapore
9,393
4,248
6.1
△ 54.8
U.S.A.
2,635
3,009
4.3
14.2
Germany
1,480
1,587
2.3
7.2
970
1,415
2.0
45.9
80,714
69,949
100.0
△ 13.3
Russia
Total (CIF)
Vietnam.
[Note]:
The above figures are on a customs clearance base.
Table 1-8 Import Statistics (by Item)
2008
2009
Amount
Amount
Percentage
Growth Rate
Machinery and Equipment/Parts therefor
13,994
12,673
18.1
△ 9.4
Oil Products
10,966
6,255
8.9
△ 43.0
Iron and Iron Scrap
6,721
5,361
7.7
△ 20.2
Textiles/Clothing Materials
4,458
4,226
6.0
△ 5.2
Automobile Parts
1,918
1,802
2.6
△ 6.0
Chemical Products
1,604
1,580
2.3
△ 1.5
Fertilizers
1,473
1,415
2.0
△ 3.9
Automobiles (Cars, Trucks, etc.)
1,040
1,269
1.8
22.0
Medicines and Drugs
864
1,097
1.6
27.0
Bicycle Parts
625
621
0.9
△ 0.6
80,714
69,949
100.0
△ 13.3
Total (CIF)
Vietnam.
[Note]:
The above figures are on a customs clearance base.
1-9
1.1.3 Economic Relationship with Japan
(1) Scale and Results of Japan’s ODA Grants
Economic cooperation with Japan was restarted in November 1992. Japan is the largest assistance
country for Vietnam in the world, and the ODA loan in 2009 amounted to 1465.6 billion yen (on an
exchange of notes base), the highest value ever in the past.
Table 1-9 Scale and Results of Japan’s ODA Grants to Vietnam
FY2000
FY2001
FY2002
FY2003
FY2004
FY2005
FY2006
FY2007
FY2008
ODA loan
709.04
743.14
793.30
793.30
820.00
908.20
950.78
978.53
832.01
Grant Aid
80.67
83.65
52.37
56.50
49.14
44.65
30.97
21.18
26.63
Technical
Cooperation
74.32
79.09
67.08
55.77
57.11
56.51
52.75
51.98
59.65
[Source]: Ministry of Foreign Affairs Website /http://www.mofa.go.jp/mofaj/area/vietnam/data.html
[Note]: “Fiscal Year” is based on the signatory date of the exchange of notes for loans (ODA loans) and the budgetary year for
grand aids and technical cooperation. The amount is on an exchange of notes basis for loans and grant aid and on an actual
expense basis for technical cooperation.
1.2
Outline of Sectors for the Project
This Project is intended for the Department of Transportation (DOT) under the control of the Ba Ria-Vung
Tau Provincial People’s Committee (hereinafter referred to as “BVPPC”).
The BVPPC is also the
counterpart for this Study. BVPPC is carrying out activities for infrastructure development and welfare
improvement. Small and medium scale road construction and rehabilitation have been undertaken by
BVPPC independently, but large scale projects such as the construction of Phuoc An Bridge have been
implemented under the command of the Ministry of Transportation.
1.3
Present Conditions of Project Areas
1.3.1
Outline of Ports
Vietnam has a coastline of approximately 3,260km facing the South China Sea and there are more than
150 ports along the coastline, of which 6 ports, Northern, Central North, Central, Central South, Ho
Chi Minh City and Mekong, are designated as the most important port areas. Hai Phong International
Port (Northern), Van Phong International Port (Central South) and Cai Mep-Thi Vai International Port
(Ho Chi Minh City) are designated as strategically important ports (international gateways).
There are a number of port facilities in the environs of Ho Chi Minh City, but a plan to remove their
functions to the Cai Mep-Thi Vai International Port is in progress due to the many problems such as
traffic congestion in Ho Chi Minh City (running of large vehicles is permitted only at nighttime), aged
facilities, and poor dredging of navigational channels. It is expected that the future cargo handling
volume can be secured and the above problems can be solved by collecting the port facilities at the Cai
Mep-Thi Vai Port where the water is deep.
1-10
Figure 1-5 Port Locations in Vietnam
People's Republic
of China
N
HANOI
Northern
Central
North
Central
DA NANG
Central
Central
South
South
HCMC
HCMC
Mekong
0
100
200 km
Source: IBC Ports & Logistics 2008（Ho-Kim-Law)
SEAPORT SYSTEM IN THE SOUTHERN KEY AREA OF VIETNAM:
PRESENT STATUS AND DEVELOPMENT STRATEGIES
1.3.2
Current Conditions of Existing Roads
The National Highway Route No. 51 is provided with 2 lanes (one lane on each side) and there are
housing areas scattered along it.
As it is subject to chronic traffic congestion, widening work on the
entire route is making progress at present. Along with the construction of port facilities, access roads
from National Highway Route 51 to port areas are under construction.
1-11
Figure 1-6 Current Conditions of Existing Roads
Congestion on Route No. 51
1.3.3
Access road connecting Route No. 51 to port facilities
Construction Conditions of Port/Industrial Facilities
The present construction status of the port/industrial facilities is shown in Figure. 1-7 (photographed on
December 1, 2010).
Figure 1-7 Present Construction Status of Port/Industrial Facilities
1-12
1.3.4
Present Status of North-South Highway through Cai Mep-Thi Vai Port
The present status of the north-south highway running through Cai Mep-Thi Vai Port is shown in Figure.
1-8 (photographed on December 1, 2010).
Figure 1-8 Present Status of North-South Highway through Cai Mep-Thi Vai Port
Component 5 except the median strip has
been completed and put into use.
Other components are as follows:
Component 1:
Planned to start construction
work within 2011.
Component 2 (ODA section): Under construction
Component 3:
Under construction
Component 4:
Under construction
Component 6:
Planned to start construction
work within 2011.
Component 7:
Under design
Components 8 and 9: Under review
Some plants have been completed and the
premises of each plant have been paved using
their own funds. [The photo left shows the
facility
of
POSCO
company in Korea).]
1-13
(iron-manufacturing
1.3.5
Construction Point of Phuoc An Bridge
The present status of the construction point of Phuoc An bridge is shown in Figure. 1-9 (photographed on
December 1, 2010).
Figure.1-9 Present Status of Phuoc An Bridge
On the right bank side, there is a mangrove
wood at present. It is planned to construct
the Phuoc An port on the left side of the
above photo.
On the left bank side, there are a mangrove
wood and a wetland.
It is planned to
construct the VINALINES facilities under
the planned construction point of the bridge.
1-14
Chapter 2 Study Method
2.1 Study Contents
This study is for Phuoc An Bridge Construction Project on Cai Mep – Thi Vai Inter-port Roads (hereinafter
referred to as “the Project”) and the Counterpart is Ba Ria – Vung Tau Provincial People’s Committee
(hereinafter refereed to as “the Counterpart” or “BVPPC”)..
The Project Manager and each study member carried out survey and study for the following items for the
Project.
(1)
Technical feasibility
(2)
Cost estimate and scheduling
(3)
Social and environmental consideration
(4)
Economic and financial feasibility
(5)
Applicability of Special Terms for Economic Partnership (hereinafter referred to as “STEP”)
scheme of Official Development Assistance (hereinafter referred to as “ODA”) of Japan.
Main activity of each study member is described below.
2.1.1
Bridge Plan And Design
Information for design standards and regulations are collected and reviewed. Design conditions including
navigation requirements of the Thi Vai River at the bridge site are reviewed and confirmed. Referring to
existing relevant documents and geographic/topographic data in addition to the investigation and review on
the conditions at the proposed bridge location, studies on bridge plan, type and outline design are carried out.
Throughout the study, applicability of Japanese technology for the Project is considered.
2.1.2
Traffic Demand Forecast
The traffic demand forecast is carried out by data collection and analysis on the social and economic
conditions, traffic condition, existing and future traffic network, traffic volume data and relevant existing
information. In addition, the conditions of the project area and traffic conditions of major roads including the
vicinity of the Project are confirmed.
2.1.3
Road Planning
Data collection and the analysis are carried out for existing information including the status of transport
infrastructure and traffic master plan at the study area in addition to the natural conditions including
geographic/topographic conditions, the river and the climate. Road design standards and technical feasibility
for the proposed road plan are confirmed. The implementation plan and the progress of the nearby projects are
also conformed. At the road planning, reduction of the project costs, the connection to nearby roads and
consistency with relevant regional development plans are considered.
2-1
2.1.4
River and Natural Conditions
River navigation conditions are examined because large ships are operated along the Thi Vai River where
many port facilities and industrial parks are constructed or planned in the future. A boring test cannot be
carried out at the bridge location because the project area is covered with muddy mangrove forest.
Therefore, existing information and data obtained from nearby projects, including the test results, are
collected and reviewed to confirm geological and soil conditions. The results of the review and analysis on
the natural conditions and the river characteristics are reflected on the bridge design and project
implementation plan.
2.1.5
Environmental and Social Considerations
Screening and selection of potential problems on the environment are carried out based on the JBIC
Environmental and Social Considerations Guidelines. Review and study are conducted for relevant
environmental laws and regulations, implementation process of Environmental Impact Assessment
(hereinafter referred to as “EIA”), and existing data. A hearing is conducted from relevant local authorities
about land acquisition and resettlement plans. The effects and influences are investigated when reduction of
contaminated materials and/or greenhou8se gas are expected from the traffic demand forecast.
2.1.6
Construction Schedule and Cost Estimate
Project costs are estimated based on construction equipments and ability of contractors, the unit prices, cost
data in similar project in Vietnam, the quarterly construction indices published by the Ministry of
Transportation of Vietnam
A proper implementation schedule is proposed based on the review of the plan proposed by Vietnamese
consultants. Costs required for the bridge maintenance are also estimated.
2.1.7
Financial and Economical Analysis
Based on the basic idea on economical and financial analysis, a cost-benefit analysis is conducted assuming
with and without the Project. Economical feasibility of the Project is evaluated by calculating the economic
internal rate of return (EIRR), the net present value (NPV) and the benefit-cost ratio (BCR). The analysis
considers the application of STEP conditions reviewing the situation of the implementation authorities for
fund raising and financial conditions.
2-2
2.2 Study Method and Organization
2.2.1
Work Description
(1)
1)
Work Items
Works in Japan
a)
Preparative works
Survey planning and collection and analysis of existing information/data
b)
Planning and design
Verifying bridge route; examining design standards; bridge plan; bridge outline design;
road plan; traffic demand forecast
c)
River and natural conditions
Climate, topography, and soil conditions at the project area; river characteristics of the
Thi Vai River
d)
Environmental evaluation and analysis
Evaluation for environmental and social considerations; examination of environmental
aspects
e)
Summary project costs and implementation schedule
Project cost estimate; calculation of maintenance costs; study on construction plan; study
on implementation plan
f)
Financial and economic analysis
Cost-benefit analysis; economical and financial feasibility of the Project
2)
Works in Vietnam
a)
Site investigation and information collection
Verifying local conditions through on-site surveys; meeting/hearing with related
authorities, consultants and project staff; confirmation of the traffic master plan and the
port master plan; collection of related development plans: information collection of
economic, financial and social issues; data collection for climate, topography, soil
conditions, hydrological data, river characteristics, navigation requirements, ship
operation, social/environmental data, traffic conditions, design standards and cost
estimate,
b)
Review and analysis of collected information
Social economy; environmental and social considerations; bridge route: road and traffic;
bridge planning; bridge outline design; bridge maintenance; construction plan; project
costs
2-3
(2)
1)
Report preparation and reporting to related authorities/groups
Reporting to Ernst & Young Shin Nihon LLC (SNC) and Japan External Trade Organization
(JETRO)
2)
a)
Intermediate report meeting: 24 December 2010
b)
Final report meeting: scheduled at the beginning of February 2011
Reporting to related authorities/groups
During the second study trip to Vietnam, scheduled in the middle of January 2011, the Study
Team will report and explain the results of the study to the following groups;
a)
Ba Ria – Vun Tau Provincial People’s Committee and the Department of Transportation
(the Counterpart)
3)
b)
Ministry of Transportation of Vietnam
c)
Japan International Cooperation Agency (JICA), Hanoi Office
d)
Japanese Embassy in Hanoi
e)
JETRO Hanoi Office and Ho Chi Minh Office
Report preparation
The report and the submittals are prepared and submitted in accordance with the Guidelines for
Contract/Cost Liquidation and the Guidelines for Report Preparation. The submission schedule
is as follows;
a)
Draft Report submission: 11 January 2011
b)
Final Report submission: 21 February 2011
2-4
2.2.2
Study Team Organization
Members of the Study Team are shown in Table 2-1
Table 2-1 Members of the Study Team
Name
Assignment
Company
Takayuki ISHIZUKA
Project Manager
/Bridge Plan & Design I
Chodai Co., Ltd.
Akira ARIKADO
Bridge Plan & Design II
Chodai Co., Ltd.
Road/Traffic
Kei KATAYAMA
Natural Conditions
Chodai Co., Ltd.
Shinsuke SATO
Environment/Social
Ken KICHIYA
Tomohiko KASHIWAMURA
Naoshi OKAMURA
Ho Thai Hung
Construction Plan
/Cost Estimate
Economic/Financial
Analysis
Assistance/Coordination
2-5
Kajima Corporation
Chodai Co., Ltd.
(Almec Corporation)
Chodai Co., Ltd.
Hanoi Representative Office
2.3 Assignment Schedule
The assignment schedule is shown in Table 2-2.
Table 2-2 Assignment Schedule
2010
November
2011
December
January
February
Work in Vietnam
PM/Bridge I
Bridge II
Road/Traffic
Natural conditions
Environment/Social
Construction/Estimate
Economy/Finance
Interpreter
Reporting
Work in Japan
PM/Bridge I
Bridge II
Road/Traffic
Natural conditions
Environment/Social
Construction/Estimate
Economy/Finance
Final
▼
Intermediate
▼
Reporting
Draft
1/11
Submission of Report
2-6
Final
2/21
2.4
Site Investigation Schedule
The investigation schedule is shown in Table 2-3.
Table 2-3 Site Investigation Schedule
Activity
Date
2010
AM
11/26 (Fr)
PM
Move from Tokyo to HCMC
11/27 (Sa)
Team meeting
Move from HCMC to Vung Tau
11/28 (Su)
Holiday
Holiday
Meeting with Ba Ria – Vung Tau
Provincial People’s Committee &
Department of Transportation
Meeting with PMU85 and the
Consultant Team of Cai Mep – Thi Vai
Ports Construction Project
Site investigation/ Meeting with the
Consultant of Cai Mep – Thi Vai Ports
Construction Project
11/29 (Mo)
Team meeting
11/30 (Tu)
Meeting with Ba Ria – Vung Tau
Consultant
12/1 (We)
Site investigation
12/2 (Th)
Data collection/review
12/3 (Fr)
Data collection/review; Move from Bung Tau to HCMC
12/4 (Sa)
12/5 (Su)
Holiday
Holiday
12/6 (Mo)
Team meeting
12/7 (Tu)
12/8 (We)
12/9 (Th)
Data collection/review; Group meeting
Meeting with TEDI South and BRITEC
Meeting with Dong Nai Provincial
People’s Committee & the Department
of Transportation
Move from HCMC to Tokyo
2-7
Site investigation (North-South
Expressway Construction Project)
Meeting with Portcoast Consultant
Team meeting (Wrap-up Meeting)
2.5 Persons Interviewed
Persons with whom the Study Team interviewed are listed in Table 2-4.
Table 2-4 List of Persons Interviewed
Name of Organization/Group
Name/ Position
JETRO Ho Chi Minh Office
Mr. Satoshi Kitashima (Director)
Ba Ria – Vung Tau Provincial People’s
Committee (BVPPC)
Mr. Vu Ngoc Thao (Director)
Department of Transportation (BVPPC)
Cai Mep – Thi Vai Inter-port Road PMU
Mr. Nguyen Van Trinh (Director)
Mr. Duong Ngoc Chau (Specialist of Planning &
Engineering Department)
Ba Ria – Vung Tau Consultants
Mr. Kieu Anh Man (General Manager)
Mr. Tran Vang Tiem (Depyuty General Manager)
Mr. Vu (Chief of Business Department)
Mr. Hung (Geological Engineer)
Mr. Sang (Design Engineer)
Mr. Tam (Cai Mep – Thi Vai Inter-port Road
Manager)
PMU85 (CMTV Internatipnal
Constructio(n ODA Project)
Ports
Mr. Nguyen Thanh Tra (Deputy Project Manager)
Mr. Dang Van Hai (Project Staff)
Consultant Team (CMTV International
Ports Construction ODA Project; JV of
JPC+NK+Portcoast)
Mr Masahiro Hayashi (PK-1, Resident Engineer)
Mr. Hiroaki Watanabe (Senior Port Engineer)
Mr. Yukinori Uchimura (Senior Road & Bridge
Engineer)
TEDI South
Mr. Bui Van Moc (General Director)
ORBITEC
Engineering
Design
Consultants Joint Stock Company
Mr. Tran Dai Minh (Chairman)
Mr. Nguyen Quoc Cuong (Director)
Ho Chi Minh Institute of Technology
Professor Dr. Nguyen Danh Thao (Head of External
Relations Office, Port & Coastal Engineering)
PORTCOAST Consultant Corporation
Mr. Pham Anh Tuan (Deputy General Director)
Mr. Nguyen Ngoc Thuy (Project Manager of Phuoc
An Port Project)
Mr. Nam (Deputy Project Manager of Phuoc An Port
Project)
North-South Expressway Construction
Project, HCMC – Long Thanh – Dau
Giay Section (I)
Mr. Takuya Funahara (Resident Engineer (PK-1a/1b))
Mr. Yasumitsu Watanabe (Resident Engineer (PK-2))
North-South Expressway Construction
Project, HCMC – Long Thanh – Dau
Giay Exoressway Technical Assistance
Project (Km0-Km4 and RR2 I/C)
Mr. Akira Magario (Deputy Team Leader/Sr. Highway
Engineer)
Mr. Hiroshi Kudo (Sr. Strucrure/Bridge Engineer)
Ms. Sawako Tomioka (Structural Engineer 1)
HCMC Urban Railway Construction
Project, Ben Thanh – Suoi Tien Section
(Line 1)
Mr. Tatsuya Masuzawa (Project Manager)
Mr. Nguyen Xuan Hiep (Deputy Project Manager)
Mr. Gentaku Goto (Office Manager)
Department of Transportation, Dong Nai
Provincial People’s Committee
Mr. Nguyen Ngoc Dung (Deputy Director)
Mr. Nguyen Thanh Dam (Chief of Planning
Department)
2-8
Chapter 3
Contents of the Project and Technical Feasibility
3.1. Background and Necessity of the Project
3.1.1. Scope of the Project
BRITEC, a Vietnamese consulting company, carried out a study and prepared a report in 2009 on Cai Mep
Thi Vai Inter-port Road. The title of the report is “Report on Investment Construction Project of Cai Mep –
Thi Vai Inter-port Road (Refer to Appendix 1, Hereinafter referred to as “BRITEC Report”). Contents of
BRITEC Report have been approved by Ba Ria – Vung Tau Provincial People’s Committee (BVPPC) in
August 2009 (Refer to Appendix 2).
According to BRITEC Report, the Project is located from Km18+100 to Km21+360 on the Cai Mep – Thi
Vai Inter-port Road. The length is 3.26km. (Refer to 3.2.2 for the details of the Cai Mep – Thi Vai Inter-port
Road). This study assumes the same project length as approved by BVPPC.
The Project consists of the following elements:
- Earthwork Road (approximately 280m from Km18+100)
- Main Bridge (Prestressed concrete cable-stayed bridge)
- Approach Bridge (planned by Super-T girder)
- Interchange with Phuoc An Port Industrial Road (at the end of the Project)
Figure 3-1 shows the scope of the Project.
Figure 3-1 Scope of the Project
N
Km 21+360
Km 18+100
0
500
1000 km
3-1
The study team reviewed BRITEC Report and updated and complemented the contents as appropriate for the
following items.
-
Preliminary design of Phuoc An Bridge
-
Project costs
-
Preliminary economic/financial analysis
-
Project implementation schedule
-
Natural and social considerations
3.1.2. Necessity of the Project
The Project will be an essential factor to the ports in the area including Cai Mep Port, Thi Vai Port and Phuoc
An Port as well as to vehicles for the port facility of these ports, factories, power stations, etc. Upon the
completion of Phuoc An Bridge, above ports and HCMC is connected 15km to 20km shorter compared with
the other routes. Cai Mep Port, Thi Vai Port and a part of the Cai Mep- Thi Vai Inter-port road are currently
constructed by Japanese ODA targeting to complete in the year of 2012. The value of these facilities will be
significantly enhanced by the Project.
Many industrial parks are constructed near HCMC shown in Figure 3-2. In these areas, many Japanese
companies are operated or will be operated. Phuoc An Bridge is expected to support and encourage business
activity of these activity and result in considerable positive impact.
Figure 3-2 Industrial Parks near Ho Chi Minh City
J
K
B
51
N
i
H
A
Long Thnah Airport
G
C
F
Phuoc An Bridge
Cai Mep Thi Vai International Gateway
2020: 475million TEUs
M
D
E
E
51
0
10
20 km
3-2
L
Table 3-1 Japanese Companies Operated in Industrial Parks near Ho Chi Minh City
A
Tan Thuan Industrial Zone (57 companies including JUKI(Sewing ))
B
Sai Gon High Techno Park (NIHON DENSAN)
C
Nhon Rach Industrial Zone (YOKOHAMA TIRE)
D
Cai Mep Industrial Zone (MORISHITA)
E
Dong Xuyen Industrial Zone (HIKOSEN PLANNING)
F
Phu My Industrial Zone (SHIN NIPPON STEEL, ITOUCHU-MARUBENI STEEL,
HANWA INDUSTRY, NITTETU COMMERCIAL, KYOEI STEEL, MITSUI
PRODUCT & KYUSYU ELECTRIC POWER & SUMITOMO COMMERCIAL,
TEPCO)
G
My Xuan Industrial Zone (3 companies including SUMITOMO CORPORATION)
H
Long Thanh Industrial Zone (OLYMPAS)
I
Amata Industrial Zone (28 companies including KAO)
J
Long Binh Industrial Zone (12 companies including SHIRASAKI International)
K
Bien Hoa Industrial Zone (10 companies including HISAMITU)
L
Cai Mep Port (Being constructed by Japanese ODA)
M
Thi Vai Port (Being constructed by Japanese ODA)
When the Project will not be implemented, vehicles in this area will use existing NH51 or Bien Hoa – Vung
Tau Expressway, which will be constructed in the near future. The length of port facilities along the Thi Vai
River is equivalent to the length from Haneda and Urayasu in Japan. Abovementioned two roads will not be
sufficient for the traffic volume forecast in the near future. As a result, environmental negative impact
increases on these roads resulting traffic jams and pollution such as noise and air contamination.
3.2. Basic Policy of Vietnam for Implementation of the Project
3.2.1. Location of the Project
The Phuoc An bridge of this project is a part of the Cai Mep- Thi Vai Inter-port road, and it is located on the
east side of Cai Mep- Thi Vai international port. The Phuoc An bridge is located on the north side of the Cai
Mep- Thi Vai Inter-port road, goes across the Thi Vai river, and is connected with the road to a Phuoc An
industrial port that is the opposite bank. The road to a Phuoc An industrial port is connected with the Ben
Luc- Long Thanh expressway on the north side further. The south of the Thi Vai river is Ba Ria-Vung Tau
Province, and the north side is Dong Nai Province. The Phuoc An bridge is located in the province border.
The section to connected interchange on the road to a Phuoc An industrial port is charge of the Ba Ria-Vung
Tau Province. According to the construction schedule of the two provinces, road construction to a Phuoc An
industrial port of the Dong Nai Province aims at the completion in 2013 and the Phuoc An bridge
construction of the Ba Ria-Vung Tau Province aims at completion in 2015. Both routes are considered to be
3-3
very important in the economic development strategy and are ranked as the first priority project of the two
provinces. Figure 3-3 shows the location of the project.
Figure 3-3 Location of the project
0
25
50 km
Source: The planning on development of communications and transport in Ho Chi Minh city up to 2020 and an after 2020 vision
3.2.2. Outline of plan of Cai Mep- Thi Vai Inter-port road (Ba Ria - Vung Tau Province)
The large-scale port construction is being constructed at Cai Mep- Thi Vai international port. However, there
is no road that passes this area while the port facilities have been constructed to some extent. As for the DOT
of BVPPC, it is admitted that road works are delayed compared with the ports construction, and is hoped for
the completion at the early stage of this route. The route is separated into nine components and Component-2
in that is under construction by ODA. The object of this project is Component-9. According to the hearing of
BVPPC, there is no plan to make the route and the Phuoc An bridge a toll road, and income is expected from
fees from port facilities and ship moorage, etc.. Figure 3-4 shows the outline of the route.
3-4
Figure 3-4 Outline of the Route
Source: BRITEC Report
(1) Route length
The route length is 21.3 km from the south of Cai Mep- Thi Vai international port of the Ba Ria-Vung Tau
Province to the road to the Phuoc An industrial port of the Dong Nai Province .
(2) Phase-1 and Phase-2
Component-9 is divided into Phase-1 and Phase-2. The Phase-1 length is about 1.55 km from Km18+100 to
Km19+650, and the road of Phase-1does not cross the Thi Vai river. The Phase-2 length is about 3.26km
from Km18+100 to Km21+360. And Phuoc An bridge, the approach road/bridge and grade-separated
interchange at the end of alignment are included in the content of Phase-2.
Components-0 to 8 and Phase-1 of Component-9 schedules the completion in 2012, and Phase-2 schedules
the completion in 2015. Section of this study is this Phase-2.
(3) Design Standard, Classification, Design Speed

Standard TCXDVN 104: 2007 (Urban Road Specifications for Design)

Urban road classification: Main urban road

Design Speed V=70km/ h

R.O.W. W=50m
(4) Cross section of the road
Typical cross sections are shown below.
3-5
Figure 3-5 Typical Cross Section (Components-1 and -2)
Figure 3-6 Typical Cross Section (Components-3 to 8)
3-6
Figure 3-7 Typical Cross section (Phase-1 of Component-9)
(The upper part of W=26m is a space of Phase-2. )
Figure 3-8 Typical Cross Section (Phase-2 of Component-9)
Approach Bridge
Phuoc An Bridge
3-7
(5) Interchange plan at the end of alignment
The end of Component-9 that is the end of the Cai Mep- Thi Vai Inter-port road is connected with the road to
Phuoc An industrial port by the interchange of the trumpet type. Refer to Figure 3-9 and Figure 3-10.
Figure 3-9 Interchange Plan
Figure 3-10 Road Profile
The F/S on the Cai Mep- Thi Vai Inter-port road is completed, and a part of section is under construction now.
However, there is only the above-mentioned simple drawing for the interchange at the end of alignment now.
3-8
3.2.3. Outline of Plan of the Road to Phuoc An Port (Dong Nai Province)
As for the construction of the road to a Phuoc An industrial port, the subsidiary company（Phuoc An port
Investment Exploitation Petro Company) of Vietnam Petro who is the donor of the Phuoc An port project
plans to execute it. A part of Phuoc An port and the road to a Phoc An industrial port schedule the opening in
2013. And, the F/S report by the PORTCOAST consultant will be completed soon. There are a railway plan
and an existing gas pipeline in the approach bridge section. In hearing with DNPPC, it is said that there is no
specific program of the railway at all. The existing gas pipeline (The size of the pipe seems to be Φ200mm) is
laid to the Phuoc An industrial port schedule ground. There is no concrete relocation plan now. It is necessary
to secure the distance from the gas pipe by both sides 12.5m for each according to the safety standard in
Vietnam. The distance on safety is secured by 25m for each in the FS report by the PORTCOAST consultant.
The outline of the plan in Dong Nai Province is shown in Figure 3-11.
Figure-3-11 Outline of the Plan
0
2.5
5 km
Source: Dong Nai Provincial People’s Committee
(1) Design Standard, Design Speed

Standard TCVN 4054: 2005 ( Highway-Specifications for Design)

Design Speed V=100km/ h （The urban area on the north side of the Ben Luc Long Thanh
expressway V=80km/ h. )

R.O.W. W=99m
3-9
(2) Cross section of the road
Typical cross section is shown below.
Figure 3-12 Typical Cross Section of Road to Phuoc An Industrial Port
Source: Dong Nai Provincial People’s Committee
The half section is scheduled to be constructed in Phase-1. The width of 19m on both sides contains the
frontage road space in the future.
(3) Connection with the Cai Mep - Thi Vai Inter-port road
According to the construction schedule, the road to a Phuoc An industrial port of the Dong Nai Province aims
at the completion in 2013, and is earlier than that of 2015 that is the planned completion date of the Phuoc An
bridge of the Ba Ria - Vung Tau Province. The DNPPC assumes that the connecting location and the form etc.
of both routes are still undecided, and the connection with the Cai Mep - Thi Vai Inter-port road is not
considered in the F/S report that will be completed soon.
3-10
3.3. Considerations Necessary for Determination of Project Contents
3.3.1. Traffic Demand Forecast
(1) Current Situation
Cai Mep- Thi Vai international port has the plan that amount the 9.5 million tons, 4.75 million TEUs
of the freight will handle the distribution scale by 2020. In a present plan, the number of roads connected
from this region with NH-51st is four. (One in four is existing road. Another one is under construction by
ODA. Two remainders are being planned.) On the other hand, the traffic of NH-51exceeds already
30,000PCU/the day in 2008 and causes chronic congestion. Moreover, the traffic growth rate of the
national road 51 which is under construction to widen now has indicated a nearby big value during
5%/year. Environmental problems by the atmosphere, the noise, and the vibration, decreases in the
distribution function because of the occurrence of the traffic jam, and increases in the amount of the CO2
exhaust due to the fuel cost deterioration, etc. are feared along NH-51. Therefore, measures by the
improvement of the road network are important problems.
(2) Traffic Demand Forecast
1） Methodology
There is no description that used the numerical value for traffic in the future in BRITEC Report. In
hearing with the BV-DOT and BV-consultant, the adoption of the number of four lanes is assumed to
have followed the content that the government referred in the past. In this study, to confirm traffic and
the number of lanes in the future, the traffic demand forecast was done.
“The Comprehensive Study on the Sustainable Development of Transport System (VITRANSS 2)”,
JICA Study, was conducted from July, 2007 to Sep, 2009. This study prepared person OD tables for
2008 by vehicle type based on the existing traffic pattern. In addition, it prepared person OD tables by
vehicle type for 2010 and 2020 based on future socio-economic indicators, including population,
number of jobs, etc., for each traffic zone. Afterwards, the zone was dropped from Province to District
in "Survey & FS of Dau Giay-Phan Thiet Expressway Project". Thereafter, the study for Missing Road
of Ho Chi Minh City was conducted. In this study, a peripheral road plan was reviewed as FS review
of VITRANSS 2, and the traffic demand forecast for the years of 2030 and 2020 was done.
In this study, the Cai Mep-Thi Vai international port zone was made an independent zone by using the
above-mentioned final network. And, the traffic demand forecast for the years of 2030 and 2020 was
conducted being divide the amount of the freight in the future of Cai Mep-Thi Vai port and Vung Tau
port.
2） Forecast Result
The forecasted traffic volume on Cai Mep- Thi Vai Inter-port Road is 36 thousand PCUs/day in 2020
as shown in Figure 3-13. In 2030, traffic demand is estimated to be 39 thousand PCUs/day. In
3-11
VITRANSS 2, the forecast of motorcycles and bicycles was not executed. Motorcycles and bicycles
are included in the PCU value of NH-51 in 2008.
Figure 3-13 Traffic Volume in 2020 (Unit: 20,000pcu/dot)
LEGEND :
( Mode: + 1 + 2 + 3 )
Traffic Flow
VCR<1.00
VCR<1.20
VCR<1.50
1.50<VCR
scale: 1mm =20000(pcu)
Phuoc An Bridge
NH-51
Bien Hoa-Vung Tau Exp.
Source: Phuoc An Bridge Construction Project Study Team
Figure 3-14 Traffic Volume in 2030 (Unit: 20,000pcu/dot)
LEGEND :
( Mode: + 1 + 2 + 3 )
Traffic Flow
VCR<1.00
VCR<1.20
VCR<1.50
1.50<VCR
Ben Luc-Lomg Thanh Exp.
Phuoc An Bridge
NH-51
3-12
Bien Hoa-Vung Tau Exp.
Table 3-2 Forecast Result (with the Project)
Route
2008 (PCU/day)
2020 (PCU/day)
2030 (PCU/day)
Open Year
Cai Mep-Thi Vai
------
35,900
38,800
2015
NH-51
24,700 (30,300)
14,000
19,500
In Operation
BH-VT Expressway
------
25,500
63,300
2017
Source: Phuoc An Bridge Construction Project Study Team. Figure in parenthesis includes motorcycles and bicycles.
The traffic demand forecast when this project was not executed was done, and the result is shown in
Table 3-3.
Table3-3 Forecast Result (without the Project)
Route
2008 (PCU/day)
2020 (PCU/day)
2030 (PCU/day)
Open Year
Cai Mep-Thi Vai
------
------
------
------
NH-51
24,700 (30,300)
18,600
21,000
In Operation
BH-VT Expressway
------
51,000
96,500
2017
Source: Phuoc An Bridge Construction Project Study Team. Figure in parenthesis includes motorcycles and bicycles
The traffic forecast result shows that the traffic of NH-51 is greatly reduced by the opening to traffic of
this route. Therefore, environmental problems by the atmosphere, the noise, and the vibration,
decreases in the distribution function because of the occurrence of the traffic jam, and increases in the
amount of the CO2 exhaust due to the fuel cost deterioration, etc. are improved along the NH-51.
The forecasted traffic volume in Ben Luc-Long Thanh expressway project is shown in Table 3-4 as
another reference.
Table3-4 The Forecasted Traffic Volume in Ben Luc-Long Thanh
Area
2016
2026
2036
Cai Mep-Thi Vai
29,831
40,853
51,530
Source:: BL-LT Traffic、ADB TA-7115-VIE PPTA of BenLuc-Long Tanh Expressway Construction Project 8,2009
3-13
3） Number of Lanes
TCXDVN104-2007 stipulated the method of determining number of lane as follows:
Table 3-5 TCXDVN104-2007 Article 8.2.2
Number of lanes on the cross-section is integral, number of lane is determined by type of planned road
and use the formula as follow:
nlx 
N yc
Z .Ptt
to calculate the construction phase and check traffic possibility.
In which:
-
nlx: required lanes
-
Nyc: designed volume of vehicle by hour in accounted year according to the article 5.2.3
-
Z: Traffic possibility factor, Article 6.2.3
-
Ptt: Calculated traffic possibility of one lane (vehicle/h, PCU/h) in article 5.4.1
Note:
-
Z.Ptt: service volume: means vehicle volume matching with given level of service while
designing.
-
As for accommodation lanes, for example lane for bus, vehicle volume and traffic possibility
are indentified by bus.
Source: TCXDVN104-2007 Article 8.2.2
Design Annual Vehicle Volume (Nan) of this route for 2020-2030 is forecasted.
Design Hourly Vehicle Volume (Nyc) is calculated with the ration of 0.12-0.14 of Nan, in accordance with
Article 5.2.3.
Traffic Possibility Factor (Z) is 0.70-0.80 in accordance with Article 6.2.3.
Highest Traffic Possibility (Ptt) is 1800 pcu/hour/lane in accordance with Article 5.4.1.
Number of lanes required was calculated as shown in Table 3-6.
3-14
Table 3-6 Number of Lanes Required of This Route
Year
2020
2030
NAN
36,000
39,000
NYC(1) 0.12
4,300
4,700
NYC(2)0.14
5,000
5,500
Z(1) 0.7
0.7
0.7
Z(2) 0.8
0.8
0.8
PTT 1,800
1,800
1,800
NLX-0.12-0.7, lane
4
4
NLX-0.12-0.8, lane
3
4
NLX-0.14-0.7, lane
4
5
NLX-0.14-0.8, lane
4
4
As mentioned above, it is considered that the lane number of four (4) is appropriate for this route. The above
traffic forecast does not include motorcycles. The total lane number including the outside
motorcycle/bicycle/pedestrian lane is six (6). The lane composition and the width is the same as those
proposed by BRITEC Report and approved by BVPPC (Refer to Appendix 2).
3-15
3.3.2. Natural Conditions
(1)
Geographical and Geological Conditions
The project area is located approximately 40km southeast of Ho Chi Minh city, where the Quaternary
geology sediment, which is likely to seen at delta area, is mainly distributed since the location is outer
Mekong Delta Area. The soil properties of the area are mostly composed of alluvial deposits, and the
geological epoch is relatively young. Stretch of mangrove forest is covering over natural low-lying area
around the project area, of which scenery is represented by a figure 3-16.
Regarding to the geological situation at Vung Tau side of riverbank, very sensitive clay is thickly deposited
from ground surface to GL-30m, of which natural water content (Wn) is higher than a liquidity limit (Wl),
moreover, liquidity index exceeds 100 percent (refer to table 3-7 & figure 3-17 and Appendix-7).
Subsequently, relatively hard clayey soil layer, of which N-value is 20 to 30, lies at the depth GL-30m to
GL-40m. Following the layer, consolidated and very hard clay with N-value of 30 to 50, and weathered rock
with gravel and clay are distributed at the depth GL-40 to GL-60m and deeper than GL-60m respectively. As
for Dong Nai side of riverbank, soil profiles are almost similar with an exception at GL-30m to GL-40mm, at
where sandy layer with N-value of 10 to 30 is discovered.
In general, low-lying area near a river mouth tends to show some particular phenomena due to the
influences of ebb and flow and/or ocean waves, such as (i) repeatedly fluctuation of pore water pressure due
to ground water level change, (ii) erosion due to water flow and waves, (iii) softening of soil due to
permeation and water exposure, (iv) eluviation and deposition of sodium, and (v) deflation and hardening of
soil.
Figure 3-15 Project Location
N
Project
Location
架橋位置
Figure 3-16 Scenery of Project Site
3-16
（Reference：BRITEC Report）
3-17
5.0 - 10.0
10.0 - 20.0
>20
Ñeán (m)
Töø (m)
Sample No.
Borehole No.
Lab. No.
C9 Average
Total Average
Layer 4: Clay with grey-white
C9 Average
Total Average
Layer 2 : Clay loam
C9 Average
Total Average
2.4
Layer1 Clay mud mix organic with grey.
2.0 - 5.0
1.2
2.9
0.0
1.0 - 2.0
0.8
1.5
0.0
0.0
0.5 - 1.0
1.8
5.7
0.0
0.1
0.25 - 0.5
0.1 - 0.25
0.1
0.4
0.05 - 0.1
37.7
37.3
0.01 -0.05
5.4
6.9
Clay
(%)
Specific Gravity
Dry unit weight (g/cm³)
Wet unit weight (g/cm³)
Water content (%)
<0.005
0.005 - 0.01
1.8
3.2
68
Porosity (%)
48.1
39.9
9.4
9.6
44
97
Degree of saturation (%)
92
95.5
91
96.5
Liquid Limit - WL (%)
46.3
39.5
38.0
72.2
69.7
Plastic Limit - W ｐ (%)
22.9
23.8
23.2
37.4
35.3
23.4
15.7
14.8
34.8
34.4
Shear stress t (kG/cm²)
(With each load level)
0.25 kG/cm²
0.125 kG/cm²
0.13
0.34
0.19
1.19
Figure 3-17 Soil Profile (Vung Tau Side)
0.102
1.25 0.076 0.088 0.099
Liquid index - IL
4.8 31.5 28.09 1.908 1.492 2.712 0.822 45.00 92.00 51.43 23.69 27.74 0.16
7.6 36.8 25.83 1.929 1.533 2.713 0.770
40.1 15.5 5.9 23.4 29.11 1.921 1.495 2.703 0.822 44.5
43
3.9 52.9 78.67 1.498 0.843 2.629 2.144 68.0
6.0 49.1 78.33 1.500 0.841 2.624 2.120
Initial void ratio
5.5 17.5 34.6 14.5 6.8 21.4 26.00 1.924 1.527 2.698 0.767
0.0
0.1
Silt
(%)
0.50 kG/cm²
Sand
(%)
3.00 kG/cm²
0.622 0.951 1.279
0.530 0.691 1.106
1.00 kG/cm²
Gravel
(%)
Plastic index - I ｐ
Shear Test
2.00 kG/cm²
Atterberg limits
Angle of
Cohesiv
interior
e force
friction
0.334
0.293
0.403
0.200
0.066
0.066
Consolidation test
0.56 0.84 0.13 0.11 0.10 0.09
The nearest boring log
18°16'
18°12'
13°55'
16°04'
2°23'
2°35'
j ñoä
Physical properties
Cc
Particle size distribution (mm)
CR
Depth
(m)
2
C kG/cm
(kG/cm²)
Pc
-3
(cm/s)
-7
kv x 10
2
(cm /kG)
Cv x 10
Table 3-7 Summary of Soil Investigation Result (Vung Tau Side)
2
Mv (cm /kG)
According to the circumstances around the project area, the following examinations for bridge foundations
will be recommended; (a) Settlement and deformation of foundation ground due to decrement of soil stiffness,
(b) degradation of bearing resistance of foundation piles due to decrement of effective stress, and (c) change
of sensitiveness of soil.
(2)
Meteorological Conditions
Vung Tau area is belonging to Tropical Monsoon Area according to Koppen-Geiger climate classification,
and the season there can be divided into rainy season (from middle of may to end of November) and dry
season (from end of November to middle of May).
The highest averaged monthly temperature was recorded 35.8 Celsius (April 1958), and the lowest one is
15.0 Celsius (September 1934). The amount of rainfall for each month of dray season is around 10mm per
month. Meanwhile the amount is around 180mm per month for rainy season. Ninety (90) percent of the total
amount of rainfall precipitates in the rainy season. Additionally, based on the datum for the insolation duration
and amount of evaporation, of which are 250 hr per month and 140mm per month in dry season respectively,
it can figure out the degree of dry environment in the dry season.
Above meteorological conditions are summarized in below table 3-8.
Table 3-8 Summary of Meteorological Conditions
Descriptions
JAN
FEB
MAR
APR
MAY
JUN
JUL
AUG
SEP
OCT
NOV
DEC
Amount of Rainfall(mm)
2.2
0.6
4.6
33
188
206
213
177
214
215
69
23
Max. Temperature（℃）
32.9
32.8
34.2
35.8
35.7
34.5
33.5
33.5
33.1
32.6
33.3
32.3
Min. Temperature（℃）
16.8
18.4
16.8
21.0
18.7
17.9
20.0
18.2
18.6
19.0
17.1
15.0
Ave. Temperature（℃）
25.6
26.3
27.8
28.9
28.9
28.0
27.4
27.4
27.2
27.1
26.9
25.5
Ave. Humidity（％）
75
76
74
75
77
80
82
81
83
82
79
76
Insolation duration（hr）
264
261
293
274
239
179
221
198
185
190
216
230
Amount of Evaporation (mm)
136
141
168
151
119
103
93
97
76
83
99
112
(Reference：BRITEC Report)
3-18
(3)
Overall Conditions of River
Thi Vai River, of which approximate length is 76km, runs through the project area. The river goes through
natural low-lying area with mangrove forest and flow into Cai Mep river together with Go Gia river.
The width of the river is around 500m to 600m in general, and averaged depth is -15m to -20m with the
exception of foregoing confluence of the river, at where the depth reaches approximately - 60m.
The characteristics of the river is related to its estuarine basin, of which tidal fluctuation is around 4m in
maximum, and the stream regime is depending on tidal table; the maximum current speeds observed in the
past study are 1.3m/sec at river mouth of Thi Vai river in rainy season and 1.5m/sec at approach navigation
of Vung Tau in dry season. The directions of streams depend on ebb and flow*.
（*Reference：Report for Basic Design for Cai Mep - Thi Vai International Port Construction Project, by
JICA dated February 2006）
Figure 3-18 Location of Phuoc An Bridge
Bridge Location
Thi Vai River
Go Gia River
Cai Mep River
Vung Tau
3-19
A samples for a daily and a monthly tidal fluctuations based on NDL are shown in figure 3-19 and 3-20
respectively. As the figures indicating, although the daily fluctuation is large and depending on lunar age,
the monthly fluctuation for averaged highest and lowest water level is almost stable.
Figure 3-19 Daily Tidal Fluctuation in Vung Tau (Sample)
Sample of Tide Table
8.00
7.00
2007.Jan. 3
2007.Jan. 11
Height (m)
6.00
5.00
4.00
3.00
2.00
1.00
0.00
0
5
10
15
20
25
Hour (24h)
Table 3-20 Monthly Tidal Fluctuation in Vung Tau (Sample)
Fluctuation of Water Height
8.00
HighWater
Low Water
7.00
Height (m)
6.00
5.00
4.00
3.00
2.00
1.00
0.00
0
2
4
6
Month
8
10
12
（Reference：Hydrometeorological Center, 2007）
In regard to a quantity of flow and water lever at the project area, it is reported that the values at Vung Tau
Observation Station is similar to the project site and applicable to this project based on the datum recorded in
2000 whereas the distance between both location is a little far to each other. Therefore, according to the water
elevations for design of this project, it is decided to utilize the water elevations at Vung Tau as those for this
project (summarized in Table 3-9, CDL basis). Incidentally, a relationship between the Chart Datum Line
(CDL) at Vung Tau and National Datum Line (NDL) at Hon Dau shall be defined with below equation;
CDL=NDL-2.887ｍ（Vung Tau）
3-20
Table 3-9 Water Level for Phuoc An Bridge
8,186 (m3/s)
Quantity of Flow for Design
High Water Level（1% return period）
+ 1.600 (m)
+ 1.520 (m)
+ 1.500 (m)
Low Water Level（95% return period）
- 3.280 (m)
(Reference：BRITEC Report)
(4)
Seismic Activities
In regard to the seismic activities in the south Vietnam, sixty four (64) times of seismic activities have been
observed since the beginning of the seismic observation started 1903. According to the record summarized in
table 3-10 and figure 3-21, the depth for seismic center is relatively shallow; around 10km to 20 km from
ground elevation, whereas not any earthquakes have been recorded near the project area.
Table 3-10 Major Seismic Activities Recorded in South Vietnam
No.
Year
Lat.
Long.
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
1917
1918
1921
1923
1923
1924
1926
1935
1936
1936
1938
1950
1955
1957
1960
1960
1960
1960
1960
1962
1962
1962
1963
1963
1963
1963
1963
1963
1963
1964
1964
1964
15.00
9.00
15.00
10.10
10.10
14.00
14.00
10.00
14.21
14.26
14.65
13.10
11.10
14.50
11.10
9.10
12.00
11.90
11.90
12.20
12.60
12.30
10.01
11.40
12.00
12.20
12.28
12.25
11.90
11.60
11.70
11.60
111.00
110.00
111.00
109.00
109.00
109.00
109.00
111.00
109.14
109.01
109.04
109.30
108.40
108.50
109.10
108.30
109.00
109.80
109.40
109.10
109.50
109.20
109.20
109.60
109.00
109.26
109.17
109.20
109.40
109.30
109.60
109.60
Depth(Km) Magnitude No.
0
0
0
17
10
0
0
0
10
13
15
15
15
15
15
10
15
15
15
15
12
9
23
6
15
11
13
6
15
0
15
15
0.0
5.0
5.0
6.1
5.1
5.0
5.0
0.0
5.1
4.0
4.1
4.8
3.4
4.8
4.1
5.1
4.8
4.8
4.8
4.0
0.5
0.1
0.0
3.9
4.8
4.5
4.0
4.0
4.8
0.0
4.8
4.8
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
Year
Lat.
Long.
1964
1964
1964
1964
1964
1964
1964
1964
1964
1964
1964
1964
1964
1964
1964
1964
1964
1964
1965
1965
1965
1965
1966
1966
1967
1967
1967
1968
1970
1970
1972
1977
11.80
11.20
11.80
11.10
11.70
11.40
12.19
10.80
9.50
9.27
11.50
12.59
10.60
9.60
12.28
12.20
12.50
12.26
12.16
11.80
12.30
9.90
12.80
12.80
11.80
12.00
12.80
12.19
13.40
13.39
13.57
10.60
109.70
109.60
109.90
109.60
109.80
109.60
109.25
109.60
109.50
109.28
109.60
109.26
109.60
108.90
109.30
109.20
109.19
109.21
109.18
109.80
109.30
108.90
109.90
109.90
109.80
108.70
109.30
109.19
108.90
109.19
109.14
108.30
Depth(Km) Magnitude
15
15
15
15
15
15
0
15
15
0
15
5
15
15
8
15
35
10
4
15
16
15
18
16
15
15
0
5
0
13
13
15
4.8
4.8
4.8
4.8
4.8
4.8
3.5
4.8
4.8
0.0
4.8
0.0
4.8
4.8
0.0
0.0
1.1
0.0
1.4
4.8
0.0
4.8
3.3
3.3
4.8
4.0
0.0
0.4
3.0
5.3
5.3
2.7
(Reference：”Probabilistic Seismic Hazard Assessment Along the Southeastern Coast
of Vietnam”, Nguyen Hong Phuong,2000)
Referring to Figure 3-21 extracted from Vietnamese standard of “Specifications for Bridge Design
(22TCN-272-05)”, the seismic class for this project shall be specified as Class 6.
3-21
Figure 3-21 Seismic Classes and Record of Major Earthquakes in South Vietnam
(Reference： ”Probabilistic Seismic Hazard Assessment Along the Southeastern Coast of
Vietnam”, Nguyen Hong Phuong,2000)
Note: On the above figure, circles indicate record of earthquake are dotted.
Bridge Location
(5)
Wind Velocity and Direction
Directions and velocity of wind observed in Ba Ria - Vung Tau area is summarized in Tabl3-11. The annual
mean wind velocity is 3.1m/s, and the maximum velocity of ten (10) second average is 26m/s in June 1976.
According to the observed records, the monthly mean wind velocities for rainy season; highlighted figures,
are relatively stronger than those observed in dry season in general.
3-22
Table 3-11 Wind Velocity and Direction at Project Area
Velocity
JAN
FEB
MAR
APR
MAY
JUN
JUL
AUG
SEP
OCT
NOV
DEC
Mean V(m/s)
3.2
4.6
4.7
3.8
2.7
3.2
2.8
2.9
2.3
2.0
2.4
2.1
Max V(m/s)
15
15
15
15
20
26
20
19
18
14
16
14
Wind
E
E
E
E
SW
SW
SW
SW
NH
NW
E
E
（Reference：BRITEC Report)
(6)
Navigation Clearance
The navigation clearance for this project, which was approved by Vietnam Maritime Department by a letter
614/CHHVN-KHDT dated in April 3rd, 2009 (refer to Appendix-3), is shown in below table.
Table3-12 Navigation Clearance for Phuoc An Bridge
Class of Vessel
30,000DWT
Navigation Height(H)
Mmax1%（+1.60m）+ 55.0m
Navigation Width(B)
120m（for one way flow）
239m（for two ways flow）
（Reference：BRITEC Report, 614/CHHVN-KHDT)
3.3.3.
(1)
–
Engineering Study
Means for Crossing Over Thi Vai River
TUNNELS: A tunnel plan affects to all the existing plans and facilities because this project has been
started based on a bridge plan. A tunnel plan is not practical solution because it is not only technically
difficult but physically taking enormous time for consistent with access roads plans and the
development plan for the industrial area, whereas those planes have been implemented.
–
FERRIES: A ferry plan might give solution for expected bottleneck at Thi Vai river on planed road
against predicted traffic volume, however the vast number of ferries for dissolve the bottleneck
problem also makes newly bottleneck on Thi Vai river in terms of vessels crossing the ferries.
Therefore, a ferry plan is not realistic.
Above all, the means for crossing over Thi Vai river should be a bridge plan.
(2) Determination of bridge length
Bridge length shall be decided with respect to below view points;
–
Consistencies with relevant existing plans such as Cai Mep – Thi Vai Inter-Port Road Project.
3-23
1)
–
Gradient of approach bridge
–
Proposed height of bridge above navigation clearance
–
Geological conditions at project area
–
Height of bridge structures and embankment of approach road
Consistencies with relevant existing plans
The route and alignment for this project should accord with ”Investment for Construction Project of Cai
Mep – Thi Vai Inter-port Road (BRIDGE & TUNNEL ENGINEERING CONSULTANT JOINT STOCK
COMPANY, No HDKT）” in general.
2)
Gradient of alignment
The maximum gradient shall be 5.0 %, which comply with the Vietnamese specification written in TCXD
VN 104-07,
3)
Proposed height of bridge above Navigation Clearance
The navigation clearance shall be 55.0m in height, of which base elevation is +1.60m (EL+56.5m). The
proposed height above this navigation clearance shall be determined based on a height of superstructure.
4)
Geological conditions at project area
As for geographic characteristics, very soft clayey soil is widely deposited at the project area width a
thickness of 30m from ground elevation. Regarding to the criteria for determination of bridge length, the
height of embankment behind the abutments should be restricted approximately 7m from original ground
elevation in order to maintain the stability of the embankment on soft ground. The illustration for proposed
abutment and embankment, and bridge length accordingly determined are shown in figure 3-22.
3-24
Figure 3-22 Control point for Abutments location
Bridge Length 3,226m
River Width = appox. 450m
End of bridge
Beginning of bridge
EL+6.466m
6.8m
7.4m
Proposed height
▽existing ground elevation
(3) Determination of Bridge Type and Span Arrangement
1） Determination of Bridge Type for Main Bridge
In this section, bridge types preferable for crossing over Thi Vai river are studied.
The following three types are compared for Phuoc An Bridge based on the navigation requirement
of the width of 239m. The center span length is assumed to be 360m or more considering the
foundation size and the allowance.
Type 1:
Cable Stayed Bridge
Type 2:
Suspension Bridge
Type 3:
Arch Bridge
The comparison results are shown in Table 3-13.
Based on the comparison, a cable stayed bridge (Type1) is selected due to economic efficiency and
control of maintenance..
3-25
Bridge Type
3-26
Type1
Type2
Type3
Economic 1.20
Constructive operate on Foundation, the
Maintenance Because the arch rib is a steelmade, it is required to repaint
painting though the concrete
girder.
There are a lot of numbers of
materials, and the operation and
Economic 1.25
Constructive operate on Anchorage, the
Maintenance Because the girder is a steel, it is
required to repaint the painting
of the girder though the concrete
Pylon.
【recommended practice】
Estimation
Economic 1.00
Due to structural feature, a
Constructive Large horizontal force doesn't
operate on foundation .
Maintenance Because Girder and Pylon are
concretes, The repainting
painting are unnecessary.
Table 3-13 Comparison of Bridge Types
2） Determination of Span arrangement for Main Bridge
The side span length doesn't have the constrained condition though the center span of cable stayed bridge
that is determined navigation clearance. The following effects can be expected by a part of the approach
bridge (the right and left 43m span) with the side span of the cable stayed bridge.
- The bending moment balance at the dead load of the pylon is improved.
- A negative reaction force in the end support (on the side pier) is improved.
- The amount of the counter weight in the side span can be reduced.
It is possible to be to a cost reduction with an improvement of durability according to such alteration. In the
basic design stage, the side span length and the middle pier position shall be considered.
Figure 3-23 Consideration of Side Span Length
3-27
(4) Studies for Foundation and Substructure
1)
Selection of Foundation Type
According to the assumption of bearing stratum elevation for bridge foundation, GL-60m can be bearing
layers. The pylons of cable stayed bridge are planed in river, at which depth is approximately 10m, relatively
deep (max. depth of riverbed is approx. 20m). The foundations of approach bridges are planed on land
referring to existing drawings. Based on the above conditions and due considerations regarding procurement
of construction materials and equipment, hypostyle bored pile (cast-in-place pile) foundation and bored pile
foundation are recommended for pylons of the cable stayed bridge and other substructures respectively. As for
a referential abstract, “Selection of Foundation Types (Specifications for Highway Bridges, Japan Road
Association) “, is attached herewith as Table 3-14.
Incidentally, since it is not mentioned in the table 3-14, the screwed steel pile foundation method, of which
actual achievement has been increasing recently in Japan, has also applicability and is recommendable to the
approach bridges. This method has advantage in terms of construction speed and quality control over a bored
pile, moreover the selection of this method result application of Japanese Technology. In regard to economic
efficiency, this pile is more sensitive than bored pile in terms of geological conditions, so that it is necessary
to implement further study about applicability of this pile to the soil conditions at project area with additional
soil investigations.
Table 3-14 Selection of Approach Bridge Foundation Types
3-28
2)
Location of Pylons
Both of the pylons proposed by Vietnam are located in river (option 1). However, the pylon near Dong Nai
side is close to right riverbank, to which distance form the objected pylon is around 40m. So, as for an
alternative option, bridge center is shifted Dong Nai direction 40m (option2) and apply the on land
construction to the Dong Nai side pylon.
Since detailed comparison is expected to be carried out in the subsequent design stage, the benefits of
option 2 are summarized as follow;
–
Facilitation of pylon construction can economize construction cost approximately 430 million JPY
and shorten construction period (refer to Table 5-4).
–
Navigation center can be run at deepest riverbed.
–
Access to the pylon on land is easier than that in water when maintenance activity is carried out.
Figure 3-24 Proposal for Alternative Location of Dong Nai Side Pylon
ドンナイ側
To
Dong Nai
Option 1
Option 2
3-29
3.4. Outline of Project
3.4.1. Concept for Determination for Contents of the Project
This project, which is a part of “Cai Mep – Thi Vai Inter-port Road Project” of which length is 21.3km and
some part of the project has been moved on its construction stage, includes a cable stayed bridge crossing
over Thi Vai river, approach bridges and an interchange. The road width is 23.5m with respect to Cai Mep –
Thi Vai Inter-port Road Project.
The main bridge is a concrete cable stayed bridge, of which actual achievement in Vietnam has been
increasing. The length of its center span is determined with respect to navigation clearance (w=239m, h=55m),
scale of pylon and its clearance from navigation.
As for approach bridges, there are not any structures controlling its span arrangement, providing that
crossing pipe line and railway. Therefore Super-Tee girder (ordinal span length is 40m) is adopted because of
its plenty of experiences in the country. Accordingly, as for the foundation type, hypostyle pile foundation and
pile foundation by using bored pile, which is commonly used in Vietnam, are selected for pylons and other
substructures respectively.
3.4.2. Design Concept and Specifications for Bridge
(1) Main Bridge (Cable Stayed Bridge)
1) Design Conditions
–
Ground elevation：
Vung Tau Side
EL +0.3m～+0.8m
Dong Nai Side
EL -2.0m～-0.30m
In water
EL -1.0m～-26.0m
–
Elevation of Bearing layer：
EL-50.0m ～-60.0m
–
Characteristics of bearing Layer:
Weathered rock with gravel
–
Construction yard:
Material and Production yard at both riverbank
–
Navigation clearance
w=239m、h＝55.0m (EL+56.5m)
(Reference: No. 614/CHHVN-KHDT, 3rd April, 2009)
Note: navigation clearance during construction shall be confirmed.
–
Structural Type: superstructure ：5span continuous concrete cable stayed bridge
Substructure ：(Pylon) hypostyle Bored pile, D=2.5m
(Piers) bored pile, D=2.0m
–
Span Arrangement: 746m (43 + 150 + 360 + 150 + 43)
–
Road width: 23.5m
–
Deign Loads
：Vietnamese standard (HL-93)
–
Gradient
：longitudinal gradient max. 4％, Standard cross slope 2.0％
3-30
2) Conceptual Design
–
Height of girder:
The height of superstructure is 2.5m referring to the existing data base for
same type bridge
–
Stay cable:
Double-plane cable is proposed to the Phouc An bridge, and the limited
value for member force of the cable is initially determined as 0.4σu.
–
Pylon:
A ration between a height of a pylon for a cable stayed bridge and a
length of a center span is around 1/4 to 1/5 in general. The height of the
pylon for this bridge is 85m (from bridge surface to top elevation of
anchorage for stay cable) based on the actual achievements. The shape of
the pylon is determined as H shape.
–
Foundation:
Due to the deep riverbed, construction of pile cap at riverbed is difficult
in terms of structure of cofferdam. Therefore, hypostyle foundation is
selected. Additionally, in order to reduce the number of piles, penetration
depth of pile tip to bearing stratum is deepened with respect to the pile
length feasible for construction.
3) Drawing
In accordance with foregoing design conditions, the General Views of main bridge are prepared in figure
3-25 & 3-26.
(2) Approach Bridge
1) Design Conditions
–
Ground elevation：
Vung Tau Side
EL -0.5m～+1.40m
Dong Nai Side
EL -2.0m～+1.20m
In water
EL -1.0m～-26.0m
–
Elevation of Bearing layer：
EL-50.0m ～-60.0m
–
Characteristics of bearing Layer:
Weathered rock with gravel
–
Construction yard:
–
Structural Type: superstructure ：Continuous Super Tee girder bridge
Material and Production yard at both riverbank
Substructure ： Bored pile foundation, D=1.2m
–
Span Arrangement:
40m (for typical spans)
–
Road width:
23.5m
3-31
–
Deign Loads
：Vietnamese standard (HL-93)
–
Gradient
：longitudinal gradient max. 4％
Standard cross slope 2.0％
2) Conceptual Design
–
Height of girder:
The height of superstructure is 1.75m referring to the existing data base
for same type bridge
–
Foundation:
Pile foundation is selected due to the depth of bearing stratum. The
number of pile for a substructure is designed with respect to Negative
Friction to be caused by consolidation of very soft clayey soil layer
distributed at the depth around GL-0m to GL-30m.
3) Drawing
In accordance with foregoing design conditions, the General Views of main bridge are prepared in figure
3-25 & 3-26.
3-32
＜― To Vung Tau
To Dong Nai ―>
Figure 3-25 General View (1)
3-33
Figure 3-26 General View (2)
3-34
3.4.3. Technical Issues and Solutions
There are two types of bridges are proposed in the the Phuoc An Bridge project, namely, 5 spans
continuous PC cable stayed bridge, which cross over Thi Vai river, and Continuous Super-Tee girder bridges,
that is proposed to be adopted for approach bridges.
According to the actual achievement for PC cable stayed bridges constructed in Japan, the largest center
span length is 261m whereas that for the cable stayed bridge proposed to this project is 360m. However,
counting oversea project into experiences of Japanese firms, the center span has reached to 430m, and it can
be said that there are not any technical issues. Moreover, regarding Super-Tee girder bridges, this type of
bridge has been utilized in Vietnam, and not any technical issues exist.
In the meantime, there are some technical matters, to which further studies shall be carried out during the
subsequent design stage, as shown below. The recommendable solutions to the matter are also described.
Table 3-15 Technical Issues and Solutions
Technical issues
Solutions
There are only two (2) boring logs To implement further geotechnical survey in
available to this project now. So that the following
accuracy of estimation regarding soil comprehend
conditions is low.
design
the
stages
in
order
characteristics
of
to
soil
conditions in detail.
Amount of bored piles is huge whereas the Application of Screwed Steel Pile (steel pipe
construction period is short. So that pile with wing) can shorten the construction
difficulties in terms of quality control and period and increase quality controllability.
construction
schedule
control
are
concerned.
Soft soil deposited at project area is very Application of Vacuum Consolidation Method
sensitive and thick, so that the period can shorten the period and improve the
before onset of expected soil strength after reliability of soil strength to be treated.
ground improvement might be taken longer
time
and
influenced
to
construction
schedule.
Wind resistant stability of cable stayed The stability can be verified by wind tunnel
bridge during construction and operation test.
shall be confirmed.
The shape of girder-end of Super Tee Change of the shape (without cut-off ) can
girder, at which cut-off is commonly increase the durability and reliability of the
adopted in Vietnam.
Super Tee girder against heavy traffic.
3-35
Chapter 4 Considerations on Natural and Social Environments
4.1.
Status Analysis on Current Conditions of Natural and Social Environmental Aspects
4.1.1 Outline of the Project Area
Figure 4-1 Distant View of the Project Area
Phuoc An Bridge
Thi Vai River
Figure 4-2 Schematic Diagram of Roads and Facilities in the Project Area
Ben Luc-Long Thanh Expressway
Bien Hoa-Vung Tau Expressway
Industrial zone
Phuoc An Bridge
Commercial
/Residential zone
Inter-Port Road
NH 51
Can Gio Mangrove
Biosphere Reserve
Thi Vai River
Port facility
Figures mentioned above show the distant view and the schematic diagram of roads and facilities in the
Project area.
The proposed Phuoc An Bridge including the approach bridge is to be constructed in the Cai Mep-Thi Vai
Port developing project area, and forms the part of the Cai Mep-Thi Vai Inter-Port Road which runs north and
south through the Cai Mep-Thi Vai International Port. The Cai Mep-Thi Vai International Port, which is port
4-1
group No.5, is one of the 3 strategic important port facilities as an international port in Vietnam together with
the Hải Phòng International Port and Van Phong International Port. The area of the Cai Mep-Thi Vai
International port is located on left bank of the Thi Vai River and Ban Thach canal, and about 30km from its
mouth at Vung Tau cape. The Cai Mep International Port is composed of Cai Mep International Container
Port and Thi Vai International Multipurpose Port. The two ports are the large ports group in the Thi Vai Vung
Tau deep water port system. The Cai Mep Container Port and the Thi Vai multipurpose port are about 7km
and 3km far from the National Highway No.51 (NH51) respectively. The NH51 is important main road from
Ho Chi Minh City to Vung Tau. As shown in Fig. 4-2 above, industrial zones, which are now under
constructing, are located between the Cai Mep-Thi Vai International Port and NH51, and commercial and/or
residential zones spread out along NH51. Although the NH51 is functioning as transportation road for the port
at present, the NH51 is bothered with traffic congestion chronically. In this meaning, the opening of the Cai
Mep-Thi Vai Inter Port Road including the Phuoc An Bridge is expected to play vital role as a port
distribution system.
4.1.2 Project site and Environmental Conditions
(1) Project site
The proposed project area of the Phuoc An Bridge is located in the Phuoc Hoa commune of the Tan Thanh
district of Ba Ria-Vung Tau province. Phuoc Hoa commune includes 6 hamlets: Song Vinh, Ong Trinh, Phuoc
Loc, Hai Son, Lam Son, and Phuoc Son. Based on the statistic data in 2002, the population of Phuoc Hoa
commune is about 17,200 people living in a total area of 8,324.7ha. Distribution of land use in Phuoc Hoa
commune is summarized below:
Table 4-1 Land use of Phuoc Hoa Commune
No.
Type of Land Use
Area (ha)
Percentage (%)
Total area of Phuoc Hoa
8,324.7
1
Agriculture
2,897.47
34.8
2
Aquaculture
190
2.3
3
Industrial zone
430.93
5.2
4
Residential area
82.73
1.0
(Source: EIA Report for Cai Mep-Thi Vai International Port Project, 2003)
The agriculture land includes the area for rice, crops, long term tree cultivation. The mangrove forest is
dominant in Phuoc Hoa. The mangrove forest mainly locates in the Thi Vai river bank. The other land areas are
canals, ponds, roads, etc.
The Phuoc An Bridge is to be constructed at the current swampy mangrove area above mentioned. Although
there are no residents and no commercial activities in the proposed project area, a few facilities such as
VINALINE are planned to be constructed. Considering the current conditions of the project site and the
contents of the Project, it is required to start a consultation over a matter of land acquisition with the concerned
organizations of the project sites.
4-2
(2) Environmental Conditions
The proposed Phuoc An Bridge is to be constructed over the Thi Vai River connecting Tan Thanh district, Ba
Ria–Vung Tau province to Nhon Trach district, Dong Nai province. The topographic conditions of the
construction site is generally swampy mangrove forest. Mangrove forest region is one of the main primary
producers in the coastal and estuarine regions providing nutrients, foods, shelter and habitat to many species of
fish and shellfish. As shown in Fig. 4-2, the buffer zone of mangrove forest region of Can Gio Mangrove
Biosphere Reserve, not the core zone of Can Gio Mangrove Biosphere Reserve, spread out at the opposite bank
of the project site across the Thi Vai River. This biosphere Reserve region is considered one of the most
important mangrove forest regions in Vietnam. Although Can Gio Mangrove Biosphere Reserve is not included
in the project area, careful attention should be paid to avoid and/or to minimize potential serious impacts caused
by the implementation of the Phuoc An Bridge Construction Project.
Figure 4-3 Condition of Project around aria (1)
The climate of the Ba Ria–Vung Tau is typical of the monsoon weather pattern, and the weather is divided into
two seasons, dry and rainy. The rainy season usually start from the middle week of May and extend to the
middle week of November, and can extend to the end of November with wind in South – West direction.
West-South monsoon appears with thunderstorm and heavy rain in afternoon. And have some storms go
through this area. Dry season usually start from November, and extend to the middle week of May in next year
with North-West wind direction. In this season, rainfall is not much, even, some months have no rain.
Humid seasonal winds from the southwest prevail from May to October, and dry winds from the northeast from
November to March. These two periods show a very distinct rainy season, which is associated with heavy
tropical downpours.
4-3
Figure 4-4 Condition of Project around aria (2)
4.1.3 Alignment of Inter-Port Road and Phuoc An Bridge
The Cai Mep - Thi Vai Inter Port Road has a total length of 21.3 km, connecting seaport system and industrial
zones along Cai Mep – Thi Vai river, Tan Thanh district of Ba Ria - Vung Tau province and Nhon Trach
district of Dong Nai province. The start point is from Cai Mep Ha General and Container Terminal, and the end
point is from the Phuoc An port, Nhon Trach district, Dong Nai. The alignment of the Inter-Port road is
separated into 9 components as follows (2669/QD-UBND, Item 15.2):
Component No.1
: Km0+000 – Km1+893.03 (Implementation period = 2010 to 2012)
Component No.2
: Km1+898.03 – Km7+199.25 (Implemented by PMU85)
Component No.3
: Km7+199.25 – Km9+612.64 (Implementation period = 2009 to 2011)
Component No.4
Component No.5
Component No.6
Component No.6
Component No.7
Component No.8
: Km17+271.13 – Km18+100 (Implementation period = 2009 to 2012)
Component No.9
: Km18+100 – Km21+360.94
Among the components above, component No.9 can be divided into two phases, namely phase 1: Km18+100
– Km19+650 (frontage road, implementation period = 2010 to 2012) and phase 2: Km18+100 –
Km21+360.94 (Phuoc An Bridge and the approach bridge including grade separated interchange at the end).
As mentioned above, the Phuoc An Bridge Construction Project corresponds to phase 2 of the component No.9.
The Phuoc An Bridge is located at the northernmost part of the Inter-Port Road, and passes over the Thi Vai
River and connects Tan Thanh district of Ba Ria–Vung Tau province and Nhon Trach district of Dong Nai
province. The Department of Transport under the Ba Ria-Vung Tau provincial people’s committee is assigned
as investor of this project. Construction schedule is planned to start by 2012 and be completed by 2015.
4-4
4.1.4 Bridge Types and Road Specification
(1) Bridge type
■ Main Bridge : Prestressed Concrete Cable-stayed Bridge (Center Span = 360m)
■ Approach Bridge : Super-T Girder (Span lengths vary from 25 to 40m)
■ Total Length = 3,254.5m (including abutments)
(2) Road specification
■ Urban Road Classification : Main urban road
■ Function : Main axis road industry zones
■ Design Speed (Vd) : Vd = 70km/hr
■ Total bridge width : 23.5m
■ Navigation Clearance at the Center Span of the Main Bridge : 239m (W) x 55m (H)
4.1.5 Environmental Impact Assessment (EIA)
According to the Vietnamese Law on Environmental Protection (Law NO. 52, new LEP), Environmental
Impact Assessment (EIA) for development projects is compulsory at present. The project for Cai Mep-Thi Vai
Inter-Port Road also required the implementation of EIA. Process and procedures of EIA in Vietnam are
prescribed by EIA related laws and regulations such as Decree No. 175/CP. Legal basis of EIA in Vietnam are
shown in the section 4.4.
As for the implementation of EIA for the Cai Mep-Thi Vai Inter-Port Road Project, Ministry of Natural
Resources and Environment (MONRE), which is the responsible agency for EIA, approved to conduct EIAs by
each divided component previously mentioned due to the reason that the investor or the executor and the time
of implementation are differ from by the divided component projects. Current status of the implementation of
EIA for the Cai Mep Inter-Port Road project by component is summarized below:
Table 4-2 Status of Implementation of EIA in Cai Mep-Thi Vai Inter-Port Road Project
Component No.
Status
1
2
3
4
5
EIA report submitted to DONRE, Under appraisal
Approved by DONRE
Approved by DONRE
Not required (Existing road)
6
7
8
Under implementation
Not implemented yet
Not implemented yet, planned to be implemented in
2011, to be appraised and approved by MONRE
9
The Phuoc An Bridge passes over the Thi Vai River and stretches over two provinces, Ba Ria-Vung Tau and
Dong Nai. Therefore, MONRE instructed that the EIA report prepared for the component No.9 should be
appraised and approved by MONRE.
4-5
4.1.6
Prospects of future environment
The Cai Mep-Thi Vai International Port Development Project is now under progressing. For the Port Project,
establishment of the road system is indispensable factor. Comparing the progress of the development of the port
project, development of road constructions in the port area is left behind as of December 2010. The port
development project is not completed yet and not operated fully, goods handled in the port and the industrial
areas are mainly transferred to the outside of the areas using the NH51 which runs eastern side of the port area.
Although the NH51 is functioning as transportation road for the port at present, the NH51 is bothered with
traffic congestion chronically. If the Cai Mep-Thi Vai Inter-Port Road Construction Project including the
construction of the Phuoc An Bridge is opened to traffic, the Inter-Port Road contribute the transportation of
goods in the Cai Mep-Thi Vai International Port as an industrial road. Together with the construction of the
Inter-Port Road, opening of the Bien Hoa - Vung Tau Expressway and the Ben Luc-Long Thanh Expressway
are expected in near future near the project area. If this transportation system is established, the current situation
of road transportation system in and around the project area will be drastically changed. Considerable amount
of goods transported in the port and the industrial zone will be converted to the Inter-Port Road from the NH51.
This leads to ease traffic congestion and to reduce traffic accident, noise and air pollutants in the NH51. As a
result of the reduction of traffic congestion and the traffic volume in NH51, generation of carbon dioxide (CO2)
from the vehicle will be reduced in and around the project area as a whole. Degree of the reduction of CO2 with
the implementation of the project is to be discussed in next section “4.2 Environmental Improvement by
Implementation of the Project”.
4.2
Environmental Improvement by Implementation of the Project
4.2 1 General
The Cai Mep-Thi Vai Inter-Port Road including the Phuoc An Bridge connects the port system and the
industrial zones along the Thi Vai river. At present, there are no roads except NH51 to transport the goods in
the port and the industrial zones along the Thi Vai river. Considering the current conditions of NH51, which
is congested chronically with cars, it is difficult that NH51 will function as an industrial road in this area. If
the Cai Mep-Thi Vai Inter-Port Road including the Phuoc An Bridge is constructed, the road and the bridge
will play important role as an industrial road in this area. Besides the construction of the Cai Mep-Thi Vai
Inter-Port Road, Bien Hoa-Vung Tau Expressway is planned to start operation in 2017. The use of these road
systems will lead to ease the current traffic congestion of NH51 and to reduce noise, vibration and discharge
of atmospheric pollutants by cars.
4-6
4.2.2 Estimate of CO2 Emission
1. Premises
■
Area to be evaluated: Area which covers the Phuoc An Bridge, NH51 and Bien Hoa-Vung Tau
Expressway
■
Year: 2008, 2020 and 2030
■
Cases evaluated: With and without the construction of Phuoc An Bridge are to be evaluated
■
Traffic volume
Estimate of the number of vehicles passing each road is shown below:
Table 4-3 Estimate of Traffic Volume
Year
Case
4,500
8,100
24,700
Passenger car
Large sized car
Total in PCU/day
■
2020
2030
With
Without
With
Without
NR51 (Link: 2421)
3,400
3,500
5,200
5,600
4,200
6,100
5,700
6,200
14,000
18,600
19,500
21,000
2008
Passenger car
Large sized car
Total in PCU/day
Bien Hoa-Vug Tau Exp. (H3202)
0
4,000
6,600
10,400
0
8,600
17,800
21,200
0
25,500
51,100
63,300
11,700
33,900
96,500
Passenger car
Large sized car
Total in PCU/day
0
0
0
Phuoc An Bridge
3,500
0
1,700
13,000
0
14,900
35,900
0
38,800
0
0
0
Running speed of cars
Table 4-4 Running Speed of Vehicle
(Unit: km/h)
■
Year
Case
2008
NH51
Phuoc An Bridge
Bien Hoa-Vung Tau Expr.
30
With
60
-
70
100
2020
Without
40
100
With
40
70
100
2030
Without
30
100
Emission coefficient of CO2 by car running speed
Table 4-5 Emission Coefficient of CO2
Emission coefficient
(g-CO2/vehicle/km)
Passenger car
Bus, Truck
30
175.5
962.9
40
151.7
835.5
Running Speed (km/h)
50
60
70
137.4
130.3
129.2
750.0
706.3
704.5
100
158.3
949.5
(Source: Technical Guidelines for Calculation of Emissions of GHGs for Road Construction Project (Draft))
4-7
■
Calculation of emission of Carbon Dioxide (CO2)
Emission of Carbon Dioxide (CO2) from vehicles per 1km running per year can be calculated using the
formula below:
Emission of CO2 (Ton-CO2/year/km) = (Traffic volume: Number of vehicle/day) X (Emission coefficient)
X 365 X 1/106
2. Results of the calculation
Result of the calculation is shown below:
Table 4-6 Emission of CO2 in and around the Project Area from Vehicle
(Unit: Ton-CO2/year/km)
Year
Case
2008
288
2,847
3,135
Passenger car
Large sized car
(1) Total (T-CO2/km/Year)
2020
2030
With
Without
With
Without
NR51 (Link: 2421)
162
194
288
359
1,083
1,860
1,738
2,179
1,244
2,054
2,026
2,538
Passenger car
Large sized car
Bien Hoa-Vug Tau Exp. (H3202)
0
231
381
601
0
2,980
6,169
7,347
0
3,212
6,550
7,948
676
11,749
12,425
Passenger car
Large sized car
0
0
0
Phuoc An Bridge
165
0
80
3,343
0
3,831
3,508
0
3,912
0
0
0
Total of Emission of CO2 in and around the Project Area
Year
Case
(1)+(2)+(3) Total (T-CO2/km/Year)
2008
3,135
2020
With
Without
7,964
8,604
2030
With
Without
13,886
14,962
Figure 4-5 Estimate of Emission of CO2 In and Around the Project Area from Vehicles
Estimate of CO2 Emission In and Around the Project Area
16,000
15,000
CO2 Emission (T-CO2/km/Year)
14,000
13,000
12,000
11,000
10,000
9,000
8,000
With Case
Without Case
7,000
6,000
5,000
4,000
3,000
2,000
2005
2010
2015
2020
2025
2030
2035
Year
As mentioned above, Bien Hoa-Vung Tau Expressway is to be constructed in near future, planned to open in
2017, together with the construction of the Cai Mep - Thi Vai Inter-Port Road. The establishment of these
road systems will lead the traffic conditions to dissolution of traffic congestion and to reduction of noise,
4-8
vibration and accidents caused by vehicles in and around the project areas. In the other hand, this also leads
the traffic conditions to increase of number of vehicles passing in these roads in the future. In accordance with
the increase of vehicles, amount of automobile exhaust gases increases. Figure below shows an estimate of
total number of vehicles passing the Phuoc An Bridge, NH51 and Bien Hoa-Vung Tau Expressway up to
2030.
Figure 4-6 Number of Vehicles Passing Phuoc An Bridge, NH51 and BV Expressway
Number of Vehicles Passing PA Bridge, NR51 and BV Exp.
142,000
Number of Vehicles (PCU/day)
122,000
102,000
82,000
With Case
Without Case
62,000
42,000
22,000
2,000
2005
2010
2015
2020
2025
2030
2035
Year
The result of the estimate of CO2 emission above shows that:
■
Amount of CO2 emission of the With case will be reduced about 640 and 1,100 ton-CO2/km/year in
2020 and 2030 respectively comparing than those of the Without case.
■
It should be noted that the increased amount of CO2 emission caused by the increase of number of
vehicles is offset by the reduction of amount of CO2 emission caused by dissolution of the traffic
congestion on NH51. It should be also noted that the Bien Hoa-Vung Tau Expressway contributes
dissolution of the traffic congestion on NH51 even in case of the Without case.
■
If the traffic congestion of NH51 is left continuously as it is to the future, the more amount of CO2 will
be emitted from vehicles. (Traffic congestion Case)
■
Effect of CO2 reduction by the implementation of the Project is considered to be the difference amount
of CO2 emission between the With case and the Traffic congestion case above mentioned.
Total amount of CO2 emitted in the case of Traffic congestion can be estimated as follows:
Table 4-7 Estimate of Reduction of CO2 Emission by the Implementation of the Project
Year
Case
Total (T-CO2/km/Year)
Difference (T-CO2/km/Year)
2008
3,135
-
2020
With
Without Congestion
7,964
8,604
9,766
0
1,802
2030
With
Without Congestion
13,886
14,962
15,799
0
1,913
Table above shows that as a result of the implementation of the Project, amount of CO2 emission will be
reduced about 1,800 ton/km/year and 1,900 ton/km/year in 2020 and 2030 respectively. Figure below shows
the effect of reduction of CO2 emission schematically.
4-9
Figure 4-7 Effect of CO2 Emission by the Implementation of the Project
Estimate of Emission of CO2 in and around the Project Area
18,000
With Case
Without Case
Congestion
Emission of CO2 (Ton-CO2/km/Year)
16,000
14,000
Without Case
CO2 reduction effect
by the
implementation of
12,000
Continuous tarffic
congestion
10,000
With Case
8,000
6,000
4,000
2,000
2005
2010
2015
2020
2025
2030
2035
Year
4.3 Impacts on Natural and Social Environments due to Implementation of the Project
The Project for development of Cai Mep-Thi Vai International Port is now progressing. The Cai Mep-Thi Vai
Inter-Port Road Construction Project which includes the Phuoc An Bridge Construction Project is considered
as a part of the Project for development of Cai Mep-Thi Vai International Port. The EIA study for the Cai
Mep-Thi Vai International Port Project has already been conducted by the project proponent and approved
by MONRE and DONRE. According to the EIA report for the port development project above
mentioned, potential impacts on the environment, both natural and social, arising from the
implementation of the project are concluded to be not serious one. Apart from the EIA study for the Cai
Mep-Thi Vai International Port Project, EIA studies for the Component No.9 of the Inter-port Road are also
required according to the Vietnamese environmental related laws and regulations. The status of
implementation of EIA for the component projects of the Inter-Port Road Project are shown in Table 4-2 of
section 4.1. The EIA for the Phuoc An Bridge construction project has not conducted yet. Due to the reason
that the Phuoc An Bridge stretches over two provinces, Ba Ria - Vung Tau and Dong Nai, the EIA report
prepared is appraised and approved by MONRE.
This study is conducted in the earliest phase of the decision making process. The major objective of
“Environmental and social considerations” in project formation studies is to provide data to determine
whether the project should be taken to the next phase, and to clearly identify a broad range of items to be
investigated in the next phase, if the project goes forward, from an environmental and social standpoint.
According to the JBIC guidelines, all proposed projects are to be classified into three categories, namely those
likely to have a significant environmental and social impact (Category A), those likely to have a less adverse
environmental and social impact than that of Category A projects (Category B), and those likely have a
minimal or no adverse environmental and social impact (Category C). Based on the conclusion of the EIA of
the Cai Mep International Port development project, the Project of Phuoc An Bridge can be classified into
Category B project. Although submission of EIA reports to JBIC is not a mandatory requirement for Category
B project, it is recommended that the project proponent should submit the EIA reports and environmental
4-10
permit certificates issued by the government of Vietnam or other appropriate authority following Category A
projects.
Following shows the environmental reviews to identify major impacts on natural and social environments
using the JBIC screening formats.
4-11
Table 4-8 Environmental Checklist: 16. Roads , Railways and Bridges
Category
Environment
al Item
(1) EIA and
Environmenta
l Permits
1 Permits and
Explanation
(2)
Explanation
to the Public
Main Check Items
Confirmation of Environmental Considerations
① Have EIA reports been officially
completed?
② Have EIA reports been approved
by authorities of the host country’s
government?
③
Have EIA reports been
unconditionally
approved?
If
conditions are imposed on the
approval of EIA reports, are the
conditions satisfied?
④
In addition to the above
approvals, have other required
environmental permits been obtained
from the appropriate regulatory
authorities of the host country’s
government?
① Are contents of the project and
the potential impacts adequately
explained to the public based on
appropriate procedures, including
information
disclosure?
Is
understanding obtained from the
public?
② Are proper responses made to
comments from the public and
regulatory authorities?
① Is there a possibility that air
pollutants emitted from various
sources, such as vehicle traffic will
affect ambient air quality? Does
ambient air quality comply with the
country’s ambient air quality
standards?
② Where industrial areas already
exist near the route, is there a
possibility that the project will make
air pollution worse?
1, 2, 3
EIA procedures of the project have not conducted
yet.
4. No
1, 2 No.
As mentioned above, EIA procedures of the
project have not conducted yet.
The project area is located in swampy mangrove
forest region, and there are no residents in this
area.
Construction of a shipyard of VINALINES is
planned. Discussion on the project should be made
between the project proponent and VINALINES
1.
-
(1)
Quality
Air
2.
2 Mitigation
Measures
(2)
Water
Quality
① Is there a possibility that soil
runoff from the bare lands resulting
from earthmoving activities, such as
cutting and filling will cause water
quality degradation in downstream
water areas?
② Is there a possibility that surface
runoff from roads will contaminate
water sources, such as groundwater?
③ Do effluents from various
facilities, such as stations and parking
areas/service areas comply with the
country’s effluent standards and
ambient water quality standards? Is
there a possibility that the effluents
will cause areas that do not comply
with the country’s ambient water
quality standards?
1.
-
-
4-12
Yes
The EIA procedure to be conducted will clarify the
degree of the impacts on air quality caused by the
implementation of the project. The EIA report will
also propose mitigation measures to avoid and/or
minimize serious negative impacts on air quality.
The mitigation measures are also included in the
tender documents and the contracts. Major items to
be included in the EIA report and the
tender/contract documents are:
Recommendation of planting trees at the road
sides,
Control of exhaust gas and dust emission during
construction phase,
Ban on trucks with over exhaust gas to use the road
during operation phase
Carrying out of regular maintenance of road and
bridge pavement,
Water spraying regularly on road surface at least 10
days/time in dry season,
Taking care of trees and landscape along the
road/bridge,
Carrying out of ambient air quality monitoring,
Adjoining the alignment of Inter-Port Road,
industrial zone is now under constructing in the Cai
Mep International Port area, the project has a
potential to worsen the air quality. But the influence
of the project on air quality is considered site
specific.
Yes But the project area is generally swampy
mangrove forest.
The EIA procedure to be conducted will clarify the
degree of the impacts on water quality caused by
the implementation of the project. The EIA report
will also propose mitigation measures to avoid
and/or minimize serious negative impacts on water
quality. The mitigation measures are also included
in the tender documents and the contracts. Major
items to be included in the EIA report and the
tender/contract documents are:
Establish design criteria applicable for the project
section with hydrogical regimes,
Perimeter cut-off drains to direct off-site water
around the site shall be constructed and internal
temporary drainage works and erosion and
sediment control facilities implemented at the start
of site establishment
Formation of plan for works to minimize surface
excavation works during the rainy season where
Category
Environment
al Item
Main Check Items
practicable
Use of channels, earth bunds, netting, tarpaulin
and/or sand bag barriers on site to manage surface
water runoff and minimize erosion
- Completion of all exposed earth areas and
re-vegetation as soon as possible after completion
of earthworks
2. Yes Followings should be included in the
report/documents of EIA, Tender and Contract
- Construction of drainage system and retention
ponds to collect and treat surface runoff from
road/bridge prior to discharge to the local surface
water bodies
-
-
(3) Noise and
Vibration
(1) Protected
Areas
(2) Ecosystem
and biota
3
Natural
Environment
(3) Hydrology
(4)
Topography
and
Geology
① Do noise and vibrations from
vehicle and train traffic comply with
the country’s standards?
① Is the project site located in
protected areas designated by the
country’s laws or international
treaties and conventions? Is there a
possibility that the project will affect
the protected areas?
① Does the project site encompass
primeval forests, tropical rain forests,
ecologically valuable habitats (e.g.,
coral reefs, mangroves, or tidal flats)?
② Does the project site encompass
the protected habitats of endangered
species designated by the country’s
laws or international treaties and
conventions?
③ If significant ecological impacts
are anticipated, are adequate
protection measures taken to reduce
the impacts on the ecosystem?
④ Are adequate protection measures
taken to prevent impacts, such as
disruption of migration routes, habitat
fragmentation, and traffic accident of
wildlife and livestock?
⑤ Is there a possibility that
installation of roads will cause
impacts, such as destruction of forest,
poaching, desertification, reduction in
wetland areas, and disturbance of
ecosystems due to introduction of
exotic (non-native invasive) species
and pests? Are adequate measures for
preventing such impacts considered?
⑥ In cases where the project site is
located at undeveloped areas, is there
a
possibility that
the
new
development will result in extensive
loss of natural environments?
① Is there a possibility that
alteration of topographic features and
installation of structures, such as
tunnels will adversely affect surface
water and groundwater flows?
① Is there a soft ground on the route
that may cause slope failures or
landslides? Are adequate measures
considered to prevent slope failures
or landslides, where needed?
② Is there a possibility that civil
works, such as cutting and filling will
cause slope failures or landslides?
Are adequate measures considered to
4-13
Construction of retention pond to treat runoff water
if necessary
3. Once the proposed mitigation measures to be strictly
applied and well controlled, there is no possibility.
1. Construction machines, trucks and other machines
generate noise and vibration during construction
phase. Good maintenance of equipment/machine,
careful construction program are required.
1. No. But it should be noted that Can Gio Mangrove
Biosphere Reserve spread out at the opposite bank
of the project site across the Thi Vai River, and the
project site is also generally covered with the
swampy mangrove forest. Careful attention should
be paid to reduce or minimize the impacts on the
mangrove forest in and around the project area
caused by the implementation of the project.
1., 2, 3, 4, 5
The project site is generally covered with the
swampy mangrove forest. Mangrove forest region is
one of the main primary producers in the coastal and
estuarine regions providing nutrients, foods, shelter
and habitat to many species of fish and shellfish. It is
considered that implementation of the project will
exert some influences upon the fishery industry
around the project site as well as the natural
environment. Detailed influences should be studied
in the EIA to be conducted, and countermeasures
such as compensation of fishery rights should be
proposed in the EIA report if necessary.
1. Although there is a possibility to alter the
topographic features and surface water flows in the
project area, it is anticipated that the influences upon
the environment is not significant.
1. The project area is generally swampy mangrove
forest. Slope failures or landslides are not likely to
be induced.
2. The bridge is planned in the mangrove forest areas,
and therefore, occurrence of large-scale slop failures
or landslides are not anticipated.
3. The following measures are proposed to prevent soil
Category
Environment
al Item
Main Check Items
prevent slope failures or landslides?
③ Is there a possibility that soil
runoff will result from cut and fill
areas, waste soil disposal sites, and
borrow sites? Are adequate measures
taken to prevent soil runoff?
runoff from earthwork sites, waste soil disposal
sites, and borrow sites:
- Contractors will be obligated to minimize exposition
of soil surface caused by excavation works during the
rainy season where practicable.
- The material stockpile sites, the earthwork sites
where exposed land surface is vulnerable to runoff,
etc. should be consolidated and/or covered;
- The material stockpile sites should be far away from
surface water bodies and areas prone to surface
run-off. Loose materials should be bagged and
covered. Open ditch should be built around the
stockpile sites to intercept wastewater. Channels,
earth bunds, netting, tarpaulin and/or sand bag
barriers shall be used on site to manage surface water
runoff and minimize erosion;
(1)
Resettlement
4
Social
Environment
(2) Living and
Livelihood
① Is involuntary resettlement caused
by project implementation? If
involuntary resettlement is caused,
are efforts made to minimize the
impacts caused by the resettlement?
② Is adequate explanation on
relocation and compensation given to
affected
persons
prior
to
resettlement?
③ Is the resettlement plan, including
proper compensation, restoration of
livelihoods and living standards
developed based on socioeconomic
studies on resettlement?
④ Does the resettlement plan pay
particular attention to vulnerable
groups or persons, including women,
children, the elderly, people below
the poverty line, ethnic minorities,
and indigenous peoples?
⑤ Are agreements with the affected
persons
obtained
prior
to
resettlement?
⑥ Is the organizational framework
established to properly implement
resettlement? Are the capacity and
budget secured to implement the
plan?
⑦ Is a plan developed to monitor the
impacts of resettlement?
① Where roads or railways are
newly installed, is there a possibility
that the project will affect the existing
means of transportation and the
associated workers? Is there a
possibility that the project will cause
significant impacts, such as extensive
alteration of existing land uses,
changes in sources of livelihood, or
unemployment?
Are
adequate
measures considered for preventing
these impacts?
② Is there a possibility that the
project will adversely affect the
living conditions of inhabitants other
than the affected inhabitants? Are
adequate measures considered to
reduce the impacts, if necessary?
③ Is there a possibility that diseases,
including communicable diseases,
such as HIV will be introduced due to
immigration of workers associated
with the project? Are adequate
considerations given to public health,
if necessary?
4-14
- All exposed earth areas shall be completed and
re-vegetated as soon as possible after completion of
earthworks.
1., 2., 3., 4., 5., 6., 7
No. There are no households or residents in and
around the project site.
1.
2.
3.
4.
Construction of the Inter-Port Road and the Phuoc
An Bridge will change the current road
transportation system in Cai Mep-Thi Vai
International Port. Although the Cai Mep-Thi Vai
International Port is under developing,
transportation of goods and products in this area is
rested with the NH51 currently. After the
completion of the Inter-Port Road and the Phuoc
An Bridge, the function of transportation of NH51
in this area will be converted to the Inter-Port
Road and the Phuoc An Bridge. This will reduce
the traffic congestion, noise, accidents, and
discharge of atmospheric pollutants such as
nitrogen oxides.
As mentioned, the greater part of the project site
is covered with swampy mangrove forest.
Although implementation of the project has a
possibility to affect impacts on the ecological
system of the mangrove forest and the aquaculture
in and around the project site, the impacts are
anticipated to be not so serious and site-specific
ones.
No, there are no residents in the project site.
During construction phase, there is a possibility to
increase traffic congestions and accidents on the
Category
Environment
al Item
(3) Heritage
(4) Landscape
(5) Ethnic
Minorities
and
Indigenous
Peoples
(6) working
conditions
Main Check Items
④ Is there a possibility that the
project will adversely affect road
traffic in the surrounding areas (e.g.,
by causing increases in traffic
congestion and traffic accidents)?
⑤ Is there a possibility that roads
and railways will cause impede the
movement of inhabitants?
⑥ Is there a possibility that
structures associated with roads (such
as bridges) will cause a sun shading
and radio interference?
NH51 and neighboring roads, due to the
concentration of construction vehicles using these
roads to access to construction sites. Mitigation
measures are to be recommended in the EIA
report prepared such as the followings:
- Carefully prepare the construction plan in order
to minimize the area and period of road
occupation/closure, and avoid concentration of
construction vehicles;
- Prior notice local residents on the road
occupation/closure through sign boards and
mass media;
- Allocate personnel at place vulnerable to traffic
congestion to instruct detour.
5. The bridge and the approach bridge do not
impede the movement of inhabitants due to no
inhabitants in the project site. As for the ship
navigation under the bridge, sufficient bridge
height and the navigation clearance at the center
span width are to be secured.
6. Influence if the bridge on radio interference not
sure at present, but unlikely anticipated.
① Is there a possibility that the
project will damage the local
archeological, historical, cultural, and
religious heritage sites? Are adequate
measures considered to protect these
sites in accordance with the country’s
laws?
① Is there a possibility that the
project will adversely affect the local
landscape? Are necessary measures
taken?
① Where ethnic minorities and
indigenous peoples are living in the
rights-of-way, are considerations
given to reduce the impacts on
culture and lifestyle of ethnic
minorities and indigenous peoples?
② Does the project comply with the
country’s laws for rights of ethnic
minorities and indigenous peoples?
① Is the project proponent not
violating any laws and ordinances
associated
with
the
working
conditions of the country which the
project proponent should observe in
the project?
② Are tangible safety considerations
in place for individuals involved in
the project, such as the installation of
safety equipment which prevents
industrial accidents, and management
of hazardous materials?
③ Are intangible measures being
planned and implemented for
individuals involved in the project,
such as the establishment of a safety
and health program, and safety
training (including traffic safety and
public sanitation) for workers etc.?
④ Are appropriate measures being
taken to ensure that security guards
involved in the project do not violate
safety of other individuals involved,
or local residents?
1. No. There are no local archeological, historical,
cultural, and religious heritage sites in the project
site.
4-15
1. No. It is anticipated that the landscape of the bridge
will be well blended into the surrounding area.
1. The Project area is far away from the living habitats
of ethnic minorities. There are no indigenous people
in the Project area.
2. Not applicable
1, 2, 3, 4
The project proponent will take care not to violate
any laws and ordinances associated with the working
conditions of the country.
Category
Environment
al Item
(1) Impacts
during
Construction
5 Others
(2)
Monitoring
Reference to
Checklist of
Other
Sectors
6 Note
Note
on
Using
Environmenta
l
Checklist
Main Check Items
①
Are adequate measures
considered to reduce impacts during
construction (e.g., noise, vibrations,
turbid water, dust, exhaust gases, and
wastes)?
②
If construction activities
adversely
affect
the
natural
environment
(ecosystem),
are
adequate measures considered to
reduce impacts?
③
If construction activities
adversely
affect
the
social
environment, are adequate measures
considered to reduce impacts?
① Does the proponent develop and
implement monitoring program for
the environmental items that are
considered to have potential impacts?
② Are the items, methods and
frequencies
included
in
the
monitoring program judged to be
appropriate?
③ Does the proponent establish an
adequate monitoring framework
(organization, personnel, equipment,
and adequate budget to sustain the
monitoring framework)?
④ Are any regulatory requirements
pertaining to the monitoring report
system identified, such as the format
and frequency of reports from the
proponent
to
the
regulatory
authorities?
① Where necessary, pertinent items
described in the Forestry Projects
checklist should also be checked
(e.g., projects including large areas of
deforestation).
② Where necessary, pertinent items
described in the Power Transmission
and Distribution Lines checklist
should also be checked (e.g., projects
including installation of power
transmission lines and/or electric
distribution facilities).
① If necessary, the impacts to
transboundary or global issues should
be confirmed, if necessary (e.g., the
project includes factors that may
cause
problems,
such
as
transboundary waste treatment, acid
rain, destruction of the ozone layer,
or global warming).
1. 2, 3
Type and degree of impacts are to be identified in
the EIA report. Measures to be taken to reduce or
mitigate the impacts are also recommended in the
EIA report. According to these studies, an
Environmental Management Plan (EMP) is to be
prepared. The EMP is to be utilized duly to ensure
the implementation of these measures.
1. 2, 3
No. The EIA for the Project has not implemented
yet.
The monitoring program including its procedures
and framework are to be proposed through the
process of the EIA.
4. Although there are no regulatory requirement for the
monitoring report system, the project proponent has
a responsibility for reporting periodically to the
relevant governmental agencies as well as public. It
is recommended to examine this issue in more detail
in the EIA.
1. The establishment of new road system will lead to
the reduction of Greenhouse Gasses (GHGs) within
the road system in and around the project site as a
whole.
1) Regarding the term “Country’s Standards” mentioned in the above table, in the event that environmental standards in the country where the
project is located diverge significantly from the World Bank Safeguard Policy as a general rule, or the International Finance Corporation
Performance Standards for private sector limited or non-recourse project finance cases, or other standards established by other international
financial institutions, or other internationally recognized standards or good practices established by developed countries such as Japan regarding
environmental and social considerations, the background and rationale for this deviation, and the measures to rectify it if necessary, are to be
confirmed. In cases where local environmental regulations are yet to be established in some areas, considerations should be based on comparisons
with international standards such as the World Bank Safeguard Policy, and appropriate standards of other countries(including Japan).
2) Environmental checklist provides general environmental items to be checked. It may be necessary to add or delete an item taking into account
the characteristics of the project and the particular circumstances of the country and locality in which it is located.
4-16
4.4 Overview of Regulations/Laws for Natural and Social Environments of Host Country
1. Laws and Regulation System
In order to manage and avoid and/or minimize negative impacts on the natural and social environment with
the implementation of various development projects as well as to promote the positive impacts, the
Government of Vietnam has established the environmental related law system. The basic and principle
environmental law, namely the Law on Environmental Protection (LEP), had been issued on December 1993.
This law was amended to the new LEP on 2005. The LEP:
a) Identifies the responsibilities of the state center, provinces, organizations and individuals to prevent
and remedy environmental deterioration and pollution and carry out specified environmental
protection functions;
b) Provides for the development of environmental standards and submission of environmental impact
assessment reports on new and existing facilities;
c) Provides for responsible parties to pay compensation for environmental damage;
d) Establishes the right of individuals and organizations to petition for enforcement of environmental
regulations;
e) Calls for civil and criminal penalties for violations; and
f) Encourages international environmental co-operation.
Based on the LEP, Environmental Impact Assessment (EIA) for major development projects including the
Phuoc An Inter-Port Construction Project is compulsory at present in Vietnam. In order to implement the LEP,
the Government has issued the Decree No. 175/CP on October 1994 in which guidelines on EIA are included.
The LEP and the Decree No. 175/CP made EIA procedures compulsory to obtain approval for major
development projects. After the enforcement of the LEP and the Decree No. 175/CP, several regulatory
documents were issued by governmental agencies to support the implementation of EIA procedures. Major
documents which regulate implementation of EIA and environmental protection including the LEP and the
Decree No. 175/CP are summarized in the table below:
Table 4-9 Major Laws and Regulations Concerning Environmental Protection in Vietnam
NO.
Law/Regulation
Date
2
Law NO. 52, Order No.
29/2005/L-CTN
(amended LEP from LEP of
1993)
Decree No. 175/CP
3
Decree NO. 80/2006/ND-CP
Aug. 2006
4
2008
5
Circular
NO.
TT-BTNMT
6
1
7
8
9
10
11
08/2006/
Circular
NO.
490/1998/TT-BKHCNMT
Circular
NO.
05/2008/TT-BTNMT
Decree
NO.197/2004/
ND-CP
Circular
NO.
Nov. 2005
Oct. 1994
Sept. 2006
Aug. 2006
Apr. 1998
2008
Feb. 2005
Dec. 2004
Dec. 2004
Contents
Vietnamese basic environmental protection law (New LEP,
LEP 2005)
Guidelines for the implementation of the LEP
Particular stipulates and guidelines to carry out some article
of LEP 2005
Revised Decree from Decree NO. 80/2006/ND-CP
Guidelines to Strategic Environmental Assessment (SEA)
and Environmental Impact Assessment (EIA) and
Environmental Commitment Projection (ECP)
On sanctioning of administrative violation in the domain of
Environmental Protection
Circular on appraisal of EIA report for investment projects
Guidelines for the making and appraising EIA reports on
Investment projects
Regulation on Construction Investment projects
Compensation, assistance and resettlement when the State
revokes land
Instructions to carry out the Decree NO. 197/2004/ ND-CP
4-17
NO.
Law/Regulation
Date
116/2004/TT-BTC
12
Circular NO. 13/2006/
TT-BTNMT
Sept. 2006
13
Circular NO. 715/MTg
Apr. 1995
14
Decision No.1806/QD-MTg
Dec. 1994
15
Decision NO. 229/QD/TDC
Mar. 1995
16
Decision
QĐ-BXD
17
Sector
standard
22/TCN-242-98
18
19
NO.
29/1999/
No.
21
No. 51/2001/QH10
No. 16/2003/QH11
Decree
109/2003/ND-CP
Fisheries Law
22
Decree No.149/2004/ND-CP
20
24
1998
Nov. 2003
Nov. 2003
No.
Circular
NO.
12/2006/TT-BTNMT
Decree NO. 12/2009/NĐ-CP
23
1999
Sept. 2003
Nov. 2003
Jul. 2004
2006
Dec. 2009
Contents
of the government regarding to compensation, assistance
and resettlement when the State revokes land
Guidelines on the organization and function of SEA/EIA
appraisal committee
Guidelines for the making and appraising EIA reports on
foreign investment projects
Concerning the organization and activities of the EIA
reports appraisal committee
and the granting of
environmental permits
Concerning the issuance of the Vietnamese Environmental
Quality Standards
Regulation on environmental protection in construction
sector
Guidelines for EIA in the Feasibility Study and Design of
Transport Construction projects which contain requirements
for development of EIA for road infrastructure and inland
waterways
Land law (amended)
Law on Construction
Protection and sustainable development for wetlands
Fisheries Law
Agreement on digging, development, use of water
resources, and wastewater discharge to water sources
Circular on construction management
Management of construction investment projects
Besides the laws and regulations mentioned above, there are also several important regulatory documents
relating to environmental considerations in the decision making process of transport projects. Among the laws
and regulations, Vietnamese Standards for the Environment (TCVN) applied for the EIA for transport
projects are shown below:
■
Ambient Air Quality Standard (TCVN 5937-1995),
■
Surface Water Quality Standard (TCVN 5942-1995),
■
Acoustic Standard (TCVN 5949-1998),
■
Industrial Effluent Standard (TCVN 5945-2005),
■
Permissible Nose Level for vehicles (TCVN 5948-1999),
■
Vibration and Shock Standards created by Construction and Industry (TCVN 6962-2001)
Vietnamese Standards for the Environment were published by the former Ministry of Science, Technology
and Environment (MOSTE) in 1995, 2000, 2001, and by MOSTE and MONRE in 2003 and 2005 applied to
all socio-economic activities in territory of Vietnam. The environmental standards include acceptable limits of
many air, water, and soil and noise parameters. Although the list of biophysical parameters is broad enough
such that most monitoring programs can employ the standards as metrics of evaluation, it should be noted that
there are some exceptions – for example, sediment and some other standards do not yet exist in Vietnam. In
these cases, it is common practice for ODA projects to use standards from other countries or international
organizations.
2. Land Acquisition
1) Laws and regulations
4-18
Land acquisition in the project area is one of the key issues for smooth implementation of the project.
Although there are no residents, no commercial facilities and no factories in the project area of the component
no.9 at present, lands in the area are owned by communes, local government, and a few private or state
companies. Together with implementation of an EIA, land acquisition procedures in the project site should be
started according to the competent laws and regulations. Following shows the laws and regulations which
support the procedures of land acquisition.
Table 4-10 Major Laws and Regulations Concerning Procedures of Land Acquisition
NO.
Law/Regulation
Date
1
Decree No 197/2004/ND-CP
Dec. 2004
2
No. 51/2001/QH10
Nov. 2003
3
2007
4
Aug. 2009
5
Circular
14/2009/TT-BTNMT
No
Oct. 2009
6
Decision
13/2010/QD-UBND
No
2010
Contents
compensation, support and resettlement when government
recover land
Land law (amended)
providing certificate of land use rights, land acquisition,
implementation of land use rights, order and procedures for
compensation, assistance and resettlement when government
recover land and resolving claim on land
supplement regulation on land using plan, land price, land
acquisition, compensation, assistance and resettlement
detail regulation of compensation, assistance, resettlement
and order, procedures for land acquisition, land allocation,
land lease
issue regulation of some specific policies on compensation,
assistance, resettlement when government recover lan in Ba
Ria-Vung Tau province
4-19
2) Procedure of land acquisition
Procedure of land acquisition is shown below:
Figure 4-8 Procedure of land acquisition
Unify the implementation of compensation work
Establish compensation council, release land acqusition notification
Hire measuring Consultants: Establish land acquisition border plan and list of owners
Approval:
- Land acquisition border plan (Natural Resource and Environment Department)
- List of owners (Commune People’s Committee)
Site inventory (Compensation Council)
Provide legal land document (organization, and personal who had compensation land)
Compensation and site clearance board make compensation option or hire Consultants
Publicize the compensation option for comments, editing (if any)
Project goes through more than 2
districts or foreign organization
Project goes through 1 district and
households
Review compensation, site clearance
options and preparing land acquisition
documents as regulation (Natural
Resource and Environment department)
Review compensation, site clearance options
and preparing land acquisition documents as
regulation of Natural Resource and
Environment department of district
Decision of land acquisition
(Provincial People’s Committee)
Decision of land acquisition
(Provincial People’s Committee)
Approval Compensation, site clearance
option (Provincial People’s Committee)
Approval Compensation, site clearance
option (Provincial People’s Committee)
Publicize the decision to approve the compensation option
Payment for compensation money (Investor, Compensation Council)
Figure 4-3 Process and Procedures of Land Acquisition
4-20
4.5.
Required Actions of Host Country and/or Relevant Groups for Implementation of the Project
The Phuoc An Bridge Construction Project has only just started. As for the environmental aspects of the
Project, the EIA, which is required for the commencement of the Project, has not yet carried out. In order
to move forward the Project, the project proponent of Vietnamese side is required to conduct the following
actions including the implementation of EIA in the field of the environmental aspects.
■
Implementation of the EIA for the Phuoc An Bridge Construction Project as soon as possible in
accordance with the Vietnamese EIA laws and regulations.
■
The EIA includes below:
-
Implementation of detailed survey including:

Forecast of noise level, concentrations of dust and atmospheric pollutants generated from
vehicles along the project area during construction and in operation phases,

Effects of the implementation of project on the fishery industry around the project area,

Making of proposals of mitigation measures for the above and formation of monitoring and
auditing plan for the above.
■
Formation of Environmental Management Plan (EMP)
■
Acquisition of the approval from MONRE for the above EIA.
■
Announcement of the implementation of the project to the public, discussion and formation of agreement
with the concerned organizations on the project.
■
Acquisition of lands required for the project in accordance with the Vietnamese land acquisition laws
and regulations
4-21
Chapter 5 Financial and Economic Feasibility
5.1
Conclusion of Cost Estimate and Construction Work Plan
A total project cost is estimated based on information about capabilities and equipment of contractors,
material and equipment costs, past experience records in Vietnam, the construction cost indice issued by
Ministory of Transport.
In calculating the construction cost, comparison is made for locations of the towers of the main bridge and for
pile foundation types between Cast in place concrete piles and screwed steel piles, and the estimate was made
based on the original tower location and Cast in place concrete pile.
The construction cost increased to 21.2 billion yen from 12.2billion yen in BRITEC Report (VIII.2, Total
Investment) but it is considered that those cannot be compared simply due to a rise in construction price
indices caused by rapid growth in Vietnam, items not considered in the feasibility study, increases and
decreases in quantities due to the more detailed design and fluctuation in foreign currency exchange rates
(refer to Appendix5). Reasons for the cost increase are summarized in the table shown below.
Item
Cost increase
i) Items not included in BRITIC Report
ii) Escalation and Exchange Rate
iii) Additional Costs (Temporary works, etc.)
iv) Quantity increases from BRITEC Report
Total
2.6 billion JPY
2.0 billion JPY
3.0 billion JPY
1.4 billion JPY
9.0 billion JPT
(= 21.2 – 12.2 billion JPY)
As for implementation schedule, a planned schedule mentioned in BRITECS Report IV. 10.10. 8 is 42
months. However, it was derived from interviews carried out locally that the schedule was assumed the
project would be completed in 2015 and not based on the result of detailed study. Since no basis for the 42
month schedule had been made, the schedule was reviewed. Most optimized scheduling for implementation,
and cost estimations for maintenance, management and others were carried out and the construction schedule
was planned to be 41 months.
5.2
Estimate of Project Cost
5.2.1 Basic Conditions
(1) Time of cost estimate
The time of cost estimate is December 2010, when the study team came back to Japan.
(2) Exchange Rate (End of November 2010)
1 JPY=233 VND
1US$=19,598VND
1US$=84.2700JPY
5-1
5.2.2 Estimated Items
The project costs are estimated in the categories of construction expense (construction costs, consulting
service costs and contingencies), land compensation costs, project administration costs and taxes (Value
Added Tax and Import Tariff).
5.2.3
Calculation of Construction Expense
Construction costs (bridge and road construction), consulting service costs (detailed design, construction
supervision, etc.) and contingencies are considered.
(1) Construction costs
The quantities for the following major work items are calculated and the construction costs are estimated by
multiplying unit rates established taking into consideration to past experience of bridge and road construction
in the area.
Preparation, Temporary Work: Engineer’s Office, Soil Investigation, Test Piles, Temporary Yard, Girder
Fabrication Yard, Concrete Plant, Material and Equipment Stockyard, Temporary Jetties, etc.
Superstructure Work: Girder erection, Girder fabrication, Stay cable erection, Surface work (Handrail,
Pavement etc.)
Tower (Pylon): Construction of Towers
Stay Cable Work: Erection of stay cable for Stay Cable Bridge, Tensioning of stay cable
Substructure Work: Foundation pile, Pier, Abutment, etc.
Earthwork: Approach road section, Interchange section (Embankment work, Pavement work, Drainage work,
Retaining wall work, Slope protection work, etc.)
(2) Consulting Service Cost
Consulting service for this project generally consists of Pre-feasibility study, basic design, detailed design,
bidding preparation work and construction supervision service. Bridge design (superstructure, substructure
and foundation), road design, facility design and cost estimate will be carried out during the design phase, and
a design report, drawings, project cost estimation data, bidding documents will be produced during the
detailed design.
After the detailed design, the Consulting Engineer will carry out preparation for bidding, prequalification of
bidders, technical evaluation and price evaluation and offer technical support until the contractor is selected.
Once construction is started, the Consulting Engineer will check work schedules, temporary work plans and
construction work plans submitted by the contractor, approve of materials and give guidance on safety
management as construction supervision service.
Construction supervision service organization will consist of an onsite supervising consulting engineer who
will manage the whole service, specialists who have knowledge and experience on design and construction of
bridges and roads, and assistant for the said specialists, and moreover, civil engineers, administrative staff and
5-2
drivers hired locally.
Ten (10) % of Construction costs for the above mentioned services are considered as Consultant service cost.
(3) Contingencies
Ten (10) % of the sum of the construction costs and the consultant service costs is considered as
contingencies.
A Preliminary construction expense is shown in Table 5-1.
Table 5-1 Preliminary Construction Expense
Item
JPY(Mill.）
VND(Mill.）
Equivalent
JPY(Mill.）
233
Equivalent
VND(Mill.)
233
161
458,522
2,129
496,004
5,963
1,127,364
10,801
2,516,696
5,533
437,599
7,411
1,726,693
117
20,945
207
48,121
87
45,905
284
66,105
General Item
L=2,478.5m
Approach Bridge
W=23.5m
Main Bridge
L=746m
Accessories
Approach Road
Interchange
L=3,260m
Km18+100 to
Km18+378.97
1 Lot
Construction Cost
61
80,243
405
94,432
11,920
2,170,577
21,236
4,948,051
Consultant Fee
10%
1,192
217,058
2,124
494,805
Contingency
10%
1,192
217,058
2,124
494,805
14,305
2,604,693
25,484
5,937,661
Total
5.2.4 Calculation of Project Cost
(1) Land compensation costs
It is the compensation cost of the land acquired for construction of bridge and road and the amount is
considered by the local implementation agency. However, it is an outstanding item for future investigation
since the data are not obtained at this moment.
(2) Project administration cost
The costs are for the local implementation agency to operate and manage the project and 5% of the
construction expense is considered.
(3) Tax and others
Value added tax in Vietnam is 10% for the most of taxable items in relation to construction and 10% of
material and equipment costs are considered.
Import tariff on construction materials varies on items
according to “Export-Import Tariff and Value Added Tax on Imports”, HCM General Publisher, the latest
issued June 2010. In detail, different rates shall be applied to different materials but import tariff rate of
10% is applied uniformly at this moment since it ranges from 0% to 20% and accordingly a 10% of the total
amount roughly calculated for imported materials is considered.
5-3
A preliminary total project cost is shown in Table 5-2. The preliminary total project cost is estimated
approximately 29.6 billion yen (6 trillion 886.0 billion Vietnam Dong)
Table 5-2 Preliminary Total Project Cost
Item
JPY(Mill.）
General Item
VND(Mill.）
Equivalent
JPY(Mill.）
Equivalent
VND(Mill.)
233
233
161
458,522
2,129
496,004
Approach
Bridge
L=2,478.5mW=23.5m
5,962
1,127,364
10,800
2,516,510
Main Bridge
L=746m
5,533
437,599
7,411
1,726,693
Accessories
L=3,260m
117
20,945
207
48,121
Km18+100 to
L≒280m
87
45,905
284
66,105
Interchange
61
80,243
405
94,432
11,920
2,170,577
21,236
4,948,051
1 Lot
Construction Cost
Consultant Fee
10%
1,192
217,058
2,124
494,805
Contingency
10%
1,192
217,058
2,124
494,805
14,305
2,604,693
25,484
5,937,661
-
-
-
-
Sub Total
Land Acquisition
Administration Cost
5%
-
296,883
1,274
296,883
Value Added Tax (VAT)
10%
-
593,766
2,548
593,766
Import Tax
10%
-
57,963
249
57,963
Sub Total
Total
-
948,613
4,071
948,613
14,305
3,553,306
29,555
6,886,273
Value Added Tax is considered to be exempted for projects funded by Japanese Yen Loan in the country.
However, in this report, Value Added Tax is considered in the Total Project.
5.2.5 Calculation of Ratio of material, equipment and others of Japan origin
This Project is intended to be implemented under STEP scheme of Japanese ODA. The STEP loan provides
favorable conditions for a borrower such as a low refund interest with a long repayment term. In order to have
the condition, the Project shall satisfy that;
“More that 30% of the loan amount shall be used for procurement of Japanese origin products and
services.”
The details are described in “Change in specific applicable conditions Special Terms for Economic Policies”
issued 20 October 2006, Ministry of Foreign Affairs, Ministry of Finance and Ministry of Economy, Trade
and Industry.
With respect to the condition, the project costs are calculated in accordance with the above document. As a
result, the Project satisfies this 30% condition. The calculation result is shown in Figure 8-6.
5-4
5.2.6
Maintenance Cost
An annual maintenance cost necessary for the section covered by this project is calculated anticipating the
following activities.
(1) Maintenance and management items
(a) Ordinary Inspection
Checking, investigation, cleaning, and replacing road lighting, light repair of pavement, etc.
(b) Scheduled Inspection
Improvement of pavement, repair and improvement of road lighting and accessories, repair of expansion
joint, painting steel members such as handrails, improvement of drainage and slope protection, etc.
(2) Annual maintenance cost
An annual maintenance cost is shown in Table 5-3. The routine repair costs converted to the annual costs by
dividing by year of interval of repairs. A life cycle cost is shown in the table with conditions that the design
life length of the bridge and roads is 100 years.
Table 5-3 Annual Maintenance Cost
Portion
Bridge
Road
Total/Year
Total/Life(100 Year)
Cost (Mill. VND)/Year
Ordinary
Scheduled
Inspection
Inspection
637
2,546
42
313
678
2,859
67,824
285,902
Total
Remarks
3,183
355
3,537
JPY 16,000,000.00
353,726 JPY 1,600,000,000.00
5.2.7 Comparison of construction costs
(1) Comparison of Locations of Main Bridge Towers
A comparison of construction costs between the case two Towers of Main Bridge are constructed in river
(Original plan) and the case one Tower of Main Bridge is constructed on land by shifting the location of the
bridge by 40m (Alternative Plan 1) is shown in Table 5-4.
In terms of construction cost, Alternative Plan 1 has an advantage but the detail will be decided during Basic
Design. The plan is based on the original one in this report.
5-5
Table 5-4 Comparison of Locations of Main Bridge Towers
Item
General Item
Approach
Bridge
Main Bridge
Accessories
L=2,478.5
m
L=746m
L=3,260m
Km18+100 to
7
Interchange
1 Lot
Total
Both Towers in River
One Tower on Land
Difference
Equivalent
Equivalent
Equivalent
VND(Mill.
VND(Mill.
JPY(Mill.）
JPY(Mill.） JPY(Mill.）
JPY(Mill.）
JPY(Mill.)
）
）
233
233
161
458,522
2,129
161
458,522
2,129
5,963
1,127,364
10,801
5,963
1,127,364
10,801
-
5,533
117
437,599
20,945
7,411
207
5,131
117
430,600
20,945
6,979
207
432
-
87
45,905
284
87
45,905
284
-
61
11,920
80,243
2,170,577
405
21,236
61
11,519
80,243
2,163,579
405
20,804
432
(2) Comparison of foundation piles
Piles are planned for all bridge foundation. Construction of foundation is carried out simultaneously for
Main Bridge and Approach bridges on both shore sides. Cast in place concrete piles are planned for Main
Bridge. As for piles of Approach Bridges, negative friction on pile will appear since embankment is
constructed on soft ground. Therefore, the construction costs for Cast in Place Concrete Pile (Original Plan)
and Steel Pipe Pile (Alternative Plan 1) are compared. The result is shown in Table 5-5. In terms of
construction cost, Cast in Place Concrete (Original Plan) has an advantage. Therefore, Cast in Place
Concrete Pile is considered in this report.
Table 5-5 Comparison of Foundation Pile
General Item
Approach Bridge L=2,478.5m
Main Bridge
L=746m
Accessories
L=3,260m
Km18+100 to
L≒280m
Interchange
1 Lot
Total
Concrete Bored Pile
Steel Pipe Pile
Difference
Equivalent
Equivalent
Equivalent
JPY(Mill.） VND(Mill.） JPY(Mill.）
JPY(Mill.） VND(Mill.） JPY(Mill.）
JPY(Mill.)
233
233
161
458,522
2,129
174
457,934
2,139
-10
5,963
1,127,364
10,801
9,287
806,790
12,750
-1,949
5,533
437,599
7,411
5,629
424,742
7,452
-42
117
20,945
207
117
20,945
207
87
45,905
284
87
45,905
284
-
61
11,920
80,243
2,170,577
405
21,236
61
15,355
80,243
1,836,559
405
23,237
-2,001
5-6
5.3
Overview of Preliminary Economic/Financial Analysis
5.3.1
Economic Analysis
(1) Method of analysis and evaluation
In order to evaluate the effectiveness of this project from the viewpoint of the national economy, a
comparative analysis of economic cost and benefit both in the case of executing the project (With the project)
and not executing the project (Without the project) is carried out.
As the evaluation index, Economic Internal Rate of Return (EIRR), Benefit Cost Ratio (B/C) and Net Present
Value (NPV) are applied.
(2) Premise
1) Benefit items to be analyzed
As various long term benefits created in the regional society due to the execution of the project, time saving
benefit and vehicle operating cost saving benefit will be the object of analysis.

Vehicle operating cost saving benefit
Vehicle operating cost will be saving by the introduction of Phuoc An Bridge. In order to measure it,
the total vehicle operating cost by with the project and without the project is calculated and
compares two costs.

Time saving benefit
Saved time for the same passenger for the same origin and destination (OD) by the introduction of
the project will be converted into economic value. In order to measure it, the total passenger hour
by with project and without project is calculated and is converted into economic value with time
saving cost.
2) Cost item to be analyzed
O&M cost is 16 million yen per year.
3) Period for analysis
Total 35 years including 4 years construction period from 2015 to 2018 and from 2019, the year of
starting operation, until 2049, when 35 years will have passed from inauguration.
4) Social discount rate
As the opportunity cost of capital, 15% per annum is assumed as the social discount rate.
5) Exchanging rate (at 2010Nov.)
1JPY = 233VND
1US$ = 19,598VND
1US$ = 84.27JPY
5-7
(3) Benefit of the project
The benefit of the project to introduce a bridge is as follows:
１） Effective transport of container from/to CMTV Port
２） Time saving for passengers between HCMC and Vung Tau
The parameters for measurement of the benefit are shown in blow.
Time value is analyzed by stated preference survey (SP) for the F/S of Expressway from Dau Giay – Phan
Thiet near HCMC followed VITRANSS2. Vehicle operating cost for measuring parameters is given by speed
and type of vehicle. Table5-7 shows vehicle operating cost by type of road and its typical speed.
Table 5-6 Time saving cost
（USD/hour）
2009
2010
2020
2030
Car
3.36
3.50
4.63
7.08
Bus
2.02
2.11
2.32
3.54
Truck(owner)
2.76
2.88
3.81
5.82
Source: WTP survey conducted in July 2009.
Table 5-7
（USD/1000km/Veh）
Vehicle operating cost
Car
Bus
Truck
Expressway (80km/h)
80
393
333
NH (40km/h)
85
338
359
NH (30km/h)
99
396
425
Source: VITRANSS 2
The following figures are shown the traffic volume in project area by with the project and without the project
and the difference between two. The figure of the difference is displayed the increase with red and the
decrease with blue, the link with the project is red and the path to the destination is traced by blue links in
case of without the project.
5-8
Figure 5-1 Traffic Volume (With Case) in 2020
LEGEND :
( Mode: + 1 + 2 + 3 )
Traffic Flow
VCR<1.00
VCR<1.20
VCR<1.50
1.50<VCR
Figure 5-2 Traffic Volume (Without Case) in 2020
LEGEND :
( Mode: + 1 + 2 + 3 )
Traffic Flow
VCR<1.00
VCR<1.20
VCR<1.50
1.50<VCR
Figure 5-3
Traffic Volume (With Case)-(Without Case) in 2020
5-9
(4) Project cost
１） Investment cost
All the prices applied are economic prices as of the year 2009. As it is difficult to estimate the cost
inflation during the 35 years of the analysis period, it will be omitted from the items for analysis.
As to the depreciation of assets after the life time, the initial investment amount will be re-appropriated
at the following year. Non-depreciated portion of depreciated assets to be found at the last year of the
project will be appropriated as a negative investment cost by calculating its residual value.
(5) Cost benefit analysis
1) Results of analysis
The results of the analysis based on the assumed benefits and costs are shown in Table 5-9.
As all the index values for the evaluation are at a good level, this project is considered to be
economically feasible.
Table 5-8 Results of cost benefit analysis (Discount Rate=15%)
B/C Ratio
N.P.V
EIRR
1.83
185.40 million US$
27.5 %
5-10
Table 5-9 Cost and Benefit (Unit: million $US)
Cost
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
2040
2041
2042
2043
2044
2045
2046
2047
2048
2049
Amount
0.00
59.62
149.05
89.43
0.00
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
0.17
303.42
Benefit
Time Saving VOC
93.78
93.78
86.72
79.66
72.60
65.53
58.47
51.41
44.34
37.28
30.22
23.15
23.15
23.15
23.15
23.15
23.15
23.15
23.15
23.15
23.15
23.15
23.15
23.15
23.15
23.15
23.15
23.15
23.15
23.15
23.15
1,176.89
74.46
74.46
67.67
60.88
54.09
47.31
40.52
33.73
26.94
20.16
13.37
6.58
6.58
6.58
6.58
6.58
6.58
6.58
6.58
6.58
6.58
6.58
6.58
6.58
6.58
6.58
6.58
6.58
6.58
6.58
6.58
645.23
Total
168.24
168.24
154.39
140.54
126.69
112.84
98.99
85.14
71.29
57.44
43.59
29.74
29.74
29.74
29.74
29.74
29.74
29.74
29.74
29.74
29.74
29.74
29.74
29.74
29.74
29.74
29.74
29.74
29.74
29.74
29.74
1,822.12
Discounted
Cost
Benefit
51.84
112.70
58.80
0.00
0.09
0.07
0.06
0.06
0.05
0.04
0.04
0.03
0.03
0.02
0.02
0.02
0.02
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
223.99
0.00
0.00
0.00
0.00
83.65
72.74
58.04
45.94
36.01
27.89
21.28
15.91
11.59
8.12
5.36
3.18
2.76
2.40
2.09
1.82
1.58
1.37
1.19
1.04
0.90
0.79
0.68
0.59
0.52
0.45
0.39
0.34
0.30
0.26
0.22
409.39
2) Sensitivity analysis
In the elements assumed for the economic analysis, variable factors are included in each element and
some elements are based on simple assumptions.
As a sensitivity analysis, some margin will be given in accordance with such variable factors and by
finding out how the result of the analysis will vary; the stability of the feasibility of this project will be
confirmed.
5-11
Table 5-10 Result of Sensitivity Analysis
Cost
Benefit
-20%
-10%
0%
10%
20%
20%
38.0%
34.8%
32.0%
29.6%
27.5%
10%
35.6%
32.5%
29.8%
27.5%
25.5%
0%
33.1%
30.1%
27.5%
25.3%
23.3%
-10%
30.4%
27.5%
25.1%
22.9%
21.1%
-20%
27.5%
24.8%
22.5%
20.5%
18.7%
From the results of analysis shown in the above table, the value of EIRR exceeds 15% even in the case
of 20% cost increase or 20% benefit decrease so the possibility of realization of this project is high.
5.3.2
Financial Analysis
(1) Method of analysis
The objective of the financial analysis is to evaluate to what extent this project is profitable and
whether sound operation as a public entity is possible or not.
As the index for project evaluation, Financial Internal Rate of Return (FIRR) is calculated. FIRR is a
discount rate with which the total of investment amount, expenditure and income all converted into
net present value becomes zero and is calculated by the following formula.
∑t=0
(Bt – Ct –It)
(1 + FIRR)t
=
0
Where
n : Period of analysis (First year t=0)
Bt : Income in each year
Ct : Expenditure in each year
It : Investment cost in each year
(2) Premises
1) Period of analysis
A total of 35 years is assumed as the period of analysis including construction period from 2015 to
2018, starting year of operation in 2019 to the year 2049, after 35 years of operation.
2) Inflation
As it is difficult to estimate the inflation for the period of 35 years (Period of analysis), it is not
considered in this analysis.
5-12
3) Investment cost
The cost of domestic materials is the market price including taxes and the cost of imported materials
and equipment. The price is the CIF price plus inland transportation cost and other expenses excluding
import taxes. All the prices are as of the year 2009.
4) Depreciation
As to the assets of which life time occurs during the project life, re-investment of the same amount will
considered to be done. Non-depreciated portion of the depreciated assets to be found in the last year of
the project will be appropriated as negative investment cost by calculating its residual value.
5) Finance source plan
Using the special Yen credit, STEP from Japan Government is considered in principle. Eighty five
percent (85%) of the total project cost comes from STEP loan and the remaining fifteen percent (15%)
is financed by the local government.
The conditions of the STEP loan are as follows;
Table 5-11 STEP loan condition
Item
Remarks
Interest rate
0.75%/year
Payment period
35 years (including grace period of 10 years)
Maximum loan amount
85% of total project cost
6) Exchange rate (2010Nov.)
1JPY = 233VND
1US$ = 19,598VND
1US$ = 84.27JPY
Investment cost This Project is intended to be implemented under STEP scheme of Japanese ODA. The STEP
loan provides favorable conditions for a borrower such as a low refund interest with a long repayment term.
In order to have the condition, the Project shall satisfy that;
(3)
The total project cost is the construction cost calculated in Chapter 5.1 plus interest during construction.
(4) Revenue and expenditure
1) Revenue
Toll revenue will be considered. One (1) $US/PCU in 2020 as VITRANSS2 is used and it’s 2 times
and 3 times toll will be considered also.
5-13
Table 5-12 Revenue by Year
Year
Toll
Revenue (mil$US/year)
2020
1 $US/PCU
13.11
1 $US/PCU
13.66
2 $US/PCU
26.01
3 $US/PCU
39.01
2030
2) Expenditure
O&M cost is 17 million yen per year.
(5) Result of financial analysis
1) Financial Internal Rate of Return
For the evaluation of financial viability of this project, the value considering WACC (Weighted
Average Cost of Capital) as shown hereunder is applied.
STEP Special Yen Credit
Vietnam’s own fund
85% X 0.75
15% X 15
+
= 2.89%
As the value of FIRR of this project is 3.37%, toll level will become 2 times at in 2030, which exceeds
the standard value of 2.89% calculated by the above formula, it is considered to be financially viable.
The analysis is shown in Table 5-13
5-14
Table 5-13
Expense
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
2040
2041
2042
2043
2044
2045
2046
2047
2048
2049
Amount
0.00
70.14
175.35
105.21
0.00
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
0.19
-227.77
128.63
Dept
STEP
59.62
208.67
298.10
298.10
298.10
298.10
298.10
298.10
298.10
298.10
298.10
285.68
273.26
260.84
248.42
236.00
223.58
211.16
198.74
186.32
173.90
161.48
149.06
136.64
124.22
111.80
99.38
86.96
74.54
62.12
49.70
37.28
24.86
12.44
0.02
Local
10.52
35.28
49.51
47.96
46.41
44.87
43.32
41.77
40.22
38.67
37.13
35.58
34.03
32.48
30.93
29.39
27.84
26.29
24.74
23.19
21.65
20.10
18.55
17.00
15.45
13.91
12.36
10.81
9.26
7.71
6.17
4.62
3.07
1.52
-0.03
Financial analysis
Interest
STEP
Local
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
2.24
2.14
2.05
1.96
1.86
1.77
1.68
1.58
1.49
1.40
1.30
1.21
1.12
1.02
0.93
0.84
0.75
0.65
0.56
0.47
0.37
0.28
0.19
0.09
0.00
27.95
1.58
5.29
7.43
7.19
6.96
6.73
6.50
6.27
6.03
5.80
5.57
5.34
5.10
4.87
4.64
4.41
4.18
3.94
3.71
3.48
3.25
3.01
2.78
2.55
2.32
2.09
1.85
1.62
1.39
1.16
0.92
0.69
0.46
0.23
-0.00
129.34
Dept-repay
STEP
Local
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
14.66
14.56
14.47
14.38
14.28
14.19
14.10
14.00
13.91
13.82
13.72
13.63
13.54
13.44
13.35
13.26
13.17
13.07
12.98
12.89
12.79
12.70
12.61
12.51
12.42
338.45
3.13
6.84
8.97
8.74
8.51
8.28
8.05
7.81
7.58
7.35
7.12
6.88
6.65
6.42
6.19
5.96
5.72
5.49
5.26
5.03
4.79
4.56
4.33
4.10
3.87
3.63
3.40
3.17
2.94
2.71
2.47
2.24
2.01
1.78
1.54
183.52
Revenue
13.11
13.11
14.40
15.69
16.98
18.27
19.56
20.85
22.14
23.43
24.72
26.01
26.01
26.01
26.01
26.01
26.01
26.01
26.01
26.01
26.01
26.01
26.01
26.01
26.01
26.01
26.01
26.01
26.01
26.01
26.01
722.44
2) Sensitivity analysis
In the elements assumed for this analysis (Investment cost and revenue), unknown factors are included.
Some margin will be added to each element corresponding to each unknown factor, the variation of the
result of the analysis is observed and the financial stability of this project will be verified.
5-15
Table 5-14 Result of sensitivity analysis
Construction cost
Revenue
-20%
-10%
0%
10%
20%
20%
6.02%
5.22%
4.52%
3.91%
3.37%
10%
5.42%
4.64%
3.96%
3.37%
2.84%
0%
4.79%
4.03%
3.37%
2.79%
2.28%
-10%
4.11%
3.37%
2.73%
2.17%
1.66%
-20%
3.37%
2.66%
2.04%
1.49%
1.00%
From the above table, it is found that the value of FIRR does not satisfy the standard value by
WACC in case of 10% cost increase and 10% revenue decrease. Accordingly, the project shall
be executed based on the proper construction plan and operation plan.
5.3.3
Conclusion
By the analysis so far carried out, the internal rate of return of this project was found as EIRR =27.5% and
FIRR=3.37% both of which are considered as feasible.
EIRR was found by focusing on the time saving effect and the operating cost saving effect as benefit.
Actually, various other extensive benefits are expected in aspects pertaining the environment and society such
as the reduction of noise and exhaust gas due to the reduction of NH-51 and the decrease of traffic accidents.
For the value of FIRR to slightly exceed the standard value of WACC, the application of low interest and
long term finance such as STEP special Yen credit is an essential condition.
5-16
Chapter 6
Implementation Schedule of the Project
6.1 Calculations of Total Project Schedule
It is assumed that this project will be implemented by ODA of Japan. Firstly, meeting and negotiation
between GOV (Government of Vietnam) and GOJ (Government of Japan) will be carried out. The total
project schedule includes the GOV-GOJ negotiation, the design phase and the construction phase. A planned
total project schedule is shown in Table 6-1.
Construction starts from preparation work such as construction of temporary yard, mobilization of equipment
and materials, soil investigation and construction of site offices, followed by construction of Main Bridge and
Approach Bridges simultaneously and subsequently construction of the approach roads and interchange,
surface work, pavement work, and demobilization will be carried out.
6.1.1 Procedures until Deign Phase
Based on the past experience, a tentative schedule for the procedures and the required periods until the design
phase start is prepared (refer to Figure 6-2). Activities are making this report, a request from Vietnamese
government to JICA, concurrence by JICA, Loan Agreement, signing on Exchange of Notes, etc.
6.1.2 Design Phase and Bidding Preparation
Contents of design work vary depending on the scope of work and implementation/non-implementation of
SAPROF. In this study, the design phase is assumed to include F/S review, Basic Design (B/D) and Detailed
Design (D/D). It is assumed that the commencement of the design phase will be in November 2013.
After the approval of the Detailed Design, preparation for bidding (making bidding documents, etc.),
prequalification of contractors, bidding and evaluation are followed. A contract is made between the
awarded contractor and local implementation agency.
It is assumed that the commencement of the
construction will be in October 2015.
6.1.3 Construction Work
The total section length of this project is 3.26km including the main bridge, the approach bridges on both
sides, the earth work and the interchange at the end of the Project. Construction of the bridges is on the
critical path. The planned bridge has 3 sections, Prestressed Concrete Cable Stayed Bridge and Prestressed
Precast Concrete Girder Bridges. It is expected to take about 41 months assuming carrying out construction
of all bridges simultaneously resulting the completion date is at the end of February 2019. Tentative
construction schedule is shown in Table 6-3.
6-1
6-2
6-3
6-4
6.2
Outline of Construction Work Plan
6.2.1 General Item
Engineer’s offices, environmental monitoring, soil investigation, test piles and others are included.
Phase 2 is the target in this study and embankment in Vung Tau side is supposed to be completed in
Phase 1. However, embankment of permanent roads and temporary roads is considered in this
study for a safer side.
Temporary work includes working platforms for construction of Approach Bridge substructure,
temporary access roads, unloading jetties, facilities necessary for this project (Concrete Plant,
Fabrication Yard for Prestressed Concrete, Rebar and form fabrication yard, Material and
Equipment stock yard, Mechanical shop and Site Office). Those temporary work and facilities
will be established on both shore sides of the main bridge. Arrangement of the temporary yard
(200m x 400m) is shown in Drawings 6-1. Additional 3m high embankment on the top of the
embankment of which required height is 3m is considered according to construction experience
around the area. A similar plan is considered for Dong Nai side as well.
Figure 6-1 Temporary Yard
6.2.2 Construction of Approach Bridge Substructure
The bridge is divided into Vung Tau side and Dong Nai side by Thi Vai River. Therefore,
construction of Approach Bridges is planned separately for the left shore and the right shore.
Cast in Place Concrete Pile Foundation is planned for all bridge foundation. Foundation of Main
Bridge and Approach Bridges on both sides of river will be constructed simultaneously. Piles of
Approach Bridges are constructed on land as normal but Reverse Circulation Drilling Method is
planned taking into consideration the pile length of 60m and soft soil ground. Three (3) sets of
6-5
drilling machines are considered for each side. Temporary shoring with sheet pile is installed for
construction of pile caps taking into consideration soft soils and ground water. Climbing forms
are planned for construction of piers in consideration for height of 50m. Beams on piers will be
constructed supported by steel brackets.
6.2.3 Erection of Approach Bridge Superstructure
Since the precast girder will be installed on land, either launching girder method or crane method is
feasible. However, the launching girder method is planned taking into consideration that the
locations for the girders to be installed are 50m high from the ground as well as soft soil conditions.
The precast girders will be fabricated in the precast yard, hauled to the locations by trailer and
installed to the positions using launching girder. After that the precast concrete forms will be set
on the girders and the deck slabs will be constructed.
6.2.4 Construction of Substructure and Tower of Main Bridge
Piles Foundations for Main Bridge Towers in the sea will be constructed from temporary jetties
constructed on the sea or barges. Reverse Circulation Drilling Method is planned for construction
of piles taking into consideration the pile length of about 90m. However, Rotary Casing Drilling
Method may be considered depending on the result of soil investigation in the future. One (1) set
of drilling machine will be used taking into consideration transferring it from one foundation to
another. Precast concrete forms will be used for construction of pile caps of Tower on the sea.
Precast concrete form will be installed utilizing the piles. After that, installation of rebar and
concrete are repeated taking into consideration concrete supply capacity and construction of pile
cap will be completed in several lifts. Tower legs are constructed using climbing form up to the
lower cross beam and the lower cross beam will be constructed with bracket supports.
Subsequently up to the cross beam the tower will be constructed using climbing form.
Construction of Stay Cable Anchorage part is planned to use ordinal scaffolding for convenience of
tensioning work of stay cable.
6.2.5 Construction of Superstructure Main Bridge (Stayed Cable Bridge)
Since the bridge is on the sea, construction is planned by cast in situ concrete cantilever
construction using form travelers. At first, Pier Tables are constructed in order to install form
travelers. Then, the tower and the girder will be temporary fixed and erection of stay cable and
construction of girders will be carried out in turn. After closure of side spans are carried out, the
center span will be closed. Two (2) pairs, that is, four (4) sets of form travelers will be used for
construction.
6-6
Chapter 7 Ability of Implementation Authorities in Vietnam
7.1
Outline of Implementation Authorities
This Project is currently planned and studied by the Department of Transportation belonging to Ba Ria – Vun
Tau Provincial People’s Committee (hereinafter referred to as “BVPPC”). At the implementation stage,
however, this kind of project is generally managed directly by the Ministry of Transportation of Vietnam
(hereinafter referred to as “MOT”).
Several cable-stayed bridges were already constructed or are under construction in Vietnam. Therefore, the
required technology has been gradually accumulated to some extent. All the cable-stayed bridges except Rach
Mieu Bridge, are constructed by financial and technical assistance of foreign countries, namely Japan and
Australia. Rach Mieu Bridge, which spans over one of Mekong Rivers at the south of Ho Chi Minh City, was
designed and constructed by Vietnamese companies.
Figure 7-1 shows the organization chart of BVPPC. A provincial people’s committee manages a province as
the municipal government. The organization is similar to that of the central government.
Figure 7-1 Organization Chart of BVPPC
Ba Ria・Vung Tau People’s Committee (BVPPC)
Chairman：Mr. Tran Minh Sanh
District People’s Committee
Departments, Boards and Other related Departments
(-> For more detail, refer to Figure 7-2)
Offices and Branches belong to Government
Associations and Unions
Project Management Unit
Figure 7-2 shows departments and boards of BVPPC. The Department of Transportation (DOT) is the
counterpart of this study. Approximately 50 members are working in the DOT.
7-1
Figure 7-2 Departments and Boards of BVPPC
Departments, Boards and Other Related Departments
Department of Home-Affairs
Department of Private Law
Department of Investment and Planning
Department of Finance
Department of Industry and Trade
Department of Agriculture and Rural Development
Department of Transportation (Director; Mr. Vu Ngoc Thao)
Vice Director
Administrative and Accounting Office
Planning Office
Traffic Management Office
Vice Director
Driver’s License Office
Quality Assurance of Traffic Works Office
Project Management Units
Driving School
Provincial Inspector
Vehicle Quality Inspection Office
Traffic Violation Handling Office
Traffic Safety Office
Department of Construction
Department of Natural Resources and Environment
Department of Labor and Social Affairs
Department of Culture, Sports and Tourism
Department of Science and Technology
Department of Education and Training
Department of Health
Department of Foreign Affairs
7-2
7.2
Project Implementation Organization
In general, this kind of bridge project is actually implemented and managed by a Project Management Unit
(hereinafter referred to as “PMU”) appointed by the MOT as shown in Figure 7-3.
Figure 7-3 Schematic Organization Chart for Project Implementation
Ministry of
Project
Transportation
Management Unit
(MOT)
(PMU)
Consultants
Contractors
When the project scale is large, a PMU directly belonging to the MOT is appointed. For example, Nhat Tan
Bridge in Hanoi is currently implemented by PMU85, and Can Tho Bridge over the Mekong River was
implemented by PMU My Thuan. However, Binh Bridge in Hai Phong was implemented by the PMU
belonging to Hai Phong City.
The PMU will be selected by the MOT based on the ability and experience in addition to various situations in
Vietnam.
7.3
Ability Evaluation and Necessary Countermeasures
Phuoc An Bridge is a long-span bridge which requires a large amount of costs, the state-of-the-art
technology and good workmanship to construct a quality structure. In addition, BVPPC have insufficient
experience for managing a large-scale bridge construction such as Puhoc An Bridge because the bridge will
be the first cable-stayed bridge in the province. Therefore, not only financial assistance but also technical
assistance from Japan must be needed when the Project is implemented by ODA of Japan. Especially, when
the PMU belonging to Department of Transportation of BVPPC is selected for the implementation, it is
preferable that a Japanese consultant is involved from the planning stage.
7-3
Chapter 8 Superiority of Japanese Firms in Technology
8.1
International Competitiveness and Possibility for order in take for Japanese Firm
8.1.1 Project Features
This project is located in low-lying area covered with mangrove forest along Thi Vai river. In accordance
with this project, this area is expected to be a industrial area with heavy traffic which come-and-go to ports
under construction.
A concrete cable-stayed bridge was selected as a main bridge for crossing over Thi Vai River after
comparison study with respect to economic efficiency, maintenability, feasibility, etc. The center span for the
cable stayed bridge is 360m, which is longer than domestic experiences of 260m. In order to accomplish the
economical design and planning of safe construction, it is required to study about structure of anchorages for
stay cables, wind-resistant stability during construction and operation phases, foundation on very soft soil
supporting heavy structure, etc, by experienced and highly-developed Japanese engineers.
The bridge foundation type for cable stayed bridge is planed with bored piles (cast-in-place pile). Although
the type thereof is commonly used in Vietnam, there is some difficulty for design and construction by
Vietnamese engineer in terms of the length (depth) required for the bridge, in-water construction at deep
riverbed, etc.
As for the construction of cable stayed bridge, all the elements such as bridge deck, pylon and stay cable
affect irritably one another for controlling of camber, deformation and displacement, and high accuracy is
necessitated. Therefore, skilled and experienced Japanese supervisors are required.
According to the approach bridges, of which length is nearly 2.5km, all the structures can be on-land
construction. The superstructure and foundation type for the bridges is Super-Tee girder-bridge and bored
piles respectively. Those are selected after consideration of economic-spans, facility of construction and
procurement. In terms of a number of substructures for approach bridges and short construction period,
construction of substructure and its foundation should be implemented with quite large number of teams at
the same time. Therefore, it will be a key point for a selection of contractor, who has enough management
ability for quality, safety, schedule and procurement.
8.1.2 International Competitiveness and Possibility for order in take for Japanese Firm
As stated foregoing, design and construction of a cable stayed bridge of which center span is 360m requires
not only sophisticated knowledge but also high-developed equipment and materials. Although the chances to
design and construction of such huge scale of concrete cable stayed bridge has not arisen in Japan, we have
vast of overseas experiences and lead this firm to the world. Moreover, the Japanese technologies and
experiences for tunnel tests and wind-resistant stability design are also leading edge firm in the world.
Additionally, some other Japanese technology, of which applicability will be studied later, such as Vacuum
Consolidation Method (VCM) for soft ground improvement, Screwed Steel Pile foundation and Structural
Health Monitoring System (SHMS) are also quite unique and competitive technologies.
8-1
Based on above, it is determined that Japanese firm has enough competitive power and a feasibility of
participation to this project.
Table 8-1 Major Achievement for Concrete Cable Stayed Bridges
Bridge Name
Center Span
Year of
Completion
Location
(Japan)
Bridge Name
Center Span
Year of
Completion
Location
(International)
Yabegawa
Grand Br.
261
2008
Fukuoka Pref.
Can Tho Br.
550
2010
Viet Nam
Ikara Br.
260
1996
Tokachi Br.
251
1995
Yobik Br.
250
Ikina Br.
350
Kagoshima
Pref.
Hokkaido
Pref.
Bai TraiBr
435
2006
Viet Nam
BangkockRing
Road
398
2006
Thailand
1989
Saga Pref.
Kien Br.
200
2003
VietNam
(2011)
Ehime Pref.
Neak Loeung
Br.
330
(2015)
Cambodia
(1) Japanese Technology
(a) Concrete Cable Stayed Bridge
1)
History of Concrete Cable Stayed Bridge
The Japanese history for cable stayed bridge has started with Shimada Bridge, of which center span is
39.7m, completed in 1963. Since then a center span has been widened in parallel with social demands, and
currently the longest center span is reached to 261m according to Yabegawa Bridge completed in 2008. As for
the overseas experience, the longest center span reaches 435m in Bai Trai bridge (Vietnam, 2006), which was
supervised and constructed by Japanese company.
2) Advantages of Concrete Cable Stayed Bridge
–
Preferable for long span bridge in terms of structural and economical view points.
–
Applicability of cantilever construction, which has less limitation to maintenance of navigation
clearance during construction period.
3) Advantage of Japanese Technology
The technology for cable stayed bridge is one of the world-leading technologies of Japan.
–
According to the experiences of 124 cable-stayed bridges constructed in Japan, we have plenty of
knowledge for technologies and high-developed construction equipment and materials.
–
Japan has specialized standards for design and construction of cable stayed bridge pioneering the
world.
8-2
Figure 8-1 Yabegawa Grand Bridge* (Japan, 2008)
(b)Wind Tunnel Test
i) Overview
The wind tunnel test is a test for verification of wind-resistant stability of overall bridge. This test, which
has been developed in parallel with the development of suspension bridges and cable-stayed bridges, shall
generally be carried out to a bridge which have a susceptibility to wind.
ii) Actual Achievements
–
There’s abundance of wind tunnel test laboratories in Japan.
–
Wind tunnel tests have been carried out to concrete cable stayed bridges constructed in
Japan.
(c)Vacuum Consolidation Method (VCM)
i) Overview
Vacuum consolidation method (hereinafter, VCM) is one of a soft ground improvement method mainly
aimed to accelerate consolidation period and strengthen objected soil layer’s strength. A construction
procedure for this method is; (i) establishing collecting head by using vertical drains to be installed from
ground elevation and horizontal drains for connecting vertical drains, (ii) covering project area with air proof
8-3
seats, (iii) decompressing the area and suction the air under the sheet and groundwater.
Figure 8-2 Conceptual Illustration for VCM
Management unit of measurement
Air water separation tank
Settlement gauge
[Primary separation tank]
Vacuum drive unit
Drainage Horizontal drain
Drainage pipe
Air water separation tank
Pressure sheet
Exhaust pipe
[Secondary separation tank]
Perforated water catchment pipe
Water pipe
Forced dehydration by high vacuum
Vertical drain
(Reference：HP of Vacuum consolidation method Association)
ii) Comparison VCM to conventional method
Comparison result between conventional method and VCM are summarized in below table.
Table 8-2 Comparison Result
Method
Vacuum Consolidation
Method
Prefabricated Vertical Drain
Method
Pressure
sheet,
Horizontal
drain,
Perforated water catchment pipe e.t.c.
Extra-Embankment
Deep Cement Mixing
Method
Vacuum drive unit
Figure
Embankment
Vertical
drain
Soft
ground
Overview
Embankment
Embankment
Soft
ground
Vertical
drain
Soil
improvement
column
Soft
ground
Accelerate a consolidation by
Drain excess groundwater,
Construct cement-mixed pile,
enforcing suction by using
which is caused by surcharge,
by which ground strength is
decompression (vacuuming)
with vertical drainage
improved.
Specialized plant facilities are
Specialized plant facilities are
Specialized huge plant is
not necessary
not necessary
necessitated
Period
1.00
2.00
0.50
Cost
1.00
1.20
1.70
Evaluation
good
fair
fair
Construction
(Reference：HP of Vacuum consolidation method Association)
8-4
iii) Advantage of VCM
–
One hundred (100) percent of primary consolidation can be possible by using proper surcharge.
–
Tendencies for deformation and settlement of ground to be improved by VCM (refer to below
illustrations) is different from those by conventional method. VCM can improve objected ground rapidly
with little residual settlement rapidly.
–
Due to the cracks to be occurred at ground surface can restrict deformation and displacement of
neighboring ground.
–
VCM has higher environmental acceptability than cement deep mixing method, in terms of ground
pollution.
Figure 8-3 Comparison of Ground Improvement Method between
Surcharge method and VCM
Embankment
Vacuum pressure 60~95KN/m²
Upheaval
Settlement
Cracks on surface
Settlement
Outward
deformation
PVD
Inward
deformation
VCM
(Reference：Vacuum consolidation method Association)
iv) Actual Achievement
VCM, which was originally invented in Europe, has been continuously improved in Japan. Nowadays,
Japan is a leading country of the method and thereof actual achievement is increasing. Regarding to the
experience for the method in Vietnam, the method has been applied to the construction stage of South
Highway Project.
Total volume of construction
(year)
(Reference：Vacuum consolidation method Association)
8-5
³)
Total volume of construction(thousand m³)
Annual volume of construction
³)
Annual volume of construction(thousand m³)
Figure 8-4 Transition for Actual Achievement of VCM
(d)Screwed Steel Pile
i) Overview
Screwed steel pile is a foundation pile made of steel with steel plate at the tip (bottom), of which dia meter
is 1.5 to 2.0 times larger than the steel pipe. This steel plate, called as “a wing”, generates higher resistance
capacity by enlarged tip-sectional area. Moreover, the wing also generates penetration force, assisting and
shortening a construction time, by rotating the shaft.
Figure 8-5 Illustration of
Figure 8-6 Tip of Screwed Pile
Screwed Steel Pile
(Enlarged tip section; a wing)
ii) Comparison between Screwed Steel Pile and Bored Pile
According to the comparison result, the rough cost estimation result shows that the cost for the screwed
steel pile to this project is ten (10) percent higher than that for bored pile while quality controllability for the
screwed pile has high advantage to bored pile.
Incidentally, in terms of applicability of foundation piles to certain soil conditions, which affect to cost
estimation, the screwed steel pile method generally requires more detailed information than that for bored
piles. Therefore, it is recommended to carry out further study for selection of the screwed steel pile with
additional soil investigation.
8-6
Table 8-3 Comparison Result for Screwed Steel Pile and Bored Pile
Cast in Place Pile
φ1.2m
Screwed Steel Pile
Steel Pileφ0.9m, Wingφ1.8
Dimension of Pile
Foundation
15
1.00 day/Pile
1.67
-The construction party increases because there are a lot of numbers
of the Pile.
-The risk of The construction trouble is also high.
12
0.75 day/Pile
1.00
-The construction party decreases because there are a few of
numbers of the Pile.
-The risk of The construction trouble is also low.
-Due to a lot of numbers of the construction simultaneously, the
supervision work is difficult and uneasy for the quality control.
- Due to a few of numbers of the construction simultaneously, the
supervision work is simplicity and easy for the quality control.
-The disposing facility of the industrial discharge and the slurry is
necessary.
-The disposing facility of the industrial discharge and the slurry is
unnecessary.
Pile No./foundation
Constructio
Construction Speed
n work
Ratio
Constructability
Supervision of works
Environmental
Construction Cost (ratio)
1.00
1.10
*above ratio for construction cost shall be referred to table 5-5 “Selection of Foundation Type”
iii) Advantage of Screwed Steel Pile
-
Piles are prefabricated in a factory, so that quality of pile is always high, and shortening of
construction period is feasible.
-
Simplified construction procedures also enable to shortening the construction period and facilitate
quality controllability at site.
-
Resistance capacity of the pile is higher than bored pile; so that the number of piles can be reduced,
and then construction period can be shorten.
-
Piles are screwed into ground with out excavation, so that industrial discharge (excavated soil) is
ZERO.
-
Penetration torque for the pile is monitored timely; so that quality control in terms of bearing
resistance is easy.
-
Driving this pile will not be affected by ebb and flow, which is one of a particular issue to this
project.
iv) Actual Achievement of Screwed Steel Pile
The screwed steel pile method is one of a Japanese original technology, and actual achievement for this
method has been increasing since 1998.
8-7
(e) HMS (Health Monitoring System)
i) Overview
Health Monitoring System (hereinafter, HMS) is a system mainly to facilitate maintenance activities for
comprehensive of bridge structure by means of sophisticated analysis and automatic evaluation system for
various types of datum accumulated through various sensors installed in place. An application of this system
can detect changes of bridge behavior timely; not only chronological deterioration of members but also
unexpected phenomena, and facilitate to prolong a bridge life span.
Figure 8-7 Schematic of HMS
GPS
Monitoring
Camera
Thermometer
Anemometer
Rain Gauge
Data Acquisition
Room
GPS：8 measurement stations, 2 ground station units,
Monitoring camera：4,
Thermometer：1,
Fiber-Optic
Cable
Anemometer：2,
Rain gauge：1
ii) Advantage of HMS
-
Automatic chronological structural monitoring (24hr) can reduce periodic labor maintenance costs
and/or indicate suitable timing for maintenance
-
Facilitation for prompt recognition of unexpected troubles, unusual signs.
-
Improvement of safety and quality controllability for construction. (if HMS is started to be utilized
during construction stage)
-
Detection and regulation of overloaded vehicles
iii) Actual achievements for HMS
Actual achievements for HMS are summarized in below table. As the table shows, Japan is a world-leading
HMS country. Moreover, consecutive studies have been executed in order to meet demands of more
8-8
sophisticated and diversified society.
Table 8-4 Actual Achievements of HMS
1
2
Bridge Name
Bridge Type
Country
Akashi Kaikyo Bridge
Suspension
Japan
Cable-stayed
Japan
Tatara Bridge
3
Seto Ohashi Bridge
Suspension
Japan
4
Onaruto Bridge
Suspension
Japan
5
Rainbow Bridge
Suspension
Japan
6
Tsurumi Tsubasa Bridge
Cable-stayed
Japan
7
Great Belt Bridge
Suspension
Denmark
8
Tsing Ma Bridge
Suspension
China(HKG)
Cable-stayed
China(HKG)
9
Kap Shui Mun Bridge
10
Ting Kau Bridge
Cable-stayed
China(HKG)
11
Sutong Bridge
Cable-stayed
China
12
Wenhui Bridge
Cable-stayed
China
13
Bai Chay Bridge
Cable-stayed
Vietnam
Figure 8-8 Case of HMS for Akashi-Kaikyo Bridge (Japan)
8-9
8.2 Content of Material & Equipment and Cost to be Procured from Japan
8.2.1 Content of Material & Equipment to be Procured from Japan
Construction materials such as stay cables, prestressing steels and steel casing pipes for hypostyle
foundation shall be procured from Japan in terms of quality and reliability for durability and corrosion
resistance. Regarding an installation methods of stay cables, sophisticated technology, to which Japanese
firms are well known, are expected to be utilized.
Table 8-5 Material & Equipment List to be Procured from Japan
Cost
Item
JPY (Mill.)
Material
Prestressing steel & Steel rod
300
Cost (i)
Bridge Bearing
118
Expansion Joint
139
Reinforcing bar
1,508
Cement
365
Steel Sheet Pile
81
Sub-total 1
2,511
Material
Stay Cable
515
Cost (ii)
Steel Casing
435
Sub-total 2
950
Total
3,461
8-10
8.2.2 Cost Estimation for Japanese Technology
The cost for Japanese Technology consist of material cost, equipment cost and transportation cost,
installation cost for stay cables, wind tunnel test cost and engineering costs relating to designing and
planning for temporary facilities, construction supervision by Japanese engineers, etc. The total amount of
such cost is more than 30 percent of total project cost and shown in table 8-6.
Table 8-6 Cost Estimate for Japanese Technology
Cost
Item
Remark
JPY( Mill.)
Material
2,511
Sub total (ii) estimated in Table 8-5
Machine t
225
Procured from Japan
Stay cable
812
Stay Cables (Material and installation cost)
Cost for
Wind tunnel test
Japanese
Cast in pile
Technology
Engineering
10
1,676
Contain test Model
D=2.5m for Main bridge (Material and installation cost)
10% of Construction cost (assumption)
- General and administrative cost: 7%
2,124
Total (i)
- Site office overhead: 3%
7,357
Total Project Cost (ii)
21,236
Ratio
34.6%
>30.0% (i)/(ii)
*: Material const shown in table 8-3 is exclusive of the material cost for stay cables.
*: Engineering cost is assumed as a summation of General and Administrative cost (7%) and Site Office
Overhead (3%: remuneration for Japanese engineers).
8.3 Necessary Measure of Japanese firms to receipt of orders
This project connects newly developed international ports to NH51 heading to Ho Chi Minh, and the
importance of this project is obvious for not only the ports area but also all the southern provinces including
Vung Tau since the requirements to this project is quite high level in terms of geological conditions,
geographical conditions and magnitude of bridge scale.
In order to accomplish this project, the following the Japanese technologies are necessitated and expected
to be adopted;
Technologies and technical experiences:
-
Design and construction of very large scale cable stayed bridge
-
Technology for wind tunnel test and analysis method
-
Experiences of supervision for very large scale cable stayed bridge
8-11
-
Experiences of supervision for deep foundation.
-
Experiences and technology for design of bridges on very soft soil
Construction materials and equipment:
-
Stay cables and equipment for installation
-
Facilities of wind tunnel test
-
reinforcing steels
-
bridge bearings
-
devices for Structural Health Monitoring System
-
steel casing pipes for bored piles
-
material and equipment for screwed steel pipes (subject to further study)
-
material for Vacuum Consolidation Method (subject to further study)
As stated above, this project has high compatibility of Japanese Technologies for optimizations in terms of
economic efficiency, quality control and resolution of technical difficulties, etc. Consequently, application of
the technologies, which make the participation of Japanese firms who are familiar to the leading-edge
technologies developed by Japan dominantly, is essential to this project.
In conclusion, it is recommended to propose above compatibility and necessity of Japanese technologies to
Vietnamese implementing agency, and to urge adoption of the technology. That approaches would also lead
Japanese firms to receipt of orders.
8-12
APPENDIX
APPENDIX-1: BRITEC F/S (Report on Investment Construction Project of Cai Mep – Thi Vai
1-1
1-2
APPENDIX-2: Decision No. 2669/QD-UBND (BVPPC approved BRITEC F/S)
2-1
2-2
APPENDIX-3: Letter No. 614/CHHVN-KHDT (Instruction for navigation clearance issued by the
Maritime Bureau of MOT)
3-1
3-2
English Translation
APPENDIX-4: Announcement No. 255/UBND－TB (Conclusions of the meeting between BVPPC
and DNPPC regarding CM-TV Inter-port Road Investment Project)
4-1
4-2
English Translation
APPENDIX-1: BRITEC Report (Report on Investment Construction Project of Cai Mep – Thi Vai
1-1
1-2
People's Committee of Ba Ria - Vung Tau
Department of Transportation Ba Ria - Vung Tau
Investment construction project of Cai Mep – Thi Vai Inter-port Road
Ba Ria – Vung Tau and Dong Nai province
Volume I: Explanation
(Repair following Decision 2669/QD-UBND dated August 10 th,2009 of People's Committee of Ba
Ria Vung Tau)
Contents of Explanation
Investment construction project of Cai Mep – Thi Vai Inter-port Road
Ba Ria – Vung Tau and Dong Nai province
Chapter I:
General Introduction ……………………………………………………….......
I.1
Beginning ……………………………………………………….............................
I.2
The basis for making investment projects
I.3
The study scope of project
I.3.1 Phase 1 of project
I.3.2 Phase 2 of project
I.3.3 To sum up whole project (Finish investing two Phases)
I.4
Reference
I.5
Time and organization research and form project
I.5.1 Organization chart for project implementation
I.5.2 project planning process
Chapter II:
Determine the need for investment in construction
II.1
Current situation and planning Cai Mep – Thi Vai multi port belong to Port group No 5
II.1.1 Current situation of Cai Mep – Thi Vai Port
II.1.2 Current situation of Industries along alignment
II.1.3 Current situation of road traffic in Cai Mep – Thi Vai Port
II.1.4 Current situation of Cai Mep – Thi Vai Inter port Road
II.1.5 Planning of port group No 5
II.2
Development planning are traffic
II.3
Forecast traffic flow
II.3.1 calculating the bridge width and road width
II.4
Conclusions about the necessity of investment
II.4.1 Implementation of approved plan
II.4.2 Meet urgent needs for transportation in Cai Mep – Thi Vai port group
II.4.3 Unified management and investment planning
Chapter III:
Natural regional conditions Characteristics
III.1
Topography regional routes
III.1.1 Component I:
III.1.2 Component II:
III.1.3 Component III:
III.1.4 Component IV:
III.1.5 Component V:
III.1.6 Component VI:
III.1.7 Other remaining Components
III.2
meteorological and hydrological characteristics
III.3
III.2.1 Meteorological
III.2.2 ground temperature
III.2.3 Hydrological
geological characteristics
Chapter IV: Chosen design solution
IV.1 Chosen infrastructure and investment options
IV.1.1 Choose infrastructure scale
IV.1.2 Clearance requirement
IV.2 Choose technical standard
IV.2.1 Standard, specification, rules application
IV.2.2 Design standard
IV.3 choose bridge location and alignment
IV.3.1 Option for alignment position No 1
IV.3.2 Option for alignment position No 2
IV.3.3 Recommendation
IV.4 Solution for designing alignment
IV.4.1 Plan and direction
IV.4.2 Alignment profile
IV.4.3 Horizontal profile
IV.4.4 Design sub-grade
IV.4.5 Coat
IV.4.6 Drainage system
IV.4.7 Illumination system
IV.4.8 Green tree system
IV.4.9 Traffic safety system.
IV.4.10 Interchange at the end of alignment
IV.5 Solution for designing Vam Gui bridge
IV.5.1 Bridge position
IV.5.2 Plane and profile
IV.5.3 Section
IV.5.4 Structural option No 1 (with clearance Bxh=50x7m)
IV.5.5 Structural option No 2 – Proposal (with clearance Bxh=25x3.5m)
IV.5.6 Comparison and chosen
IV.5.7 Construction organization proposed options
IV.5.8 Ground site
IV.5.9 Construction schedule
IV.6 Solution for designing Ban Thach bridge
IV.6.3 Section
IV.6.4 Structural option No 1 (proposal)
IV.6.5 Structural option No 2 (comparison)
IV.6.8 Ground site
IV.7 Solution for designing bridge pass over water pipe of Phu My power station
IV.7.3 Section
IV.7.4 Structural option
IV.7.5 Construction organization
IV.7.6 Ground site
IV.8 Solution for designing bridge pass over oil pipe of Phu My power station
IV.8.3 Section
IV.8.4 Structural option No 1: Viaduct
IV.8.5 Structural option No 2: Bypass
IV.8.6 Structural option No 3: Creep down oil pipeline through the road
IV.8.9 Ground site
IV.9 Solution for designing Rach Muong bridge
IV.9.3 Section
IV.9.4 Structural option No 1
IV.9.5 Structural option No 2
IV.10 Solution for designing Phuoc An bridge
IV.10.1Bridge position
IV.10.2Plane and profile
IV.10.3Section
IV.10.4Option No 1: (Cable-stayed bridge with main span is 360m)
IV.10.5
Option No 2: (Supension bridge with main span is 540m, gradient is 4%)
IV.10.6
Option No 3: (steel pipe filled with concrete arch bridge with main span is
360m)
IV.10.7Option No 4: (extradosed bridge with main span is 300m)
IV.10. 9. Propose the structural option for Phuoc An bridge
IV.10.10. Organize construction for proposed option ( Option No 01)
IV.11. Other items
Chapter V:
Material
V.1.1
Concrete
V.1.2
Nonpre-stressed reinforcement
V.1.3
Pre-stressing steel and accessories
V.1.4
Plate steel and form steel
V.1.5
Backfill soil, sand, stone
V.1.6
Other material
Chapter VI: Site clearance and resettlement works
VI.1
Project position
VI.2
Compensation mass for resettlement
VI.3
Preliminary organization and compensation option for resettlement
Chapter VII.
Explanation sectors impact Environment
VII.1
Background
VII.2
Remark and proposal about environment
Chapter VIII. Total investment, phasing of investment
VIII.1 Total investment
VIII.1.1Base for forming total investment
VIII.1.2Total investment
VIII.2 Funds
VIII.3 Investment phasing
VIII.3.1Phase I (from 2009 to 2012)
VIII.3.2Phase II (from 2010 to 2015)
Chapter IX. Conclusion and proposal
IX.1
Project content
IX.1.1
Design scope
IX.1.2
Construction size
IX.1.3
Technical standards
IX.1.4
Alignment Component and construction on the alignment
IX.1.5
Options for investment phasing
IX.2
Total investment
IX.2.1
Total investment
IX.2.2
Funds
IX.3
Organize, implement project
IX.3.1
Implementation schedule
IX.3.2
Departments implement project
IX.4
Other problems need to notice
Appendix and related documents
APPENDIX-2: Decision No. 2669/QD-UBND (BVPPC approved BRITEC Report)
2-1
2-2
Ba Ria – Vung Tau provincial People’s
Committee
No. 2669/QD – UBND
SOCIALIST REPUBLIC OF VIET NAM
Independence – Freedom – Happiness
Vung Tau province, August 10th 2009
DECISION on approval of investment for Cai Mep – Thi Vai Inter port construction project
CHAIRMAN OF BA RIA – VUNG TAU PROVINCIAL PEOPLE’S COMMITTEE
Pursuant to law on organization of People’s Committee and People’s Council dated
November 26 th, 2003
Pursuant to Construction Law on November 26 th, 2003
Pursuant to Government’s Decree No. 99/2007/ND-CP of June 13th, 2007 on Management
of construction investment expenditure.
Pursuant to Government’s Decree No.03/2008/ND-CP dated January 7th, 2008 on
amendment and supplement of some articles of Government’s Decree No.99/2007/ND-CP
dated June 13th, 2007 on Management of construction investment expenditure.
Pursuant to Government’s Decree No.12/2008/ND-CP dated February 12th, 2009 on
Management of construction investment.
Pursuant to Circular No.03/2009/TT-BXD dated March 26th,2009, detailing some contents of
Government’s Decree No.12/2009/ND-CP dated February 12th,2009 on Management of
construction investment.
Pursuant to Government office’s document No.3990/VPCP-KTTH dated June 15 th,2009 on
informing Prime Minister’s result including,
DECIDES:
Article 1.
Approval of investment for Cai Mep – Thi Vai Inter port construction project including some
main contents below:
1. Project name : Cai Mep – Thi Vai Inter port construction project
Project type : Group A:
2. Client: Department of Transportation Ba Ria - Vung Tau
3. Organizational consulting projects : Bridge & Tunnel Engineering Consultant
Joint Stock Company
4. Project manager: Mr. Nguyen Thanh Ha
5. The target of construction investment:
Cai Mep-Thi Vai inter-port Road is invested for building infrastructure behind ports for
transporting material, equipment in order to service construction and exploitation for all port
system and industries in area. Synchronous investment for Cai Mep-Thi Vai inter-port road
will meet the requirement of investors, implement the government’s commitment on
investment projects outside the fence of the port, creating dynamic for developing socioeconomic of key economic area of the south and southern region.
6.Contents and scope of construction investment
The total length of alignment is 21.3 Km, including, the new construction alignment is about
11.3km and bridge parts are 4.7 km. Total investment for items: Sub-grade and coat for
road and bridge, drainage and water supply, illumination system, green tree, side walk,
traffic signal system.
+ Phase 1. Investment for building nine segments from Km 0+00 to Km 19+650 (particular,
segment No 2 from Km 1+898.03 to Km 7+19.25 is being invested by ODA fund, so it is not
considered in this project and segments No 4 and No 5 are re-invested to other remaining
items for completing alignment).
+ Phase 2: investment for building the approach road and Phuoc An bridge from Station Km
18+100 to Station Km 21+360.94
a) Working scale:
–
Road section of segment No 1 (from Km 0+00Km 1+898.03)
9.5 + 4.5 + 10 + 2 + 10 +4.5 + 9.5 = 50 m.
–
Road section of segment No 3 (from Km 7+199.25  Km 9+612.64) and segment
No 6, No 7, No 8 (from Km 14+424.98 Km 18+100)
10 + 3 + 11 + 2 + 11 + 3 + 10 = 50m
–
Section of segment from Station Km 18+ 100 to Station Km 19+650 belong to
segment No 9 (segment has Phuoc An bridge)
3 + 9 + 26 + 9 + 3 = 50m
–
Section of bridges on alignment ( Vam Gui bridge, Ban Thach bridge, Rach
Muong bridge, bridges pass over oil pipeline and drainage water pipeline of Phu
My hydropower plant)
0.5 + 11 + 2 + 11 + 0.5 = 25m
–
The section of Phuoc An bridge.
0.5 + 11+0.5+11 + 0.5 = 23.5 m
–
For upgrading segment and extension segment:
+ Segment No 4 (from Km 9+612.64 ÷Km 11+689.78): Investment for building coat,
drainage system, sidewalk, green tree, illumination with section scale:
10 + 3 + 11 + 2 + 11 + 3 + 10 = 50m.
b) Technical specification.
-
Design speed: Vtk = 70km/h.
-
The minimize elastic module Eyc = 173 Mpa
Design load: single axle 120 KN.
High level pavement A1
The bridge is designed with permanent structure by pre-stress concrete. Frequency
design is P 1%. Level 6 earthquake region. Maximum longitudinal gradient I < 4%
The limited-minimize curved radius in plan is 175m (R = 175 m)
+ The minimize curved radius on plan without superelevation is 2000m (R = 2000m)
The maximum allowance gradient is 5%
The minimize vertical curved radius: R = 2000 ( for coned curve), R = 1500 (for sag
curve).The minimize vertical curved length is 60m.
c) Clearance requirement.
Name of bridge
Height H (m)
Width B (m)
Vam Gui bridge
3.5
25
Ban Thach bridge
5
40
Rach Muong
bridge
No clearance requirement
120 ( for one way
flow)
Phuoc An bridge
55
239 (for two-ways
flow
Bridges pass over
drainage water
pipe and oil
pipeline of Phu
My hydropower
plant
Note
Suitable with the
fact
Suitable with the
fact
Higher than
current pipe peak
about 0.5m
Outside pipeline
scope
Following the
requirement of The
Maritime Bureau of
Viet Nam
Suitable with the
fact
d) Structural options.
Name of bridge
Span layout (m)
Vam Gui bridge
39.15 + 5x40 +
29.15
Widt
h
(m)
25
Lbridge = 285.5
Ban Thach
bridge
39.15 + 2x40 +
(55.9+90+55.9)+
2x40+ 39.15
25
superstructure
substructure
- Span is Super T girder, L =
40m
- Approach road at two sides
of bridge L = 70m. using
reinforced concrete load
reduction slab with baffle
- Main span is continuous
pre-stress concrete L =
90m, approach span is
Super T girder L = 40m
-
Boring pipe D = 1.5m
Foundation of load
reduction slab is precasted reinforced
concrete 45x45 cm
-
Main span is boring
pipe D = 1.5m,
approach bridge is
boring pipe with D =
Lbridge = 450.3
Bridge pass
over drainage
water pipeline of
Phu My
hydropower
plant
Bridge pass
over oil pipeline
of Phu My
hydropower
plant
12 + 38.3 + 12
Rach Muong
bridge
39.15 + 5 x 40 +
39.15
- Approach road at two side
of bridge is load reduction
slab
25
Span is Super T girder, L=
40m
1.0m
Foundation of load
reduction slab is precasted reinforced
concrete 45x45 cm
Using boring pipe with D =
1.5m
Lbridge = 68.5m
5 x 24
25
-
Lbridge = 125.3
-
25
-
Lbridge = 285.5
Phuoc An bridge
-
32x40+(153+360
+153)+19x40+25
+31.7+46.5+31.8
+25+9x40. The
total length is
3254.5m (Lbridge
= 3254.5m)
23.5
Span is pre-stress
concrete voided slab
girder, L= 24 (m)
Reinforced concrete
retaining wall at two
sides of bridge
Span is Super T girder,
L = 40m
Approach road at two
sides of bridge L = 20
m use load reduction
slab
Main span is pre-stress
concrete cable-stayed bridge,
L= 360m.
Approach span is Super T
girder L = (2540m)
-
-
Using boring pipe with
D = 1.0m
Using driven pile
(35x35 cm) for
retaining wall
Using boring pipe with
D = 1.0m
Using driven pile
(35x35 cm) for load
reduction slab
Main span use boring pipe
with Diameter 2.0m (D=2.0m)
Approach span is boring pipe
with Diameter 1.0 m(D=1.0m)
e) Alignment and works on alignment.
-
New coat structure is designed with Eyc > 173 Mpa
+ Fine asphalt concrete with thickness is 5 cm
+ The coarse asphalt concrete with thickness is 10 cm
+ Grade aggregate category No1 with thickness is 30cm
+ Sand cement PC40 with thickness is 35cm
+ The upper base is fine soil base with density K > 0.98 to ensure E0> 50 Mpa
-
Profile: The control elevation of profile along bridge and water level of alignment I =
4%. At the points which have changing gradient with i= 1%, it need design vertical
curve.
Soft soil treatment follow option No.2 (by the reinforced soil cement pipe method)
with segments have mud layer with the thickness is under 30 m ( <30m), follow the
option No 1 (reinforced load reduction slab run directly) for segments have mud
layer with the thickness is from 30 to 35m: the detail as below.
Segment
Station
Length
option
Reinforce concrete
slab, pre-cast driven
Km 0+000.00Km
L = 200.70m
foundation pipe
0+200.70
45x45cm
Reinforce concrete
Segment I
Km 0+556.22Km
L = 243.78 m
foundation pipe
0+800.00
45x45cm
Reinforced soil
Km 0 + 800.00Km
L = 1 098.03 m
cement pipe with
1+898.03
diameter D = 80 cm
Reinforced soil
Km 7+199.25Km 8
L = 636.28m
cement pipe with
+ 835.53
diameter D = 80 cm
Reinforce concrete
Km
8
+
332.25Km
Segment III
L = 547.75m
foundation pipe
8 +880.00
45x45cm
Reinforced soil
Km 8+880.00Km 9
L = 732.64m
cement pipe with
+612.64
diameter D = 80 cm
Reinforced soil
Km 14+424.98 Km
Segment VI, VII, VII
L = 2 970.72m
cement pipe with
18+100.00
diameter D = 80 cm
Reinforced soil
Km 18+100.00Km
L = 1100m
cement pipe with
19+200.00
diameter D = 80 cm
Segment IX
Reinforce concrete
Km 19+200Km
L = 450m
foundation pipe
19+650.0
45x45cm
-
f. Side walk structure:
Lay bricks Terrazo M200 with dimension 30x30x3.5m, grout M 100, stone concrete curb 1x2
M250, blinding stone concrete 1x2 M100, M150; curb for protecting sidewalk is concrete
stone 1x2 M 200 and it placed on blinding stone concrete 1x2 M150.
g. Drainage system:
+ Storm-water drainage system: Using culvert head with types  600, 800, 1000, 1200,
1500, 2000 with load H10 on sidewalk and H30-XB 80 is on coat (pavement). Stormwater drainage direction extend to channel on alignment
Storm-water collector: using directly water collector place on coat at curb by cast iron plate
with hole
+ Manhole system: It is arranged with average distance is 50 m / manhole, manhole
structure is concrete or reinforced concrete. It depend on each position
h. Green tree.
Using Sao Den tree, plant tree at two sides of road on the sidewalk, the average distance
between two tree is 10m. Hole for planting tree is square shape (1.2 x 1.2m). On median
strip, plant Cau Bung tree with average distance 6m/tree and plant grass.
i. Lighting system.
Arrange twin lamp post on median strip, the average distance 40m/lam post, lamp post is
12m height (including arm). Using underground cable and it runs under median strip.
Electrical substation is three-phase electrical substation with capacity 3x15KVA and the
average distance is 3km/station.
j. Traffic signal system:
Arrange traffic signal system following the regulation of “highway signal regulation 22TCN273-01”
7. Construction location.
The location is in Tan Thanh district, Ba Ria-Vung Tau province and the grade-separated
intersection is in Nhon Trach district, Dong Nai province
-
Beginning: Station Km 0+000, Cai Mep Ha container synthesis port is in Tan Thanh
district, Ba Ria-Vung Tau province.
Ending: Station Km 21+303.06, connect to Phuoc An port is in Nhon Trach district,
Dong Nai province.
8. Used land area
It is about 515 089 m2. The recovered land will actually be correct when it was approved by
the competent authorities
9. Construction options.
Basic design option attach with explanation of investment project report was amended
following supporting ideal report of basic design of Ministry of transport No 4328/BGTVTKHDT date on June 29 th 2009.
10. Category and construction grade.
According to the article No 1 of regulation, gradation, classification, construction work issue
with Decree No 209/2004/ND-Cp date on December 16th 2004 of government, this work is
main urban road, grade II. Function : major arterial road of industry
11. Compensation, Site clearance.
Alignment go through land ecosystems of Mangrove, occupied residential land, a number
of industrial facilities, public facilities, infrastructures have to move, a number of graves were
relocated. Preliminary volume is around 515 089 m 2, the total compensation cost is 35.3
billion dong as temporary calculating. Area and compensation cost are only temporary
calculating, the fact area will be correctly when competent authorities have recover decision.
12. Total investment of project:
6 381 120 million dong
Including::
+ Construction cost :
5 153 361 million VND (Vietnam Dong)
+ Project management cost: 43 524 million VND (Vietnam Dong)
+ Consultant cost:
113 271 million VND (Vietnam Dong)
+ Compensation cost:
35 283 million VND
+ Others cost:
+ contingency cost :
13. Investment capital.

Using public bond fund
14. Project management type.
Investor directly manage project
15. Time of implementing project.
15.1. Phasing investment of construction project.
* Stage No 1:
The total alignment is about 19.65km, the beginning of alignment at Station Km 0+00, it is
near Cai Mep Ha general container port and the ending of alignment at Km 19+650, it is
near Vinaline shipyard industry, including:
- Segment No 2 is under construction with 2km length (don’t calculate in this project)
- 8.232 km is new construction investment (including segments No 1;3;6;7;8;9)
- Investment for building coat structure, drainage system, sidewalk, other accessories
works, segment No 4 is about 2.1 Km (belong to road project which connect to Ba
Son Shipyard and this road is implementing construction stage No1: Soft soil
treatment and building temporary coat)
- Investment for building sidewalk structure and other accessories works, segment No
5 is about 2.7km (due to alignment was invested all sub-grade, coat, longitudinal
drainage system).
- Investment for building 5 bridges on alignment with total length is 1 215m, including
Vam Gui bridge, Ban Thach bridge, bridge passes over drainage water pipeline of
Phu My hydropower plant, bridge passes over oil pipeline of Phu My hydropower
plant, Rach Muong bridge
 Total investment Stage No 1:
2 837 988 million dong
Including::
+ Construction cost :
2 273 203 million VND (Vietnam Dong)
+ Consultant cost:
+ Others cost:
+ Compensation cost:
35 283 million VND(Vietnam Dong)
+ contingency cost :
 Time of implementing project: As the planning, the project will commence in
quarter IV 2009 and finish in 2012.
* Stage No 2: The total length of alignment is about 3.26Km (Segment No 9). The beginning
of this segment is at Station Km 18+100, the ending of this segment is Station Km
21+360.94 which connect to Phuoc An port, including:
- Investment of Phuoc An bridge construction is 3254.5m
- The approach road is about 262m and rehabilitate the plan of tapered junction
segment to be suitable with scale of Phuoc An bridge.
- Investment for building grade-separated interchange at the end of alignment connect
to Phuoc An port in Nhon Trach district side of Dong Nai province.
 Total investment of Phase No 2: 3 543 132 million VND (Vietnam Dong)
Including: + Construction cost : 2 880 158 million VND (Vietnam Dong)
+ Consultant cost:
+ Others cost:
+ contingency cost : 462 148 million VND (Vietnam Dong)
 Time of implementing project: As the planning, the project will commence in
2012 and finish in 2015.
15.2 Divide the component project and implementing as phasing investment:
Base on the basic of investment phasing of Cai Mep-Thi Vai inter-port Road was divided
into 2 stages, to convenient for implementing project, Cai Mep-Thi Vai inter-port road was
divided into 9 component project and was managed and implemented as an independent
project, the detail as below:
- Component project No 1:
Segment No 1 (Km 0+00Km 1+898.03), the length is about 1.898Km, connect from
Cai Mep Ha general container port to Cai Mep container port which is new
construction, within, have Vam Gui bridge with 285.5 m length.
 Total investment:
576 373 million dong
 Time of implementing: As the planning, the project will commence in 2010 and
finish in 2012.
Segment No 2 (Km 1+898.03Km 7 + 199.25), the length is about 5.3 km, the road
connect to Cai Mep Container port, is investing for building suitable with master plan
of whole alignment, investor is Project Management Unit No 85 belong to Ministry of
transport, the segment No 2 is not in Cai Mep-Thi Vai inter-port Road project
Segment No 3 (Km 7+199.25 Km 9+612.64), the length is about 2.413 km, connect
from Interflour port to Posco port and it is new construction, including Ban Thach
bridg with 450.3 m length.
 Time of implementing:
As the planning, the project will commence in
quarter IV 2009 and finish in 2011.
-
-
-
Component project No 4:
Segment No 4(Km 9+612.64 Km 11+698.78), the length is about 2.086 km,
connect from Posco port to Phu My steel factory port (Road run to Ba Son shipyard).
It is constructing sub-grade and it is suitable with master plan of whole alignment.
Continue investment for building coat structure, drainage system, sidewalk and also
other accessories works.
 Time of implementing: As the planning, the project will commence in 2010 and
finish in 2012.
Segment No 5 (Km 11+698.78Km 14+424.98), the length is about 2.726 Km,
connect from Phu My steel factory port to SITV port, and It was invested for building
coat structure and drainage system which is suitable with master plan of whole
alignment. Continue investment for building sidewalk and also other accessories
works.
69 793 million dong
 Time of implementing: As the planning, the project will commence in 2010
and finish in 2012.
Segment No 6 (Km 14+424.98Km 15+561.31), the length is about 1.136 Km,
connect from SITV port to XH Holcim port, including, bridge passes over drainage
water pipeline of Phu My hydropower plant with 68.5 m length ( road runs to Phu My
crushing Clinker Holcim factory).
- Total investment:
- Time of implementing: As the planning, the project will commence in quarter IV 2009
and finish in 2012.
Segment No 7 (km 15+561.31Km 17+271.13), the length is 1.709 Km, connect
from XM Holcim port to My Xuan general international port, including, bride passes
over oil pipeline of Phu My hydropower plant with 125.3 m length and Rach Muong
bridge is 288.5m
and finish in 2012.
Segment No 8 (Km 17 + 271.13 Km 18+100), the length is about 0.828 Km,
connect from My Xuan general international port to An Phu shipyard,
and finish in 2012.
- Component project No 9: Segment 9 (Km 18+ 100Km 21+360.94), the length is
about 3.26 Km, belong to Tan Thanh district Ba Ria-Vung Tau province and Nhon
Trach district Dong Nai province, connect from An Phu Shipyard to the road which
go to Phuoc An port.
+ Phase No 1: From Km 18+100Km 19+650, the length is about 1.55km, belong to
Tan Thanh district Ba Ria-Vung Tau province, connecting road from An Phu
Shipyard to Vinalines Shipyard industry.
 Total investment :
460 752 million VND
 Time for implementing: As the planning, the project will commence in 2010
and finish in 2012.
+ Phase No 2: From Km 18+100 to Km 21+360.94, the length is about 3.26Km
belong to Tan Thanh district Ba Ria-Vung Tau province and Nhon Trach district
Dong Nai province, the approach road and Phuoc An bridge from An Phu Shipyard
and grade-separated interchange at the end of alignment connect to Phuoc An port.
3 543 132 million VND
 Time for implementing: As the planning, the project will commence in 2012
and finish in 2015.
16. The contents delivery to investor for implementing during making construction
technical design and construction drawing design-total cost estimation of works
-
-
Study clearly the direction for Phuoc An bridge during Stage No 2 following the ideas
of Ministry of Transport at Document No 4328/BGTVT-KHDT dated on June 29th
2009
Bridge section of all bridges on alignment don’t need arrange median strip with 2 m
width
Additional study for drainage and water supply system of sewage for whole
alignment.
Study clearly the expansion the length of bridge or reduce the vertical radius in order
to limit backfill behind abutment according to ideas of quality management
Department of transport works (belong to Ministry of transport ) at Document No
531/CQLCLXD-TD2 date June October 2009
-
-
-
-
Study clearly hydrology for determining span, geometrical dimension, position of
culvert on alignment and carry out the permanent suitable solution, to avoid local
flood in future.
Additional study on hard coat structure to choose coat which is suitable with future
using and heavy vehicle load as ideas of Ministry of transport at Document No
4328/BGTVT-KHDT dated on June 29th 2009
Study reinforced concrete box culvert option for protecting oil pipeline of Phu My
hydropower plant in order to reduce construction cost
For the project which are invested on alignment, it need to work with current
Investors for associating or unifying investment items, to avoid overlap when
implementing project.
Investor and consultants have responsibilities on precision in surveying, designing
and establish the construction quantities in project.
When finish construction, Investor have responsibility for transferring work items to
Departments (units) which manage directly.
Article No2: Transport department is Investor and have a responsibility for completing
the next construction procedure to organize and implement project following the
contents in Article No 1; responsible as the regulation at construction law. Decree No
12/2008/ND-CP dated on February 12th 2009 of government on construction investment
project management and Decree No 99/2007/ND-CP date on June 13th 2007 of
government on construction investment cost management; to organize management the
quality of construction work in the below period as the regulation at Decree No
209/2004/ND-CP dated on December 16th 2004 of government.
Article No3. Chief of provincial people’s committee , director of the Office: Planning and
Investment, Transport, Construction, Finance, Natural Resources and Environment,
Director of the State Treasury Ba Ria-Vung Tau province, Chairman of Tan Thanh
district and head of related agencies to base for implementation
APPENDIX-3: Letter No. 614/CHHVN-KHDT (Instruction for navigation clearance issued by the
Maritime Bureau of MOT)
3-1
3-2
English Translation
Ministry of Transport
The Maritime Bureau of Viet Nam
-------
SOCIALIST REPUBLIC OF VIET NAM
Independence - Freedom - Happiness
----------
No.614/CHHVN-KHDT
Hanoi, April 03, 2009
v/v: clearance requirement of Phuoc
An and Vam Gui bridge
Dear: Bridge & Tunnel Engineering consultant Joint Stock Company
Vietnam Maritime Bureau received document No 134/TI.CB dated on March 10 th of the
Bridge & Tunnel Engineering Consultant Joint Stock Company about “Providing the
clearance data of Phuoc An bridge which cross over Thi Vai river and Vam Gui bridge
which cross over Vam Gui channel”. After studying and reviewing. VietNam Maritime
Department has comments as below.
In document No 5974/BGTVT-KHDT dated September,19th 2007. Ministry of Transport
has proposed the Prime Minister to allow studying and upgrading Go Dau channel in
order to allow the ships which have weight up to 30.000DWT, can come and go on
working base on tide. On October, 22nd 2007, government office has document No
6055/VPCP-CN inform the idea of Prime Minister approved about proposed principles of
the Ministry of Transport at the document above. So, in the research process of Phuoc An
bridge, your company need to calculate in order to ensure the 30.000DWT ship go
through safety. Following the calculation of PORTCOAST COSULTANT in document
No. 440/KTB-GDADA dated on March, 30 th 2009, the clearance is 55m height, 120m
width for one-way flow and 239m for two-ways flow. However to know correct
information about the width of Go Dau, your company need report to Ministry of
Transport in order to give the directing comment to implement.
For Vam Gui bridge. The clearance depend on the size and density inland waterway
vehicles which come and go through Vam Gui channel, therefore recommended
Company contact with local authority and inland waterway management department in
order to unify clearance.
Viet Nam Maritime Bureau inform to your company in order to know and implement
APPENDIX-4: Announcement No. 255/UBND－TB (Conclusions of the meeting between BVPPC
and DNPPC regarding CM-TV Inter-port Road Investment Project)
4-1
4-2
English Translation
BA RIA – VUNG TAU PROVINCE’S
PEOPLE COMMITTEE
SOCIALIST REPUBLIC OF VIETNAM
Independence – Freedom – Happiness
No: 255/UBND-TB
Vung Tau, September 25th 2009
ANNOUNCEMENT
Conclusion of Ba Ria - Vung Tau Province’s People Committee at the report meeting of
Cai Mep – Thi Vai inter-port road investment project
On August 13th 2009, at the office of Ba Ria - Vung Tau Province’s People Committee,
Chairman of Ba Ria - Vung Tau Province’s People Committee – Tran Minh Sanh and
deputy chairman of Dong Nai Province’s People Committee – Tran Van Vinh had cochaired the general report meeting of Cai Mep – Thi Vai inter-port road investment
project from Ba Ria - Vung Tau Province to Dong Nai Province. The meeting’s
audiences including:
 From Ba Ria - Vung Tau Province:
-
Mr. Tran Minh Sanh, Chairman of Ba Ria - Vung Tau Province’s People
Committee and leaders of the following Departments: Transportation, Planning
and Investment, Finance, Construction, Natural Resources and Environment,
Province’s People Committee Office and leader of Tan Thanh District’s People
Committee
 From Dong Nai Province:
-
Mr. Tran Van Vinh, Deputy Chairman of Ba Ria - Vung Tau Province’s People
Committee and leaders of the following Departments: Transportation, Planning
and Investment, Finance, Construction, Natural Resources and Environment,
Province’s People Committee Office and leaders of two District’s People
Committees: Nhon Trach and Long Thanh.
After hearing Director of Ba Ria – Vung Tau Province’s Transportation
Department – investor agency of Cai Mep – Thi Vai inter-port road - reporting the
implementation status of the project, project’s basic design and the audiences’
opinions, leaders of the two provinces had agreed and concluded some following
issues:
1. About investment preparation:
Follow the investment policy of Ba Ria - Vung Tau Province’s People
Committee in the document No. 1005/UBND-VP on February 25th 2009 on
investment preparation for Cai Mep – Thi Vai inter-port road; Base on the
document No. 672/TTg-KTN on May 6th 2009 of Prime Minister on assigning
consultant contractor to survey to establish the investment project of Cai Mep –
Thi Vai inter-port road, up to now the Department of Transportation has
finished the project’s document. The inter-port road project has received the
attention, agreement and approval of the Government, the concerned Ministries
and Departments in the document No. 3990/VPCP-KHTH of the Government
Office, the Prime Minister has approved of assigning the Ministry of Planning
and Investment to add the inter-port road project to the list of projects funding
by Government bond capital. The project will be started in the Fourth Quarter
of 2009.
2. On construction scale
+ There are six bridges on the alignment which need invest construction
including : Vam Gui bridge, Ban Thach bridge, the bridge across over the oil
pipeline of Phu My power station, the bridge across over the water pipeline of
Phu My power station and Phuoc An bridge. Phuoc An bridge connects Ba
Ria-Vung Tau province and Dong Nai province and the length of Phuoc An
bridge is 3.2545 km.
3. On investing Road:
Inter-port Road is in the Port group No 5, and it has an important position, for
ensuring transmission of goods for all Ports in Cai Mep-Thi Vai river of two
provinces, especially for Ba Ria-Vung Tau province.
As plan in Ba Ria-Vung Tau side, inter-port Road is connected to existing
National Highway No 51 and Bien Hoa-Vung Tau expressway (will be built
after 2015) by these Roads: No 46 (available), No 965 (ODA capital and being
constructed, until 2012 will be finished), and No 911 and Phuoc An-Cai Mep
road (still do not construct (on plan)). In Dong Nai side, inter-port Road will
connect Ben Luc-Long Thanh and Cat Lai-Dau Giay inter-regional
Expressway. Thus, when the inter-port Road finish all alignment in period
2012, there will be had two sides for transmitting goods, the alignment will be
off-line National Highway No 51. With the large container goods will be not
overload and traffic congestion while still do not build Bien Hoa-Vung Tau
Expressway, other hand the distance of transmitting Goods in the southwestern
provinces is shorter.
Hence, during the investment process, there is not only invest Stage No1 in Ba
Ria-Vung Tau side but also invest for all alignment including Phuoc An bridge
and the Road in Dong Nai side. So, when finish inter-port Road (parallel with
it, there are Ben Luc-Long Thanh and Cat Lai-Dau Giay Expressway) will be
promoted effectively economic.
4. Dong Nai Department of Transportation works Investor of Ben Luc-Long
Thanh inter-regional Expressway and the road go into Phuoc An port, report
schedule of two projects and implementation commitments
5. Assign the two Departments of Transportation of Ba Ria – Vung Tau and
Dong Nai to make document for the two Provinces’ leaders to sign, submit to
the Government for permission to invest in the entire inter-port road.
On behalf of Chairman
Pp Chief of the Office
Deputy Chief of the Office
Phan Ngoc Duoc
Construction Cost of the Project
Unit Rate
Item
General Item
Engineer's Office & Accommodation
Maintenance Engineer's Office & Accommodation
Envrionmental Monitoring
Soil Investigation
100m x 10 + 70 m x 93
Test Pile 1.2m on ground
Test Pile 2.5m on ground
Pile Load Test Load Cell
Pile Load Test Static
Pile Load Test PDA
Waterborne Traffic Maintenance
Temporary Yard
Temporary Access
Approach Bridges L=2,488.5m, W=23.5m
Abutment
Driven Pile
35cm x 35cm
Excavation
Concrete
10MPa Lean Concrete
Blinding Stone
Concrete
30Mpa Abutment
Concrete
30Mpa Approach Slab
Concrete
30Mpa Slab on pile
Reinforcing Steel
SD390
Bearing Shoe
Bored Pile
D=1.2m
Embankment
Stone Masonry
Super T Girders
Excavation
Concrete
10MPa Lean Concrete
Blinding Stone
Concrete
30Mpa Pilecap
Concrete
30Mpa Pier
Concrete
30Mpa Pierhead
Reinforcing Steel
SD390 Pilecap
Reinforcing Steel
SD390 Pier
Reinforcing Steel
SD390 Pierhead
Bored Pile
D=1.2m
Bearing Shoe
Super T Girder
Concrete
30Mpa Diaphragm
Concrete
30Mpa Deck Slab
Reinforcing Steel
SD390
Parapet
Center Barier
Handrail
Expansion Joint
Drainage
Catch Basin
Main Bridge L=746m
Bored Pile
D=2.5m In River
Bored Pile
D=2.0m
Bored Pile
D=1.2m
Excavation
Concrete
10MPa Lean Concrete
Blinding Stone
Concrete
30Mpa Pilecap in river
Concrete
40Mpa Tower, Crossbeam
Concrete
30Mpa Pilecap, Auxiliary Pier
Concrete
30Mpa Pier, Auxiliary Pier
Concrete
30Mpa Pierhead, Auxiliary Pier
Reinforcing Steel
SD390 Pilecap
Reinforcing Steel
SD390 Tower, Crossbeam
Reinforcing Steel
SD390 Pilecap, Auxiliary Pier
Reinforcing Steel
SD390 Pier, Auxiliary Pier
Reinforcing Steel
SD390 Pierhead, Auxiliary Pier
Prestressing Steel (Strand)
Grade270
Cross &　Beam Tower
Prestressing Steel (Bar)
Cross &　Beam Tower
Stay Cable
Bearing Shoe
Lateral Bearing Shoe
Concrete
45Mpa Girder, Diaphragm
Reinforcing Steel
SD390
Prestressing Steel (Strand)
Grade270
Girder, Diaphragm
Prestressing Steel (Bar)
Girder, Diaphragm
Curb
Size
Center Barier
Handrail
Expansion Joint
Ladder in Pylon
Drainage
Catch Basin
Accessories L=3,234.5m
Pavement
Marking
Lighting
Aviation Light
Navigation Warning Light
Approach Road L=262m
1 Organic Excavation
2 Concrete
3 Reinforcing Steel
4 Driven Pile
5 Embankment
50% Settlement in rate
6 Geotextile
7 Paper Drain
8 Sand Replacement
9 Subbase
T=35cm Soil Cement
10 Base
T=30cm Aggregate
11 Binder
T=10cm
12 Surface
T=5cm
Miscellaenous
30% of (1,2,3,4,8,9,10,11)
Interchange L=1,850m
1 Organic Excavation
2 Embankment
50% Settlement in rate
3 Geotextile
4 Paper Drain
5 Sand Replacement
6 Subbase
T=35cm Soil Cement
7 Base
T=30cm Aggregate
8 Binder
T=10cm
9 Surface
T=5cm
Miscellaenous
30% of Total
Total Construction Cost (JPY)
Unit
m2
months
months
m
m
m
No
No
No
Day
m3
m3
m2
Quantities
5,000
44
44
7,510
130
94
1
3
5
1,080
466,560
460,000
58,480
JPY
233
VND
Combined JPY
96
96
13,800,000
1,840,000,000
440,033,000
2,447,000
6,826,000
28,914,000
202,233,000
48,726,000
57,500,000
221,000
221,000
59,000
7,897,000
1,889,000
13,000
80,000
321,000
29,617,000
639,000
100,000
247,000
1,000
1,000
184,700
10,000
26,000
18,000
7,000
56,000
56,000
56,000
121,000
80,000
26,000
18,000
7,000
56,000
56,000
56,000
121,000
121,000
121,000
80,000
67,000
2,684,000
27,000
27,000
121,000
5,000
16,000
176,000
14,000
49,000
2,161
51,000
197,000
28,749,000
430,000
100,000
m
m3
m3
m3
m3
m3
m3
t
No.
m
m3
m2
8,080
1,555
29
59
1,116
82
475
201
3,000
21,000
7,000
4,000
23,000
23,000
23,000
90,000
1,650,000
1,158,000
2,598,000
700,000
7,732,000
7,732,000
7,732,000
7,211,000
1,500
51,000
6,826,000
m3
m3
m3
m3
m3
m3
t
t
t
m
No.
No.
m3
m3
t
m
m
m
m
m
No.
24,277
1,016
2,033
16,800
19,404
7,137
2,016
2,329
856
50,250
1,260
630
1,408
9,317
3,186
2,478
4,956
329
4,977
248
19,694
4,320
1,040
1,875
5,561
69
137
8,620
6,606
1,671
3,234
312
862
991
201
388
37
110
14
1,145
12
4
17,086
2,102
154
291
746
746
746
47
58
76
78,174
71,159
1,941
162
1
1
262
3,600
1,593
184
7,000
20,000
14,000
9,800
4,000
2,100
1,800
6,000
6,000
1
1,850
21,000
60,000
89,000
490,000
43,000
5,950
5,100
17,000
17,000
1
21,000
7,000
4,000
23,000
23,000
23,000
90,000
90,000
90,000
51,000
59,000
960,000
10,000
10,000
90,000
1,158,000
2,598,000
700,000
7,732,000
7,732,000
7,732,000
7,211,000
7,211,000
7,211,000
6,826,000
1,888,000
401,746,000
3,870,000
3,870,000
7,211,000
800
3,000
162,000
13,000
47,000
353,000
149,000
51,000
21,000
7,000
4,000
41,000
52,000
23,000
23,000
23,000
134,000
134,000
134,000
134,000
134,000
396,000
811,000
851,000
5,246,000
2,012,000
41,000
134,000
396,000
811,000
2,000
800
3,000
1,813,000
316,000
13,000
47,000
887,000
3,068,000
3,367,000
222,000
456,000
376,285
30,806,000
20,513,000
6,826,000
1,158,000
2,598,000
700,000
5,743,000
7,320,000
7,732,000
7,732,000
7,732,000
3,150,000
3,150,000
3,150,000
3,150,000
3,150,000
13,429,000
16,437,000
8,140,000
38,412,000
14,707,000
5,034,000
3,150,000
13,429,000
16,437,000
434,000
887,000
3,068,000
12,896,000
47,075,000
222,000
456,000
200
200
287,000
30,727,000
24,790,000
278,000
259,000
2,020,000
159,019,000
174,395,000
485,000
237,000
80,000
26,000
18,000
7,000
66,000
83,000
56,000
56,000
56,000
148,000
148,000
148,000
148,000
148,000
454,000
882,000
886,000
5,411,000
2,075,000
63,000
148,000
454,000
882,000
4,000
5,000
16,000
1,868,000
518,000
14,000
49,000
2,642
1,000
1,000
296,000
31,409,000
25,538,000
70
10,000
90,000
4,000
144
43
41
184
182
119
122
67
144,000
3,870,000
7,211,000
2,063,000
331,000
99,000
5,000
380,000
420,000
274,000
280,000
152,000
688
26,609
120,948
12,854
1,565
468
62
1,815
1,985
1,295
1,324
719
70
144
43
41
184
182
119
122
67
144,000
331,000
99,000
5,000
380,000
420,000
274,000
280,000
152,000
688
1,565
468
62
1,815
1,985
1,295
1,324
719
m
m
m
m3
m3
m3
m3
m3
m3
m3
m3
t
t
t
t
t
t
t
t
No.
No.
m3
t
t
t
m
m
m
m
t
m
No.
m2
m2
No.
LS
LS
m
m3
m3
t
m
m3
m2
m
m3
m3
m3
m2
m2
LS
m
m3
m3
m2
m
m3
m3
m3
m2
m2
LS
Amount
Mill. JPY
161
16
7
19
29
1
1
45
44
5,963
24
33
0
0
26
2
11
18
77
510
7
8
386
446
164
181
210
77
2,563
74
605
14
93
287
2
15
53
65
12
5,533
1,525
155
96
117
0
1
353
344
38
74
7
116
133
27
52
5
44
11
974
63
8
701
282
61
236
1
1
2
85
18
4
117
14
0
46
31
25
87
0
16
17
28
3
1
0
1
0
0
1
0
20
61
1
9
4
20
8
1
1
2
1
14
11,920
Mill. VND
458,522
69,000
80,960
19,361
18,377
887
2,718
202
146
62,100
103,110
101,660
1,127,364
13,332
1,800
76
41
8,631
636
3,674
1,449
10,239
28,113
2,640
1,423
129,898
150,032
55,183
14,537
16,791
6,176
343,007
2,379
253,100
5,447
36,056
22,976
2,198
15,204
1,108
1,105
113
437,599
133,082
21,334
12,799
6,440
178
96
49,505
48,359
12,921
25,005
2,412
2,715
3,122
632
1,223
118
1,477
230
9,318
461
59
86,008
6,620
2,065
4,775
324
662
2,289
606
2,730
35
20,945
19,782
503
327
159
174
45,905
518
6,165
1,327
14,441
6,620
1,386
49
1,520
882
493
1,680
912
9,912
80,243
3,024
19,860
8,811
2,450
16,340
2,499
1,397
4,760
2,584
18,518
2,170,577
Combined
Mill. JPY
2,129
296
347
83
95
10
30
30
2
1
267
487
480
10,801
81
40
1
0
63
5
27
24
120
630
18
14
944
1,090
401
244
282
104
4,035
85
1,691
37
248
385
11
80
58
69
12
7,411
2,096
247
151
144
1
1
566
551
94
182
18
127
146
30
57
6
50
12
1,014
65
8
1,070
310
70
256
3
3
12
88
30
4
207
99
3
48
31
26
284
2
42
22
90
31
7
1
7
4
2
8
4
62
405
14
94
42
31
78
12
7
23
12
94
21,236
Remarks
(JBIC Screening Form)
Screening Form
Name of Projec t： St udy on Ph uoc An Bri dge Con str uct i on Pr oject on Ca i Mep -Thi
Va i Int er Port Roa d
Name of Projec t Exec uti on Or ganiz ati on： Departm en t of Tran sport ati on of Ba
Ri a -Vun g Ta u Pr ovin ce Peopl es’ Comm it t ee
Name of B or rower： Govern m ent of Vi et nam
Please provide the name, department, job title, and contact details for the person who is responsible
for filling out this form.
(Prepared by JETRO Study Team based on the hearing at the Project site)
Name：
Engineer: Mr. Vu Ngoc Thao
Department and title：
Communication and Transport Department, Director
Name of Company or Organization：
Ba Ria-Vung Tau Provincial People’s Committee
Telephone number：
84-64-3511769
Fax number：
84-64-3511769
E-Mail address：
[email protected]
Date：
Nov. 29 – Dec. 3, 2010
Signature：
Q ue stions
4.
Q1. Please provide the address of the project site.
Address of the project site： Tan Than district of Ba Ria-Vung Tau Province to Nhon Trach district
of Dong Nai Provinve, Vietnam
Q2. Please provide brief explanation of the project.
Construction of Phuoc An Bridge and approach bridge as a part of Cai Mep-ThiVai Inter-Port Road. Cai
Mep-Thi Vai inter-port road connect port system and industrial zones along Cai Mep-Thi Vai river, and
it belong to Tan Thanh district, Ba Ria-Vung Tau province and Nhon Trach district, Dong Nai province.
The total length of the Inter-Port Road is 21.36094km, and the portion of the project, namely the
construction of Phuoc An Bridge and approach bridge is about 3.6km (Km18+100 – Km21+360.94).
Q3. Will JBIC loan be applied to a new project or an executing project? In case of an executing
project, please inform of strong claims by stakeholders such as local residents, as well as improvement
guidance or cessation orders for construction work / operations, from environmental authorities.
☑ New Project
□ Executing Project (without Claim etc.)
□ Executing Project (with Claim etc.)
□ Others（Please specify
）
Q4. In case of this project, is it necessary to execute Environmental Impact Assessment (EIA) based on
the laws or regulations of the country where the project is to be implemented? If necessary, please
inform the progress of EIA.
□ Required (completed )
☑ Required (under planning)
□ Not Required
□ Others (Please specify
)
Q5. In case that EIA is already completed, please inform whether EIA report is already approved based
on the environmental assessment system of the country where the project is to be implemented or not.
If EIA report is already approved, please provide the date and name of authorities of the approval.
□ Approved (without condition)
□ Under approval process
□ Approved (conditional)
☑ Others (Please specify Not conducted yet)
Date of Approval：
Name of Authorities：
Q6. If environmental permit(s) other than EIA is required, please provide the name of required
permit(s). Have you obtained required permit(s)?
□ Obtained
□ Required, but not obtained yet
☑ Not required
□ Others (Please specify)
Name(s) of required permit(s)：
Q7. Will the loan be used for the undertaking that cannot specify the project at this stage (e.g. export or
lease of machinery that has no relation with specific project, or Two Step Loan that cannot specify the
project at the time of loan agreement)?
(Yes / No)
If you answered “Yes”, it is not necessary to reply to the following questions.
If you answered “No”, please reply to the following questions.
Q8. Are there any environmentally sensitive area shown below in and around project site?
(Yes / No)
If you answered “Yes”, please select applicable items by marking, and reply to following questions.
If you answered “No”, please reply to questions 9 and after.
☑ (1)
National parks, protected areas designated by government (coastal areas, wetlands,
habitats of minorities or indigenous populations, heritage sites, etc.)
 (2) Primeval forests, tropical natural forests
 (3) Ecologically important habitats (coral reefs, mangrove, tidal flats, etc.)
 (4) Habitats of endangered species of which protection is required under local laws and
international agreements.
 (5) Areas that have risks of large scale increase in soil salinity or soil erosion
 (6) Desertification areas
 (7) Areas with special values from archaeological, historical and/or cultural viewpoints
 (8) Habitats of minorities, indigenous populations, nomadic people with traditional life style,
or areas with special social value
Q9. Does the project involve following characteristics?
(Yes / No)
If you answered “Yes”, please describe the scale of applicable characteristics, and reply to the questions
10 and after.




（1）Involuntary resettlement
(Number of resettlers:
（2）Pumping of groundwater
(Scale:
（3）Land reclamation, development and/or clearing (Scale:
（4）Deforestation
(Scale:
)
m3/year)
ha)
ha)
Q10.
Under the environmental impact assessment system of the country where the project is to be
implemented, do the applicable characteristics from (1) – (4) above and their scale serve as basis for
executing an EIA for the project?
□ They do
□ Others (Please specify
□ They do not
)
Q11. Will JBIC share in the project be equal or less than 5% of the total project cost, or the total
amount of JBIC loan equal or less than SDR 10 million? (In the case of additional support for a past
project, this shall be the accumulated total amount)
(Yes / No)
If you answered “Yes”, it is not necessary to reply to the following questions.
Q12. Does the project belong to either of the sectors that impact on the environment is deemed
immaterial or is not anticipated under normal conditions (e.g. maintenance of the existing facilities,
non-expansionary renovation project, acquisition of rights and interests without additional capital
investment)?
(Yes / No)
If you answered “Yes”, it is not necessary to reply to following questions.
If you answered “No”, please reply to the questions 13 and after.
Q13.
Does the project belong to the following sectors?
(Yes / No)
If you answered “Yes”, please specify the sector by marking, and reply to questions 14 and after.
If you answered “No”, it is not necessary to reply to the following questions.








(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
Mining
Oil and natural gas development
Pipelines
Iron and steel (projects that include large furnaces)
Non-ferrous metals smelting and refining
Petrochemicals (manufacture of raw materials; including complexes)
Petroleum refining
Oil, gas and chemical terminals
 (9) Paper and pulp
 (10) Manufacture and transport of toxic or poisonous substances regulated by international
treaties, etc.
Thermal power
Nuclear power
Hydropower, dams and reservoirs
Power transmission and distribution lines involving large-scale involuntary resettlement,
large-scale logging or submarine electrical cables
☑ (15) Roads, railways and bridges
 (16) Airports
 (17) Ports and harbors
 (18) Sewage and wastewater treatment having sensitive characteristics or located in sensitive
areas or their vicinity
 (19) Waste management and disposal
 (20) Agriculture involving large-scale land-clearing or irrigation
 (21) Forestry
 (22) Tourism (construction of hotels, etc.)




(11)
(12)
(13)
(14)
Q14. Please provide information on the scale of the project (project area, area of plants and buildings,
production capacity, amounts of power generation, etc.) Further, pleased explain whether an execution
of EIA is required on account of the large scale of the project in the country where the project is
implemented.
Outline:
■ Phuoc An Bridge pass over the Thi Vai River and connects Tan Thanh district of Ba Ria-Vung Tau
Province and Nhon Trach district of Dong Nai Province.
■ Main Bridge: Prestressed concrete Cable-stayed Bridge (Center span = 360m)
■ Approach Bridge: Super-T Girder (Span lengths vary from 25 to 40m)
■ Total length = 3,254.5m (including abutments)
■ Total bridge width: 23.5m
■ Navigation clearance at the Center Span of the Main Bridge: Clearance = 239m (W) x 55m
■
EIA is required
0.22
Ly tr nh
C6
6
4
Km15+649 Km15+721
C5
72.0
So hie u ho khoan
65.0
-63.04
N>30
52.5
N>30
N>30
N>30
N>30
N>30
N>30
N>30
N>30
N>30
N=13
33.0
N=10
N=17
N=17
N=16
N=14
N=13
N=16
N=12
N=10
N=8
N=12
N=1
9.0
N=1
N=1
N=1
0.00
1.5
58.0
58.5
-56.28
N>30
N>30
N>30
-50.78
N>30
N>30
N>30
N>30
N>30
N>30
N>30
N>30
N>30
N>30
-31.28
N=13
32.2
N=10
N=17
N=17
N=16
N=14
N=13
N=16
N=12
15.5
N=10
N=8
11.5
N=12
N=1
9.5-7.28
N=1
N=1
N=1
0.00
+1.72
-56.54
-30.24
2
-13.54
-9.54
-7.54
+1.96
Khoa ng ca ch HK(m)
-75.00
-70.00
-65.00
-60.00
-55.00
-50.00
-45.00
-40.00
-35.00
-30.00
-25.00
-20.00
-15.00
-10.00
-5.00
+0.00
+5.00
3
542.0
1
D11
15.0
N=10
N=7
10.2
N=5
N=2
N=1
N=1
N=1
0.00
Km16+263
Fine
Sand
-15.69
-10.89
-0.69
1
377.0
9.5
C7
50.0
40.0
N>30
N>30
N>30
N>30
N>30
N=28
29.0
N=15
N=13
N=14
N=12
N=8
N=11
N=8
N=10
N=9
N=8
N=1
N=1
N=1
N=1
0.00
1.5
Km16+640
-49.62
-39.92
-28.62
-9.12
+0.38
-1.12
6
4
242.0
3
1
15.5
2
C8
50.0
39.0
N>30
N>30
N>30
31.5
N>30
N=25
N=14
N=16
N=12
N=13
21.0
N=8
N=7
N=8
N=11
N=10
N=7
9.0
N=2
N=1
N=1
N=1
0.00
Km16+882
-52.66
-41.66
-34.16
-23.66
-18.16
-11.66
-2.66
389.0
1
N=7
D12
33.0
N=21
N=19
N=18
N=17
N=17
N=15
N=12
19.5
N=5
14.5
N=1
N=1
N=1
N=1
N=1
N=1
0.00
Km17+271
-32.6
-19.1
-14.1
+0.40
569.0
1
D13
30.0
N=12
27.0
N=9
N=3
N=3
N=2
N=2
N=2
N=2
N=2
N=1
N=1
N=1
N=1
N=1
N=1
0.00
Km17+840
-29.52
-26.52
-0.77
421.0
1
-26.70
D14
25.0
N=5
N=4
20.8
N=2
N=2
N=2
N=2
N=1
N=1
N=1
N=1
N=1
N=1
0.00
Km18+261
4
-21.50
-1.70
1
1354.0
1
5
4
2
C9
65.0
60.5
N>30
N>30
N>30
N>30
N>30
N>30
N>30
N>30
N>30
N>30
N=26
39.5
N=26
N=18
N=16
33.0
N=4
N=4
N=4
N=3
N=2
N=2
N=2
N=2
N=1
N=1
N=1
N=1
N=1
N=1
N=1
N=1
0.00
Km19+615
-65.40
-60.90
-39.90
-33.40
-0.40
Clay
with
Gravel
Hard
Clay
Clay Loam
Clay Mud
架橋位置
tha ng
Ks. Buøi
nh Ha i
P. Gia m o c
Vu ng Taøu , Ngaøy
PRO_ENG. Phuøng H
KCS
KS- Tr nh Va n
Ta ng
u The
i gia
Ranh gi
Ks- Ong Hie n Taøi
i xa c
Ranh gi
Ks- Tra n Phi Huøng
A
CN
i gia
Ranh gi
na m 2009
nh
nh
nh
ac
pPha
- m i:
o sa u a y l
p
p-m
LE
HIE U BA N VE
TY
KY
SO
PHU LU C: 3
BA N VE
A CHA T
A CHA T
MC 2009
NG : 1/500 NGANG : 1/5000
MA T CA T
KHA O SA T
1/1
So hie u ma u
Tr so SPT N30
o sa u ma u
25.0 Chie u sa u ho khoan - m
C1-1
N=1
1.5-2.0
a yl
So hie u l
0.00 (Cao o mie ng ho khoan)
ng e n
Tra i: cao o
a phong ho a ma nh maøu xa m
xanh, n t ne , khe n t k n, ca u ta o
kho i, o c ng ca p IV - VI
TP. TN-K
C HIE N
TH
6
Se t maøu xa m xanh, sa n pha m a
phong ho a ma nh ch a hoaøn toaøn,
o i cho la n da m vaø cuo i.
Se t maøu xa m tra ng, xa m vaøng, n
c ng.
4
5
Ca t nho e n trung maøu xa m tra ng, xa m vaøng,
cha t v øa.
3
a
Se t pha maøu xa m tra ng, de o c
c ng.
2
ng e n n
Buøn se t maøu xa m xanh, xa m en.
C
1
DA U HIE U QUY
H NH TRU HO
KHOAN C9
Te n co ng tr nh:
ØNG LIE N CA NG CA I ME P - TH VA I
øng k nh ho khoan:
a ie m: Huye n Ta n Thaønh - Tænh BR - VT
V tr ho khoan: Km19+615.0 (pha i tuye n 7.5m)
M cn
Cao o mie ng ho khoan: -0.40m
Ngaøy ba t a u: 29/05/2009
Khoan ma y
Ngaøy ke t thu c: 31/05/2009
o
Th
c
sa u
ty
a y
le
l p
(m)
(m)
Cao
Be
o
a y daøy
l p l p
(m) (m)
Khoan tay
Co t
Mo ta
a ta ng
a ta ng
Ma u th nghie m
Ky
So
hie u hie u
o sa u
a ma u ma u (m)
ta ng
c nga m: 0.0m
Ke t qua th nghie m xuye n tie u chua n (SPT)
o sa u
SPT(m)
So bu a/ 15cm Gia
tr
15cm15cm15cm N30
01
02
C9-1
1.5 - 2.0
2.0 - 2.45 <1
<1
1
1
C9-2
3.5 - 4.0
4.0 - 4.45 <1
<1
1
1
C9-3
5.5 - 6.0
6.0 - 6.45 <1
<1
1
1
C9-4
7.5 - 8.0
8.0 - 8.45 <1
<1
1
1
C9-5
9.5 - 10.0 10.0 - 10.45 <1
<1
1
1
C9-6
11.5 - 12.0 12.0 - 12.45 <1
<1
1
1
C9-7
13.5 - 14.0 14.0 - 14.45 <1
<1
1
1
C9-8
15.5 - 16.0 16.0 - 16.45 <1
<1
1
1
C9-9
17.5 - 18.0 18.0 - 18.45 0
1
1
2
C9-10 19.5 - 20.0 20.0 - 20.45 1
1
1
2
C9-11 21.8 - 22.0 22.0 - 22.45 0
1
1
2
03
04
05
06
07
08
09
10
33.0
Buøn se t maøu xa m xanh,
xa m en.
11
12
13
14
15
16
17
18
19
20
21
22
110mm
o th th nghie m SPT
10
20
30
40
50
H NH TRU HO
KHOAN C9
Te n co ng tr nh:
øng k nh ho khoan:
M cn
Ngaøy ba t a u: 29/05/2009
Khoan ma y
o
Th
c
sa u
ty
a y
le
l p
(m)
(m)
Cao
Be
o
a y daøy
l p l p
(m) (m)
Khoan tay
Co t
Mo ta
a ta ng
a ta ng
Ma u th nghie m
Ky
So
hie u hie u
o sa u
a ma u ma u (m)
ta ng
o sa u
SPT(m)
c nga m: 0.0m
So bu a/ 15cm Gia
tr
15cm15cm15cm N30
23
Buøn se t maøu xa m xanh,
xa m en.
24
C9-12 23.5 - 24.0 24.0 - 24.45 1
1
1
2
C9-13 25.5 - 26.0 26.0 - 26.45 1
1
2
3
C9-14 27.5 - 28.0 28.0 - 28.45 1
2
2
4
C9-15 29.5 - 30.0 30.0 - 30.45 1
2
2
4
C9-16 31.5 - 32.0 32.0 - 32.45 1
2
2
4
C9-17 33.8 - 34.0 34.0 - 34.45 5
7
9
16
C9-18 35.8 - 36.0 36.0 - 36.45 6
8
10
18
C9-19 37.8 - 38.0 38.0 - 38.45 5
11
15
26
C9-20 39.8 - 40.0 40.0 - 40.45 6
10
16
26
C9-21 41.8 - 42.0 42.0 - 42.45 7
14
20 >30
C9-22 43.8 - 44.0 44.0 - 44.45 16
26
25
26
27
33.0
28
o sa u 27.0-33.0m, se t
maøu xa m xanh, tra ng tha i
de o cha y
29
30
31
32
33
33.0 -33.4
34
35
36
6.5
Se t pha maøu xa m na u,
xa m en, n a c ng.
37
38
39
39.5 -39.9
40
41
42
21.0
Se t maøu xa m vaøng, na u
o , tra ng tha i n a c ng
43
44
110mm
5/
3cm
>30
o th th nghie m SPT
10
20
30
40
50
H NH TRU HO
KHOAN C9
Te n co ng tr nh:
øng k nh ho khoan:
M cn
Ngaøy ba t a u: 29/05/2009
Khoan ma y
o
Th
c
sa u
ty
a y
le
l p
(m)
(m)
Cao
Be
o
a y daøy
l p l p
(m) (m)
Khoan tay
Co t
Mo ta
a ta ng
a ta ng
Ma u th nghie m
Ky
So
hie u hie u
o sa u
a ma u ma u (m)
ta ng
o sa u
SPT(m)
So bu a/ 15cm Gia
tr
15cm15cm15cm N30
C9-23 45.8 - 46.0 46.0 - 46.45 14
46
21
10/ >30
10cm
47
C9-24 47.8 - 48.0 48.0 - 48.45 15
48
24
7/
>30
6cm
49
C9-25 49.8 - 50.0 50.0 - 50.45 18
50
22
9/
>30
4cm
51
21.0
52
Se t maøu xa m vaøng, na u
o , tra ng tha i n a c ng
C9-26 51.8 - 52.0 52.0 - 52.45 17
24
7/
>30
3cm
53
C9-27 53.8 - 54.0 52.0 - 52.45 20
54
29
2/
>30
1cm
55
C9-28 55.8 - 56.0 52.0 - 52.45 18
56
28
3/
>30
2cm
57
C9-29 57.8 - 58.0 52.0 - 52.45 20
58
26
5/
>30
3cm
59
C9-30 59.8 - 60.0 52.0 - 52.45 18
60
61
62
4.5
63
64
66
65.0 -65.4
27
4/
1cm
60.5 -60.9
T ø o sa u 60.5m tr
xuo ng Se t maøu xa m
xanh tra ng tha i c ng, sa n
pha m a phong ho a ma nh
ch a hoaøn toaøn, o i cho
la n da m vaø cuo i.
C9-31 61.5 - 62.0
C9-32 64.5 - 65.0
c nga m: 0.0m
45
65
110mm
>30
o th th nghie m SPT
10
20
30
40
50
Lab. No.
1
Sample No.
3
Borehole No.
2
Töø (m)
4
Ñeán (m)
5
6
>20
C9 - 6
C9 - 8
C9
C9
C9
C9
242
253
2709
243
C9 - 9
C9
C9
C9
C9
C9
C9
C9
245
254
234
246
247
0.0
0.0
0.0
0.1
0.0
C9
C9
C9
249
250
251
C9 - 20
C9 - 19
C9 - 18
C9 - 17
1.5
5.7
C9
C9
C9
C9
C9
C9
C9
C9
C9
255
256
257
258
259
260
261
262
263
C9 - 30
C9 - 29
C9 - 28
C9 - 27
C9 - 26
C9 - 25
C9 - 24
C9 - 23
C9 - 22
C9 - 21
1.8
3.2
1.0
39.9
40.5
9.6
5.7
7.6
2.5
36.8
30.4
30.1
25.83
20.25
18.89
22.42
32.02
31.39
31.02
32.31
29.86
32.51
0.04
0.07
1.929
1.924
1.915
1.952
1.903
1.914
1.910
1.884
1.896
1.850
1.930
0.03
0.08
30.22
0.06
1.924
2.028
1.909
1.927
2.14
26.00
22.85
28.45
26.33
1.820
0.03
0.11
38.79
0.0
1.500
1.554
1.547
1.570
1.530
1.510
1.530
1.520
1.479
1.451
1.540
1.520
1.408
1.433
1.465
1.413
19
Wet unit weight (g/cm³)
8.9
78.33
69.12
0.14
1.8
2.9
1.9
30.3
31.8
31.8
32.4
32.3
33.4
30.5
32.2
21.4
27.7
21.9
25.7
18.3
49.1
52.4
61.0
Heä soá bieán ñoåi
0.8
9.2
5.3
6.8
4.9
9.9
4.9
3.5
6.3
3.4
3.9
6.8
5.4
6.4
6.4
5.4
6.0
3.0
1.5
3.68
1.2
3.7
36.8
11.2
15.8
9.9
11.2
6.9
10.1
10.7
6.9
14.5
16.2
17.8
14.2
13.7
6.9
3.5
2.0
74.04
Ñoä leäch chuaån
2.4
2.1
1.0
2.0
1.7
59.8 - 60.0
8.6
5.0
4.9
4.7
57.8 - 58.0
1.6
47.8
0.9
0.3
55.8 - 56.0
1.3
47.5
3.3
53.8 - 54.0
1.0
48.5
0.7
51.8 - 52.0
0.2
46.1
0.3
49.8 - 50.0
46.5
57.4
0.6
47.8 - 48.0
0.7
0.8
45.8 - 46.0
0.4
52.7
1.2
56.9
34.6
1.0
0.9
17.5
43.8 - 44.0
0.7
5.5
36.8
18.9
41.8 - 42.0
Trò Trung Bình
C9
252
Lôùp 4: Seùùt xaùm traéng, xaùm vaøng, xaùm xanh, nöûa cöùng ñeán cöùng
2.9
9.8
35.6
50.6
6.0
6.9
53.9
0.6
0.7
37.3
41.0
35.5
39.8 - 40.0
0.4
35.8 - 36.0
0.4
0.0
0.0
37.8 - 38.0
0.5
33.8 - 34.0
Trò Trung Bình
C9
248
0.1
0.0
0.0
41.4
0.0
Lôùp 2: Seùùt pha xaùm traéng, xaùm vaøng, deûo cöùng ñeán nöûa cöùng.
0.0
4.0
81.85
73.34
0.0
5.5
56.5
0.0
49.1
2.0
31.5 - 32.0
0.0
3.5
29.5 - 30.0
0.0
38.0
71.90
67.70
0.0
0.0
72.0
61.6
27.5 - 28.0
0.0
0.0
1.5
10.5
0.0
0.0
8.8
2.5
25.5 - 26.0
0.0
7.3
34.3
0.0
1.4
0.0
71.62
23.5 - 24.0
0.0
0.0
61.1
75.62
0.0
0.0
1.0
70.30
73.34
79.15
0.0
0.0
1.5
64.7
41.4
0.0
36.4
6.0
10.5
0.0
0.0
6.0
18.2
21.5 - 22.0
0.0
6.6
46.6
19.5 - 20.0
0.0
0.0
0.0
17.5 - 18.0
0.0
0.0
0.0
50.8
0.0
0.0
0.0
0.8
89.41
15.5 - 16.0
0.0
0.0
1.5
30.4
18
105.68
0.0
46.9
3.0
17
41.5
0.0
0.0
5.2
16
2.5
13.5 - 14.0
0.0
61.3
15
6.5
11.5 - 12.0
0.0
0.0
49.4
14
0.05 - 0.1
88.89
0.0
0.0
13
0.1 - 0.25
0.0
0.01 -0.05
0.0
0.0
12
0.25 - 0.5
0.0
<0.005
9.5 - 10.0
0.0
11
0.5 - 1.0
0.0
0.005 - 0.01
88.12
0.0
10
1.0 - 2.0
0.0
Clay
(%)
Water content (%)
5.5 - 6.0
3.5 - 4.0
9
0.0
8
10.0 - 20.0
7
2.0 - 5.0
1.5 - 2.0
Trò Trung Bình
C9 - 16
C9 - 15
C9 - 14
C9 - 13
C9 - 12
C9 - 11
C9 - 10
C9
244
C9 - 7
C9 - 3
2710
233
C9 - 5
C9
232
C9 - 2
C9
240
C9 - 1
C9
239
Lôùp 1: Buøn seùt xaùm xanh, xaùm ñen.
Silt
(%)
20
Dry unit weight (g/cm³)
1.533
1.600
1.610
1.590
1.440
1.460
1.460
1.420
1.460
1.400
1.480
1.527
1.650
1.490
1.530
1.310
0.841
0.920
0.890
0.940
0.880
0.830
0.890
0.870
0.830
0.850
0.900
0.880
0.750
0.760
0.770
0.690
21
Specific Gravity
0.01
0.02
2.713
2.715
2.710
2.720
2.710
2.710
2.710
2.710
2.712
2.710
2.715
0.00
0.01
2.698
2.723
2.705
2.694
2.690
0.01
0.0
2.624
2.630
2.630
2.660
2.630
2.630
2.620
2.620
2.650
2.620
2.630
2.630
2.620
2.630
2.620
2.620
22
Initial void ratio
0.770
0.697
0.682
0.706
0.880
0.860
0.859
0.903
0.857
0.941
0.832
0.767
0.649
0.820
0.766
1.051
2.120
1.862
1.947
1.840
1.992
2.167
1.944
2.027
2.210
2.098
1.908
1.999
2.515
2.453
2.387
2.814
Porosity (%)
44
41
41
42
47
46
46
48
46
48
45
43
39
45
43
51
68
65
66
67
68
66
67
68
66
67
71
71
74
23
Degree of saturation (%)
92
79
75
86
99
99
98
97
94
94
99
91
96
94
93
99
97
98
99
98
98
99
97
98
95
89
97
96
93
94
98
98
24
25
Haïn ñoä chaûy - LL (%)
0.14
6.36
46.3
39.57
52.41
54.15
55.54
55.49
38.0
40.81
38.2
0.08
5.7
69.7
72.8
74.7
72.4
69.2
70.8
76.7
68.6
26
Haïn ñoä deûo - PL (%)
0.15
3.44
22.9
17.92
25.25
23.55
26.54
25.21
23.2
25
22.52
0.13
4.5
35.3
33.4
35.2
40.2
34.4
39.5
42.1
36.8
27
Chæ soá deûo - PI (%)
23.4
21.65
27.16
30.6
29
30.28
14.8
15.81
15.68
34.4
39.49
39.55
32.2
34.75
31.3
34.65
31.79
28
Ñoä seät
0.13
0.21
0.23
0.21
0.21
0.17
0.19
0.22
0.24
1.25
0.87
1.18
0.98
1.29
0.98
1.35
2.17
29
0.125 kG/cm²
0.096
0.096
30
0.25 kG/cm²
0.100
0.1075
0.1075
31
0.50 kG/cm²
0.26
0.0
0.076
0.096
0.0806
0.20
0.0
0.088
0.1075
0.18
0.0
0.099
0.121
0.121
0.0902 0.1037
0.071
0.1037 0.1094
0.073
0.060
0.0672 0.0768 0.0864
0.0634 0.0749 0.0864
0.0768 0.0922 0.1056
0.0768 0.0883
0.0845
0.0845
1.00 kG/cm²
2.00 kG/cm²
33
34
3.00 kG/cm²
0.710
1.344
0.960
0.03
0.02
0.691
0.15
0.16
1.106
0.768
0.960
1.0176
0.960
1.248
0.17
0.10
0.622
0.768
0.864
0.960
0.18
0.17
0.951
1.248
0.19
0.24
1.279
1.728
1.3632 1.8624
1.4784 1.9968
0.5184 0.7872 1.0752
0.5376 0.8064 1.0752
0.6528
0.5568 0.8352 1.1328
0.5568 0.7488
0.5376
0.7488 1.0368 1.3056
0.19
0.10
0.530
0.8064 1.0752 1.3248
0.8448 1.0944
0.480
0.4608 0.6912 0.9216
32
35
ñoä
0.230
0.066
0.083
0.094
0.200
0.550
0.352
18°12'
25°38'
0.293
0.288
26°32' 0.3648
27°24' 0.4416
15°33' 0.2368
15°03' 0.2688
16°34' 0.3584
16°04' 0.2656
11°24'
13°30' 0.2944
0.11
0.2
2.030
1.835
1.918
0.0582 1.933
15°33' 0.4736
16°04'
1.997
2.066
0.0493 2.112
0.058
0.052
14°01' 0.5952
14°32'
2.434
2.292
2.665
38
0.125 kG/cm²
0.0627 1.935
0.065
0.065
0.073
36
C kG/cm 2
13°30' 0.2368
12°58'
2°35'
2°51'
1°59'
3o31'
2°25'
2°12'
2°38'
3o18'
2°38'
2°25'
2°38'
Löïc
dính
keát
Heä soá roãng
(öùng vôùi töøng caáp taûi troïng)
39
0.25 kG/cm²
0.19
0.13
0.707
0.13
0.2
1.939
1.815
1.896
1.890
2.069
1.971
2.036
1.876
2.366
2.214
2.557
40
0.50 kG/cm²
0.15
0.12
0.751
0.673
0.656
0.686
0.858
0.840
0.839
0.859
0.832
0.907
0.800
0.19
0.14
0.724
0.633
0.763
0.731
0.988
0.14
0.3
1.818
1.781
1.860
1.824
2.015
1.927
1.987
1.777
2.253
2.083
2.385
41
1.00 kG/cm²
0.15
0.11
0.730
0.657
0.640
0.671
0.836
0.822
0.823
0.831
0.810
0.880
0.775
0.20
0.13
0.687
0.623
0.737
0.700
0.929
0.15
0.3
1.667
1.722
1.797
1.713
1.931
1.847
1.900
1.624
2.067
1.882
2.133
42
2.00 kG/cm²
0.15
0.11
0.703
0.639
0.619
0.644
0.798
0.793
0.793
0.786
0.769
0.842
0.740
0.19
0.12
0.643
0.604
0.700
0.651
0.836
0.18
0.3
1.461
1.613
1.684
1.526
1.789
1.705
1.750
1.381
1.759
1.582
1.838
4.00 kG/cm²
0.18
0.12
0.669
0.595
0.581
0.605
0.733
0.744
0.739
0.717
0.698
0.781
0.680
0.17
0.10
0.585
0.571
0.649
0.577
0.706
43
8.00 kG/cm²
0.17
0.10
0.597
0.531
0.513
0.538
0.624
0.663
0.643
0.615
0.576
0.681
0.576
0.09
0.04
0.514
0.513
0.569
0.461
0.512
44
1.002
0.218
0.236
0.467
0.443
0.242
0.260
0.516
0.647
0.759
1.190
45
0.125 kG/cm²
Heä soá neùn luùn a (cm²/kG)
THÍ NGHIEÄM NEÙN
0.129
0.732
0.160
0.177
0.347
0.342
0.206
0.235
0.468
0.548
0.623
0.870
46
0.25 kG/cm²
ÖÙng suaát caét (kG/cm²)
Goùc
ma
saùt
trong
0.064
0.049
0.052
0.039
0.045
0.041
0.039
0.088
0.050
0.068
0.064
0.099
0.031
0.115
0.071
0.127
0.453
0.137
0.141
0.263
0.215
0.176
0.198
0.396
0.450
0.522
0.687
47
0.50 kG/cm²
THÍ NGHIEÄM CAÉT
0.042
0.032
0.032
0.031
0.043
0.035
0.033
0.055
0.045
0.054
0.049
0.073
0.021
0.053
0.062
0.117
0.316
0.117
0.127
0.221
0.168
0.160
0.174
0.306
0.373
0.403
0.503
48
1.00 kG/cm²
Sand
(%)
0.029
0.018
0.021
0.027
0.038
0.029
0.030
0.046
0.041
0.038
0.035
0.044
0.019
0.036
0.049
0.093
0.206
0.109
0.113
0.187
0.143
0.142
0.150
0.243
0.308
0.300
0.296
49
2.00 kG/cm²
ÑOAÏN VII - VIII ( Lyù Trình: Km 15 + 649 -:- Km 19 + 615 )
0.021
0.022
0.019
0.020
0.033
0.025
0.027
0.034
0.036
0.031
0.030
0.029
0.016
0.025
0.037
0.065
50
8.00 kG/cm²
0.015
0.016
0.017
0.017
0.027
0.020
0.024
0.026
0.030
0.025
0.026
0.028
0.014
0.020
0.029
0.048
51
58.9
75.7
85.6
83.8
54.7
72.8
66.5
52.1
49.5
60.3
57.6
37.7
97.3
66.7
44.5
28.2
12.4
23.7
22.6
12.8
18.0
18.2
17.2
9.1
8.7
7.7
6.7
52
P c (kG/cm²)
0.93
0.44
0.31
53
Consolidation test
55
56
57
58
Mv (cm2/kG)
0.794 0.074 0.085 0.036 0.047
0.884 0.117 0.149 0.154 0.121
0.827 0.193 0.106 0.099 0.112
54
Cc
Atterberg limits
CR
TÍNH CHAÁT VAÄT LYÙ
4.00 kG/cm²
Gravel
(%)
5.0 - 10.0
MODUN TOÅNG
BIEÁN DAÏNG
E 1 -2 ( kG/cm²)
2
-3
Particle size distribution (mm)
Cv x 10 (cm /kG)
Depth (m)
kv x 10 -7 (cm/s)
Coâng trình: DÖÏ AÙN ÑAÀU TÖ XAÂY DÖÏNG COÂNG TRÌNH
ÑÖÔØNG LIEÂN CAÛNG CAÙI MEÙP - THÒ VAÛI
C u (kG/cm²)
0.19
59
C u' (kG/cm²)
0.17
60
CU
Triaxial test
62
13°15' 15°50'
61
φu (Ñoä - Deg)
BAÛNG TOÅNG HÔÏP KEÁT QUAÛ THÍ NGHIEÄM ÑAÁT TRONG PHOØNG
φu' (Ñoä - Deg)
COÂNG TY CP TÖ VAÁN ÑAÀU TÖ XD GIAO T HOÂNG
TÆNH BAØ RÒA VUÕNG TAØU
PHOØNG TN - KÑ LAS XD - 208
SOÁ:………
………/KQTN
C u (kG/cm²)
0.21
63
UU
0°56'
64
φu (Ñoä - Deg)

study on phuoc an bridge construction project

Transcription

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