STUDY ON ECONOMIC PARTNERSHIP PROJECTS
IN DEVELOPING COUNTRIES IN FY2011
STUDY ON THE NORTH - SOUTH EXPRESSWAY PROJECT
(NINH BINH- BAI VOT SECTION) IN SOCIALIST REPUBLIC OF
VIETNAM
FINAL REPORT
February 2012
Prepared for:
The Ministry of Economy, Trade and Industry
Prepared by:
Katahira & Engineers International
Nippon Engineering Consultants Co., Ltd.
Kajima Corporation
Landtec Japan, Inc.
Mitsubishi Research Institute
Reproduction Prohibited
PREFACE
This project summarizes the result of “Study on Economic Partnership Projects in Developing Countries”
in FY 2011 entrusted to Katahira & Engineers International, Nippon Engineering Consultants Co., Ltd.,
Kajima Corporation, Landtec Japan, Inc., and Mitsubishi Research Institute.
This study titled
“Study on the North - South Expressway Project (Ninh Binh- Bai Vot Section) in
Socialist Republic of Vietnam” was carried out in order to assess the feasibility of six lane (three lanes in
each direction) expressway construction with total investment amount of 352 Billion JPY.
We sincerely hope this report will contribute to the implements of the aforementioned project and provide
practical information to those parties concerned on the Japanese side.
February 2012
Katahira & Engineers International
Nippon Engineering Consultants Co., Ltd.
Kajima Corporation
Landtec Japan, Inc.
Mitsubishi Research Institute
Photographs of the Study Area
From Nort to South
(1)
←Hanoi
←Hai Phong
Ninh Binh→
Ninh Binh→
Railway
NH10
Expressway Cau Gie-Ninh Binh
under construction
Expressway at the beginning point.
←Bai Vot
Day River. River dike at the Trai Me Bridge construction site.
Numerous factories are under operation.
Ninh Binh→
Chu River Bridge construction site. Water is turbid. The hill
in the upper left of the picture is made of limestone.
Yen My dam lake. The Expressway is proposed to pass over
the lake.
NH1
KM378. The Expressway runs parallel with the exsisting
road.
←Bai Vot
A photo taken at the interchange to Nghi Son Economic Zone.
NH1 runs under the interchange.
Ninh Binh→
KM446+500. Proposed interchange construction site for the
Expressway and provincial road 534.
Vinh City Bypass. It is a bypass for NH1 running through
Vinh City.
Source: Study Team
Photographs of the Study Area
←Bai Vot
Ninh Binh→
Lam Bridge construction site. Lam Bridge will pass 5m
above the existing dike.
←Bai Vot
(2)
Local residents inside the dike at Lam Bridge construction
site.
Ninh Binh→
Than Vu 2 Tunnel (South side). A reservoir for agriculture.
Than Vu １ Tunnel (North side)
Ninh Binh→
NH1
End of the Expressway in Bai Vot. Viewing Laos from the
intersection with NH8.
Nghe An province, Dien Chau District, which is located
40km north of Vinh City.
＾
Traffic Survey.
Conducting public consultation on expressway plan with
stakeholders/communities.
Source: Study Team
List of Abbreviations
Abbreviations
Official Name
AADT
Annual Average Daily Traffic
AAGR
Average Annual Growth Rate
AASHTO
American Association of State Highway and Transportation Official
ADB
Asian Development Bank
AGF
All Ground Fastening
ASEAN
Association of South-East Asian Nations
BCR
Benefit Cost Ratio
BIDV
Bank for Investment and Development of Vietnam
BOD
Biochemical Oxygen Demand
BOT
Built Operate and Transfer
BT
Build-Transfer
BTO
Build-Transfer-Operate
CBR
Cost Benefit Ratio
CCTV
Closed-circuit television
CIPM
Comite' international des poids et mesures
CO2
Carbon Dioxide
CRCP
Continuously Reinforced Concrete Pavement
DARD
Department of Agriculture and Rural Development
DENV
Directorate of Expressway Vietnam
DFID
Department for International Development
DOE
Department of Environment
DOT
Department of Transport
DPI
Planning and Investment Department
DRVN
Directorate of Road Vietnam
DSCR
Debt Service Coverage Ratio
EDCF
Economic Development Cooperation Fund
EIA
Environmental Impact Assessment
EIRR
Economic Internal Rate of Return
EMO
Expressway Management Office
EMP
Environmental Management Plan
EOJ
Embassy of Japan
EPC
Environmental Protection Commitment
Equity IRR
Equity Internal Rate of Return
ETC
Electronic Toll Collection System
FS
Feasibility Study
GDP
Gross Domestic Product
GNI
Gross National Income
GOJ
Government of Japan
GOV
Government of Vietnam
GRDP
Gross Regional Domestic Product
IBRD
International Bank for Reconstruction and Development
IDA
International Development Association
IDC
Interest During Construction
IFC
International Finance Corporation
IOL
Inventory of Losses
IUCN
International Union for Conservation of Nature and Natural Resources
ITST
Institute of Transport Science and Technology
ITS
Intelligent Transport Systems
JETRO
Japan External Trade Organization
JICA
Japan International Cooperation Agency
JICA STRADA
JICA System for Traffic Demand Analysis
JPY
Japanese Yen
LEP
Law on Environmental Protection
LLCR
Loan Life Coverage Ratio
LOS
Level of service
MARD
Ministry of Agriculture and Rural Development
METI
Ministry of Economy, Trade and Industry, JAPAN
MOC
Ministry of Construction
MOF
Ministry of Finance
MONRE
Ministry of Natural Resources and Environment
MOT
Ministry of Transportation
MOU
Memorandum of Understanding
MPI
Ministry of Planning and Investment
NATM
New Austrian Tunnel Method
NBNSE
Ninh Binh-Nghi Son Expressway
NEXCO
Nippon Expressway Corporation
NEXI
Nippon Export and Investment Insurance
NH
National Highway
NO2
Nitrogen Dioxide
NOX
Nitrogen Oxides
NPV
Net Present Value
NSBVE
Nghi Son-Bai Vot Expressway
O&M
Operation and Maintenance
O3
Ozone
OD
Origin and Destination
ODA
Official Development Assistance
OJT
On the Job Training
PAPs
Project Affected Persons
PCE
Passenger Car Equivalent
PCU
Passenger Car Unit
PDOT
People's Department of Transportation
pH
Potential Hydrogen
PM
Particular Matter
PMU
Project Management Unit
PPC
Provincial Peoples Committee
PPP
Public Private Partnership
PV-CG
Phap Van - Cau Gie
QCVN
Vietnam Technical Regulations
QV
Quotable Value
RAP
Resettlement Action Plan
ROW
Right-of-Way
RP
(Compensation, Assistance and) Resettlement Plan
RSB
Reinforcement Steel Bar
SEA
Strategic Environmental Assessment
SO2
Sulfur Dioxide
SOE
State Owned Enterprise
SPC
Specific Purpose Company
SS
Suspended substance(solids)
STEP
Special Terms for Economic Partnership
TA
Technical Assistance
TBM
Tunnel Boring Machine
TCVN
Vietnam Standards
TDS
Total Dissolved Solid
TEDI
Transport Engineering Design Inc.
TSP
Total Suspended Particulates
TTC
Travel Time Cost
USD
United States Dollar
UXO
Unexploded Ordnance
VAT
Value Added Tax
VEC
Vietnam Expressway Corporation
VEMA
Vietnam Expressway Management Administration
VEPA
Vietnam Environmental Protection Agency
VGF
Viability Gap Funding
VIDIFI
VITRANSS 2
Vietnam Infrastructure development and Finance Investment Joint Stock
company
The Comprehensive Study on the Sustainable Development of Transport
System in Vietnam, JICA, 2010
VND
Vietnam Dong
VOC
Vehicle Operating Cost
WACC
Weighted Average Cost of Capital
WB
World Bank
WTO
World Trade Organization
TABLE OF CONTENTS
EXECUTIVE SUMMARY
1.
Background and Necessity of the Project ............................................................................... 1
2.
Concept of the Project Formation........................................................................................... 3
3.
Outline of the Project ............................................................................................................. 3
4.
Implementation Schedule ....................................................................................................... 8
5.
Feasibility on Project Implementation ................................................................................... 9
6.
Technical Advantages of Japanese Companies ...................................................................... 10
7.
Possible Risks against Realization of the Project ................................................................... 10
8.
Project Location Map ............................................................................................................. 12
CHAPTER 1 OVERVIEW OF THE HOST COUNTRY AND SECTOR
1.1
1.2
1.3
Economic and Financial Condition of Vietnam ................................................................. 1-1
1.1.1
Population Change in Vietnam............................................................................... 1-1
1.1.2
Gross Domestic Product (GDP) and Economic Growth in Real Terms ................. 1-1
1.1.3
National Budget and Prices .................................................................................... 1-2
Overview of Road Sector ..................................................................................................... 1-4
1.2.1
Road Classification and Road Administration System .......................................... 1-4
1.2.2
Expressway Development Plan .............................................................................. 1-4
1.2.3
Expressway Under Operation and Construction .................................................... 1-5
1.2.4
Capital Investment for Expressway Development in Vietnam .............................. 1-5
1.2.5
Public-Private Partnership (PPP) Projects in Vietnam ........................................... 1-7
1.2.6
Issues of Road Sector ............................................................................................. 1-8
Outline of Project Area ........................................................................................................ 1-8
1.3.1
Overview of the Project Area ................................................................................. 1-8
1.3.2
Socio-Economic Conditions of the Project Area.................................................... 1-9
1.3.3
Japanese Firms in the Project Area ........................................................................ 1-11
1.3.4
Issues of the Project Area ....................................................................................... 1-14
CHAPTER 2 STUDY METHODOLOGY
2.1
2.2
Study Contents...................................................................................................................... 2-1
2.1.1
Objectives of the Study .......................................................................................... 2-1
2.1.2
Scope of the Study ................................................................................................. 2-1
Study Method and Composition of the Study Team ......................................................... 2-3
2.2.1
Study Flow ............................................................................................................. 2-3
2.2.2
2.3
Composition of the Study Team............................................................................. 2-5
Study Schedule...................................................................................................................... 2-6
2.3.1
Activity Schedule ................................................................................................... 2-6
2.3.2
Staffing Schedule ................................................................................................... 2-7
2.3.3
List of Discussed Personnel ................................................................................... 2-8
CHAPTER 3 JUSTIFICATION, OBJECTIVES AND TECHNICAL FEASIBILITY
OF THE PROJECT
3.1
3.2
3.3
Background and Necessity of the Project ........................................................................... 3-1
3.1.1
Traffic Condition of the Project Area..................................................................... 3-1
3.1.2
Extent of the Project .............................................................................................. 3-1
3.1.3
Present and Future Condition of Project Area........................................................ 3-2
3.1.4
Related Projects and Studies .................................................................................. 3-2
3.1.5
Effects and Impacts of the Project Implementation ............................................... 3-4
3.1.6
Comparative Analysis of Alternative Projects ....................................................... 3-5
Result of Studies to Determine Scope of Work of the Project .......................................... 3-7
3.2.1
Traffic Demand Forecast ........................................................................................ 3-7
3.2.2
Critical Issues on Formulation of the Project ......................................................... 3-18
3.2.3
Study of Technology .............................................................................................. 3-58
Overview of the Project ....................................................................................................... 3-84
3.3.1
Basic Policy on Project Implementation and Project Contents of
the Government of Vietnam ................................................................................... 3-84
3.3.2
Preliminary Design of Tunnels............................................................................... 3-84
3.3.3
Outline of the Proposed Project (including cost estimates) .................................... 3-89
3.3.4
Issues and Countermeasures to Apply the Proposed Japanese Technology ........... 3-98
CHAPTER 4 EVALUATION OF ENVIRONMENTAL AND SOCIAL IMPACTS
4.1
Present Analysis of Natural and Social Environment ....................................................... 4-1
4.1.1
4.2
Environmental Improvement Effects with the Project .................................................... 4-12
4.2.1
4. 3
Present Analysis and Future Prediction.................................................................. 4-1
Project Implementation and Environmental Improvement Effects ........................ 4-12
Environmental and Social Impact on the Project Implementation ................................. 4-16
4. 3.1
Environmental Social Consideration Items Necessary in the Next Phase ............. 4-16
4. 3.2
Comparison of Smaller Alternative Selection on Environmental Social Impact
Other than the Project ............................................................................................. 4-42
4. 3.3
Information and Data Collection from the Project Implementation Body and Related
Local Administrative Organization ........................................................................ 4-44
4. 4
Summary of Environmental and Social related Legislation of the Objective Country.. 4-47
4. 4.1
Legal Framework on Environmental and Social Issues for
the Project Implementation..................................................................................... 4-47
4.5
Measures Required by the Objective Country
(Implementing Body and Other Related Agencies) .......................................................... 4-63
CHAPTER 5 FINANCIAL AND ECONOMIC EVALUATION
5.1
5.2
Estimated Project Cost ........................................................................................................ 5-1
5.1.1
Procedure for Estimation of Project Cost ............................................................... 5-1
5.1.2
Construction Cost ................................................................................................... 5-1
5.1.3
Engineering Cost .................................................................................................... 5-2
5.1.4
Land Acquisition and Resettlement Cost ............................................................... 5-2
5.1.5
Contingencies and Project Administration Cost..................................................... 5-2
5.1.6
Operation and Maintenance Cost ........................................................................... 5-3
5.1.7
Total Project Cost ................................................................................................... 5-3
Preliminary Economic and Financial Evaluation.............................................................. 5-6
5.2.1
Economic Evaluation ............................................................................................. 5-6
5.2.2
Financial Evaluation ............................................................................................... 5-17
CHAPTER 6 PLANNED PROJECT SCHEDULE
6.1
Prioritization of Road Sections............................................................................................ 6-1
6.2
Implementation Scheme....................................................................................................... 6-2
6.3
Implementation Schedule .................................................................................................... 6-7
CHAPTER 7 IMPLEMENTING ORGANIZATION
7.1
Outline of Implementing Agency ........................................................................................ 7-1
7.1.1
Organizations ........................................................................................................ 7-1
7.1.2
Functions and Duties .............................................................................................. 7-1
7.1.3
Finance ................................................................................................................... 7-1
7.1.4
Technical Capability .............................................................................................. 7-2
7.2
Project Implementation Organization................................................................................ 7-5
7.3
Evaluation of Capacity of Implementing Agency .............................................................. 7-8
CHAPTER 8 TECHNICAL ADVANTAGES OF JAPANESE COMPANIES
8.1
8.2
8.3
Competitiveness in International Market of Japanese Contractor.................................. 8-1
8.1.1
Basic Condition of Accepting Order in Vietnam .................................................. 8-1
8.1.2
Business Advance of Japanese Contractor to Vietnam .......................................... 8-1
8.1.3
Japanese Tunnel Technology ................................................................................. 8-2
8.1.4
Japanese Bridge Construction Technology ............................................................ 8-3
Construction Material and Equipment Procured from Japan......................................... 8-4
8.2.1
Cement Concrete Pavement ................................................................................... 8-4
8.2.2
Tunnel Construction .............................................................................................. 8-4
8.2.3
Bridge Construction .............................................................................................. 8-4
Measures for Acceleration of Japanese Contractor’s Order ............................................ 8-5
APPENDIX
1.
Minutes of Discussion
2.
Tunnel
3.
Cost Estimation
4.
Environmental and Social Impacts
List of Figures
Chapter 1
OVERVIEW OF THE HOST COUNTRY AND SECTOR
Figure 1-1
Figure 1-2
Figure 1-3
Figure 1-4
Figure 1-5
Figure 1-6
Chapter 2
1–1
1–2
1–3
1–5
1–6
1–8
STUDY METHODOLOGY
Figure 2-1
Figure 2-2
Figure 2-3
Figure 2-4
Figure 2-5
Chapter 3
Change of Population in Vietnam ............................................................
Real Economic Growth Rate of Vietnam (1980–2011) ..............................
Consumer Price Index (ICP) in Vietnam ...................................................
Expressway Master Plan ........................................................................
Capital Investment for Expressway in Vietnam .........................................
Project Area .............................................................................................
Flow of the Study .....................................................................................
Organization of the Study Team ...............................................................
System of Counterparts ............................................................................
Implementation Schedule of the Study ......................................................
Project Term Assignment for the Study ....................................................
2–4
2–5
2–5
2–6
2–7
JUSTIFICATION, OBJECTIVES AND TECHNICAL FEASIBILITY
OF THE PROJECT
Figure 3-1
Figure 3-2
Figure 3-3
Figure 3-4
Figure 3-5
Figure 3-6
Figure 3-7
Figure 3-8
Figure 3-9
Figure 3-10
Figure 3-11
Figure 3-12
Figure 3-13
Figure 3-14(A)
Figure 3-14(B)
Figure 3-15(A)
Figure 3-15(B)
Figure 3-16(A)
Figure 3-16(B)
Figure 3-17(A)
Figure 3-17(B)
Figure 3-18
Figure 3-19
Figure 3-20
Present Expressway Sections .................................................................... 3 – 2
Nghi Son Economic Zone ......................................................................... 3 – 3
Survey Locations...................................................................................... 3 – 7
Flow of Traffic Demand Forecast ............................................................ 3 – 9
Reproductivity of Current Traffic Conditions ........................................... 3 – 12
Forecast of Total Population in Vietnam ................................................... 3 – 13
Forecast of GDP Growth Rate in Vietnam ................................................ 3 – 14
Future Road Network Plan ....................................................................... 3 – 15
Location of Tunnels.................................................................................. 3 – 18
Typical Cross Section During Period 1
(4 lanes for bed, 4 lanes Pavement) ........................................................... 3 – 28
Typical Cross Section During Period 1
(6 lanes for bed, 4 lanes Pavement, expand to outside) ............................... 3 – 29
Typical Cross Section During Period 1
(6 Lanes for Bed, 4 lanes Pavement, expand to inside) ............................... 3 – 30
Alignment from Cao Bo Interchange - NH12B Interchange ...................... 3 – 34
Alignment from NH-12 B to NH-217 (1) .................................................. 3 – 35
Alignment from NH-12 B to NH-217 (2)................................................... 3 – 35
Alignment from NH-217 Interchange to NH-45 Interchange (1) ................ 3 – 36
Alignment from NH-217 Interchange to NH-45 Interchange (2) ................ 3 – 36
Alignment from NH-45 Interchange – Endpoint (1) ................................... 3 – 37
Alignment from NH-45 Interchange – Endpoint (2) ................................... 3 – 37
Profile of Tunnel Section .......................................................................... 3 – 39
Profile of Bridge Section ........................................................................... 3 – 40
Proposed Expressway Alignment from Ninh Binh Nghi Son Section ....... 3 – 45
Route Plan at the Crossing with National Highway No.7.............................3 – 47
Route Alignment Connect with National Highway No.46 ......................... 3 – 47
Figure 3-21
Profile of Tunnel Section ..........................................................................
Figure 3-22(A) Asphalt Pavement Structure (1) .................................................................
Figure 3-22(B) Asphalt Pavement Structure (2) .................................................................
Figure 3-23
Concrete Pavement ...................................................................................
Figure 3-24
Location of Yen My Bridge ......................................................................
Figure 3-25
Yen My Lake and Bridge Position ............................................................
Figure 3-26
Yen My Lake and the Bridge Route ..........................................................
Figure 3-27
Main Bridge Alternatives .........................................................................
Figure 3-28
Selected Bridge Type for the Yen My Bridge
(PC Box Girder and Steal Box Girder).....................................................
Figure 3-29
Location of Lam Bridge............................................................................
Figure 3-30
Lam River and Bridge Location ................................................................
Figure 3-31
Lam River and Bridge Route ....................................................................
Figure 3-32
Main Bridge Plan (Duc Quang Bridge) .....................................................
Figure 3-33
Selected Bridge Type for the Lam Bridge (Duc Quang Bridge) .................
Figure 3-34
Proposed Cross Section of 3-Lane Road Tunnel ......................................
Figure 3-35
Proposed Distance Between Northbound and Southbound Tunnels ...........
Figure 3-36
Proposed Location of Traffic Control Center ............................................
Figure 3-37
Concept of Main Lane Toll Gate...............................................................
Figure 3-38
Bridge Length and Concrete Volume ........................................................
Chapter 4
3 – 69
3 – 70
3 – 70
3 – 73
3 – 74
3 – 77
3 – 79
3 – 80
3 – 83
3 – 83
3 – 86
EVALUATION OF ENVIRONMENTAL AND SOCIAL IMPACTS
Figure 4-1
Figure 4-2
Figure 4-3
Figure 4-4
Figure 4-5
Figure 4-6
Figure 4-7
Figure 4-8
Figure 4-9
Figure 4-10
Figure 4-11
Figure 4-12
Figure 4-13
Figure 4-14
Figure 4-15
Figure 4-16
Chapter 7
3 – 53
3 – 54
3 – 55
3 – 56
3 – 62
3 – 62
3 – 65
3 – 66
Major Impact on Ben Quan Reservoir during Construction
and Operation Phase.................................................................................. 4 – 18
Impact on Water Quality in Yen My Reservoir ......................................... 4 – 19
Impact on Tam Quy Forest (Protection Area in Thanh Hoa Province) ..... 4 – 20
Proposed Mitigation Measures ................................................................ 4 – 22
Major Impact on Cultural Relics During Project Implementation ............ 4 – 32
Ancient Relics Found in Do Mountain Area.............................................. 4 – 33
Underpass on Potential Problems .............................................................. 4 – 36
Impacts on Dong Nan Local Irrigation System .......................................... 4 – 37
Sensitive Area at Dong Xuan Primary School in Dong Xuan Commune .... 4 – 38
Alternative Alignments at KM.292+500 to KM.299
Crossing Ben Quan Quarter ................................................................. 4 – 42
Alternative Alignments at KM.355 to KM.370
- Crossing Yen My Reservoir ............................................................ 4 – 44
Organizational Structure of Ministry of Natural Resources and Environment
(MONRE) ........................................................................................ 4 – 50
EIA Procedure in Vietnam ........................................................................ 4 – 55
Land Acquisition Procedure Based upon Decree No. 69/2009 ................... 4 – 60
Resettlement Plan (RP) Procedure ............................................................ 4 – 61
Diagram of Environmental Management System ...................................... 4 – 65
IMPLEMENTING ORGANIZATION
Figure 7-1
Figure 7-2
Figure 7-3
Administrative Organizations ................................................................... 7 – 1
Organization of MOT ............................................................................. 7 – 5
Organization of the People’s Committee, Than Han Province .................... 7 – 7
List of Tables
Chapter 1
OVERVIEW OF THE HOST COUNTRY AND SECTOR
Table 1-1
Table 1-2
Table 1-3
Table 1-4
Table 1-5
Table 1-6
Table 1-7
Table 1-8
Table 1-9
Table 1-10
Chapter 2
1–1
1–3
1–6
1–7
1–9
1–9
1 – 10
1 – 10
1 – 11
1 – 11
STUDY METHODOLOGY
Table 2-1
Chapter 3
Major Economic Indicators of Vietnam........................................................
National Budget of Vietnam in Recent Years ...............................................
Expressways under Operation and Construction ...........................................
Pilot Projects Involved in PPP Decision 71 ..................................................
Summary of Project Area.............................................................................
Summary of Economic Condition in Nihn Binh Province .............................
Target Economic Growth Rate .....................................................................
Summary of Economic Condition in Thanh Hoa Province ............................
Development Targets ...................................................................................
Summary of Economic Condition in Nghe An Province ...............................
List of Discussed Personnel ......................................................................... 2 – 8
JUSTIFICATION, OBJECTIVES AND TECHNICAL FEASIBILITY
OF THE PROJECT
Table 3-1
Table 3-2
Table 3-3
Table 3-4
Table 3-5
Table 3-6
Table 3-7
Table 3-8
Table 3-9
Table 3-10
Table 3-11
Table 3-12
Table 3-13
Table 3-14
Table 3-15
Table 3-16
Table 3-17
Table 3-18
Table 3-19
Table 3-20
Table 3-21
Table 3-22
Table 3-23
Table 3-24
Status of Related Studies ............................................................................ 3 – 4
Result of the Traffic Volume Survey ............................................................ 3 – 8
Zoning......................................................................................................... 3 – 10
Time Evaluation Value by Vehicle Type ...................................................... 3 – 11
Growth Rate of Population in Vietnam ........................................................ 3 – 13
GDP Growth Rate in Vietnam ..................................................................... 3 – 14
Result of Future Traffic Demand Forecast (500 VND/km) ............................ 3 – 16
Result of Future Traffic Demand Forecast (1000 VND/km) .......................... 3 – 17
Result of Future Traffic Demand Forecast (1200 VND/km) ......................... 3 – 17
Main Route Cross Section at the Completion Period .................................... 3 – 27
Typical Cross Section During Period 1
(4 lanes for bed, 4 lanes for pavement).......................................................... 3 – 28
Typical Cross Section During Period 1
(6 lanes for bed, 4 lanes pavement, expand to outside) ................................. 3 – 29
Typical Cross Section During Period 1
(6 lanes for bed, 4 lanes pavement, expand to inside) ................................... 3 – 30
Frontage Road Cross Section ....................................................................... 3 – 31
Geometrical Design Standards ..................................................................... 3 – 31
Summary of the Route Alignment ................................................................ 3 – 38
Curve Radius Rate on the Route .................................................................. 3 – 38
Rate of Length of Straight and Curves ......................................................... 3 – 39
Result of Vertical Alignment Study ............................................................. 3 – 39
List of Main Interchange.............................................................................. 3 – 42
Related Province ......................................................................................... 3 – 48
Summary of Route Alignment (Nghi Son – Bai Vot Section) ....................... 3 – 48
Summary of Planned Interchange................................................................. 3 – 49
List of Main Overpass ................................................................................. 3 – 50
Table 3-25
Table 3-26
Table 3-27
Table 3-28
Table 3-29
Table 3-30
Table 3-31
Table 3-32
Table 3-33
Table 3-34
Table 3-35
Table 3-36
...
Table 3-37
Table 3-38
Table 3-39
Table 3-40
Table 3-41(A)
List of Major Profile Design Parameters ...................................................... 3 – 51
Main Control Points of Profile Design ......................................................... 3 – 52
Summary of Profile Design Result ............................................................... 3 – 52
Plan of Major Bridge of the Route (TEDI proposal) ..................................... 3 – 59
Three Alternatives of Main Bridge (TEDI Study) ......................................... 3 – 63
Main Bridge Comparison (Study Team) ....................................................... 3 – 64
Construction Cost of Three Alternatives for Yen My Bridge ......................... 3 – 67
Comparison of Three Alternatives of Yen My Bridge................................... 3 – 68
Comparison of Approach Bridge Types ....................................................... 3 – 71
Four Alternatives for the Main Bridge (TEDI proposal) ............................... 3 – 72
Main Bridge Plan (Duc Quang Bridge) (Study Team) .................................. 3 – 73
Construction Cost of Three Alternatives for Lam Bridge
(Duc Quang Bridge) .................................................................................... 3 – 75
Comparison of Three Alternatives for Lam Bridge (Duc Quang Bridge) ....... 3 – 76
Main ITS Facilities on the Expressway ........................................................ 3 – 82
Unit Price Comparison of Expressway per Kilometer ................................... 3 – 85
Unit Price and Quantity in Basic Design ...................................................... 3 – 87
Total Project Cost Comparison TEDI Study and METI Study
(North Section) .......................................................................................... 3 – 88
Table 3-41(B) Total Project Cost Comparison TEDI Study and METI Study
(South Section) ........................................................................................... 3 – 88
Chapter 4
EVALUATION OF NVIRONMENTAL AND SOCIAL IMPACTS
Table 4-1
Table 4-2
Table 4-3
Table 4-4
Table 4-5
Table 4-6
Table 4-7
Table 4-8
Table 4-9
Table 4-10
Table 4-11
Table 4-12
Table 4-13
Table 4-14
Table 4-15
Table 4-16
Table 4-17
Table 4-18
Table 4-19
Current Situation in Objective Provinces along the Expressway Route ......... 4 – 1
Existing Air Quality in Sampling Locations ................................................. 4 – 4
Existing Noise Level in Sampling Locations ................................................ 4 – 5
Existing Surface Water Quality in Sampling Locations ................................ 4 – 6
Existing Underground Water Quality in Sampling Locations........................ 4 – 7
Detailed Environmental Condition along the Expressway Route by Section . 4 – 7
Formula on 4 Type of Vehicle Classified CO2 Emission Rate ....................... 4 – 13
4 Type Vehicle Conversion for 9 Surveyed Vehicle Types ........................... 4 – 13
Traffic Demand Volume by Converted into 4 Type Vehicle Classification
(with project case) ....................................................................................... 4 – 13
Traffic Demand Volume by Converted into 4 Type Vehicle Classification
(without project case) .................................................................................. 4 – 14
Predicted CO2 Emission With Project Case in Target Years ........................... 4 – 14
Predicted CO2 Emission Without Project Case in Target Years ..................... 4 – 15
Comparison of Three Alternatives of the Routes by TEDI
(Section Ninh Binh Nghi Son of Thanh Hoa) ............................................... 4 – 23
Comparison of Three Alternatives of the Routes by TEDI
(Section Thanh Hoa- Bai Vot of Ha Tinh).................................................... 4 – 23
The Route of the Project Passes Through Communes, Districts and Provinces
(Section Thanh Hoa- Bai Vot of Ha Tinh).................................................... 4 – 24
Land Acquisition Impact by Alternative 1 with Width of 80m ...................... 4 – 25
Impacts on Land Types by Alternative 1 ...................................................... 4 – 25
Land Acquisition Impact by Alternative 2 .................................................... 4 – 25
Impacts on Land Types by Alternative 2 ...................................................... 4 – 26
Table 4-20
Table 4-21
Table 4-22
Table 4-23
Table 4-24
Table 4-25
Table 4-26
Table 4-27
Table 4-28
Table 4-29
Table 4-30
Table 4-31
Table 4-32
Table 4-33
Table 4-34
Table 4-35
Table 4-36
Table 4-37
Table 4-38
Chapter 5
Table 5-1
Table 5-2
Table 5-3
Table 5-4
Table 5-5
Table 5-6
Table 5-7
Table 5-8
Table 5-9
Table 5-10
Table 5-11
Table 5-12
Table 5-13
Table 5-14
Table 5-15
Table 5-16
Table 5-17
Impacts on Land Type : Nghi Son(Thanh Hoa)-Bai Vot ( Ha Tinh) ........... 4 – 26
Cost Estimation for Implementation of Capacity Building and Training ....... 4 – 31
Total Cost for Environmental Assessment and Monitoring System ................ 4 – 31
Response Methods in Common Events /Circumstances ................................. 4 – 35
Sensitive Places During Construction and Operation Phase .......................... 4 – 38
Comparison Analysis of Main Impacts of Alternatives
(KM.292+500-KM.299 section) .................................................................. 4 – 43
Comparison Analysis of Main Impacts of
Alternative 1 and Alternative 2 .................................................................... 4 – 44
List of Meetings Conducted and Participants................................................. 4 – 45
Persons and Institutions which were Consulted by the Survey Term ............. 4 – 47
Composition of the SEA Assessment Board and Authority
in Charge of Establishment.......................................................................... 4 –51
Decree 29/2011/ND-CP, Enlisting Projects
for which an EIA Report must be Prepared .................................................. 4 –53
Vietnamese Ambient Air Environmental Standard
(QCVN 05: 2009/BTNMT) .......................................................................... 4 – 56
Vietnamese Standard on Surface Water Quality
(QCVN08: 2008/BTNMT) ........................................................................... 4 – 57
Domestic Regulations on “Domestic Water Discharge”
(QVN14: 2008/BTNMT)(Colum B) ............................................................. 4 – 57
Domestic Regulations on “Domestic Water Discharge”
(QVN14: 2008/BTNMT) ............................................................................. 4 – 57
Vietnamese Environmental Standard on Soil Quality ................................... 4 – 58
Vietnamese Standard on Noise in Public and Residential Area ...................... 4 – 58
Land Recovery, Compensation, Assistance and
Resettlement Implementing Schedule .......................................................... 4 – 62
Cost Estimation for RP Based on the Preliminary
Analysis on the Impacts ............................................................................... 4 – 64
FINANCIAL AND ECONOMIC EVALUATION
Unit Price Comparison............................................................................... 5 – 1
Land Acquisition and Resettlement Cost .................................................... 5 – 2
Total Project Cost ...................................................................................... 5 – 3
Prices Increases of Local Currency ............................................................ 5 – 4
Comparison of Total Project Cost .............................................................. 5 – 5
Travel Time Values (2008 price)................................................................ 5 – 7
Time Series of CPI in Vietnam .................................................................. 5 – 7
Converted Travel Time Values (2011 Prices) ............................................. 5 – 7
Unit VOC (VDN in 2008 price) ................................................................. 5 – 8
Converted Unit VOC (VDN in 2011 price) ................................................ 5 – 8
Benefits and Cost of North Section (Case-1) .............................................. 5 – 10
Benefits and Cost of North Section (Case-2) .............................................. 5 – 10
Benefits and Cost of North Section (Case-3) .............................................. 5 – 11
Benefits and Cost of South Section (Case-1) .............................................. 5 – 12
Benefits and Cost of South Section (Case-2) .............................................. 5 – 12
Benefits and Cost of South Section (Case-3) .............................................. 5 – 13
Results of the Economic Analysis(North Section） ..................................... 5 – 14
Table 5-18
Table 5-19
Table 5-20
Table 5-21
Table 5-22
Table 5-23
Table 5-24
Table 5-25
Table 5-26
Table 5-27
Table 5-28
Table 5-29
Table 5-30
Table 5-31
Table 5-32
Table 5-33
Table 5-34
Table 5-35
Table 5-36
Table 5-37
Table 5-38
Chapter 6
PLANNED PROJECT SCHEDULE
Table 6-1
Table 6-2
Table 6-3
Table 6-4
Table 6-5
Table 6-6
Table 6-7
Chapter 7
Results of the Economic Analysis(South Section） ..................................... 5 – 14
Summary of the Results of the Sensitivity Analysis(North Section: Case 1）5 – 15
Summary of the Results of the Sensitivity Analysis(North Section: Case 2）5 – 15
Summary of the Results of the Sensitivity Analysis(North Section: Case 3）5 – 15
Summary of the Results of the Sensitivity Analysis(South Section: Case 1）5 – 16
Summary of the Results of the Sensitivity Analysis(South Section: Case 2）5 – 16
Summary of the Results of the Sensitivity Analysis(South Section: Case 3）5 – 16
Toll Revenue and Cost in North Section (Case-1)....................................... 5 – 18
Toll Revenue and Cost in North Section (Case-2)....................................... 5 – 18
Toll Revenue and Cost in North Section (Case-3)....................................... 5 – 19
Toll Revenue and Cost in South Section (Case-1) ...................................... 5 – 20
Toll Revenue and Cost in South Section (Case-2) ...................................... 5 – 20
Toll Revenue and Cost in South Section (Case-3) ...................................... 5 – 21
Result of the Financial Analysis (North Section) ........................................ 5 – 22
Result of the Financial Analysis (South Section) ........................................ 5 – 22
Summary of the Result of the Sensitivity Analysis (North Section: Case 1) 5 – 22
Summary of the Result of the Sensitivity Analysis (North Section: Case 2) 5 – 22
Summary of the Result of the Sensitivity Analysis (North Section: Case 3) 5 – 23
Summary of the Result of the Sensitivity Analysis (South Section: Case 1) 5 – 23
Summary of the Result of the Sensitivity Analysis (South Section: Case 2) 5 – 23
Summary of the Result of the Sensitivity Analysis (South Section: Case 3) 5 – 23
Prioritization of Road Sections...................................................................
STEP Form................................................................................................
Utilization of STEP for the Project .............................................................
North Section ............................................................................................
South Section ............................................................................................
Proposed Implementation Schedule (North Section) ...................................
Proposed Implementation Schedule (South Section) ...................................
6–1
6–2
6–3
6–5
6–6
6–7
6–8
IMPLEMENTING ORGANIZATION
Table 7-1
Table 7-2
Table 7-3
Table 7-4
Table 7-5
Table 7-6
Table 7-7
Chapter 8
Table 8-1
Table 8-2
Table 8-3
Final Accounts of Expenditures of Ministry of Transport ...........................
Projects Implemented by MOT-PMU 1 ......................................................
Projects Implemented by MOT-PMU 6 ......................................................
Projects Implemented by NINH BINH DOT ..............................................
Projects Implemented by THANH HOA DOT ...........................................
Projects Implemented by NGHE AN DOT .................................................
Outline of PMU 1 and PMU 6....................................................................
7–2
7–3
7–3
7–4
7–4
7–4
7–6
TECHNICAL ADVANTAGES OF JAPANESE COMPANIES
Mountainous Tunnel (5 Locations)............................................................. 8 – 4
General Outline of Nghi Son Cement Corporation...................................... 8 – 5
General Outline of Vina Kyoei Steel Ltd. ................................................... 8 – 6
List of Pictures
Chapter 3
JUSTIFICATION, OBJECTIVES AND TECHNICAL FEASIBILITY of the PROJECT
Picture 3-1
Picture 3-2
Picture 3-3
Picture 3-4
Picture 3-5
Picture 3-6
Picture 3-7
Picture 3-8
Picture 3-9
Tam Diep Tunnel South Entrance Area ..................................................
Thung Thi Tunnel North Entrance ..........................................................
Volcanic Rocks at Thung Thi Tunnel South Entrance Area ....................
Truong Lam Tunnel South Entrance ......................................................
Than Vu No.1 Tunnel North Entrance ....................................................
Rolling Stones at Front of Than Vu No.1 Tunnel North Entrance ...........
Than Vu No.1 Tunnel North Entrance......................................................
Than Vu No.2 Tunnel South Entrance......................................................
Continuously Reinforced Concrete Pavement...........................................
3 – 19
3 – 20
3 – 20
3 – 21
3 – 22
3 – 23
3 – 23
3 – 24
3 – 57
EXECTIVE SUMMARY
1.
(1)
Background and Necessity of the Project
Background of the Project
Vietnam is a long and narrow country running over 1,600 km from north to south, and connected
with National Route 1 running along the coast line, National Route 14 & 15 running along the
boundary of Laos and Cambodia, and a single rail line. The development of Expressway network
linking Capital city of Hanoi in north, Da Nang in center, and Ho Chi Minh in south, is crucial to
support Vietnam’s rapidly expanding economic activities and to enable a balanced growth of the
nation.
The importance of developing the North-South Expressway was confirmed at the meeting between
Prime Minister Nguyen Tan Dung and Prime Minister Shintaro Abe in November 2006, and
agreed that the Government of Japan is to assist a development of the segment with high traffic
volume in particular. In October 2010 at the summit meeting between Prime Minister Nguyen Tan
Dung and Prime Minister Naoto Kan., the Government of Japanese determined to consider a
support for the development of Expressway between Ninh Binh and Bai Vot, and Nha Trang and
Phan Thiet. And following October 2011, the summit meeting between Prime Minister Nguyen
Tan Dung and Prime Minister Yoshihiko Noda, has been reinforced to consider continuously in the
future.
Under the Prime minister decision No.140/QD-TTg issued on 21st January 2010 Approval of a
master plan for the North-South Expressway, the Ninh Binh - Bai Vot Segment and Nha Trang Phan Thiet of the North-South Expressway have been identified as the prioritized segment and to
be constructed by the year 2014 and 2015 respectively. However due to a large sum of debt from
another Expressway construction project, further studies of greater accuracy are required before it
can be considered for construction commencement.
(2)
Needs of the Project
The Government of Vietnam and Ministry of Transport (MOT) has identified the Ninh Binh - Bai
Vot Segment of the North-South Expressway as one of prioritized sections of the Expressway to be
developed by 2015.
A pre-feasibility study has been conducted on the Segment, and further studies of greater accuracy
are required before it can be considered for construction commencement. By the completion of
segment between Cau Zie- Ninh Binh which is currently under construction, the segment between
Hanoi- Cau Zie which is going to commence shortly , and the segment to be constructed by this
1
project, Capital city Hanoi and cities in North central region such as Tinh Thanh Hoa and Vinh will
be connected. A single journey currently taking 6 to 8 hours for the segment (approximately 300
km) of Hanoi-Ninh Binh- Bai Vot on Route 1 takes, is expected to get significantly shorten and
contribute to the growth of North central region. In addition, the arterial road of Route 8 (Bai Vot)
connecting Vietnam and Laos will be also linked and expected to contribute international logistics
(3)
Objective of the Project
The project aims to develop the approximately 218 km of Expressway between Ninh Binh and Bai
Vot through, with following objectives.
1. Travel hour of approximately 300 km between Hanoi - Ninh Binh - Bai Vot, is shorten from 6-8
hours journey to 3-4 hours. This enables to make a day trip between Hafnoi – Vinh.
2. The development forms a core trunk road of Vietnam, which will grow hub cities in North
central regions such as Vinh and contribute a balanced national development.
3. Three provinces of Ninh Binh , Thanh Hoa, and Nghe Anh on route of the Ninh Binh-Bai Vot
Expressway, have a vision to shift its industrial structure from agriculture and move to industry
and trade, and grown out from the poverty by the year 2020. The expressways will contribute
the growth of cities through enabling transportation of industrial raw material and products, as
well as attracting tourists.
4. The expressway will boost several large scale development plans which Japan has been one of
major donor such as Nghi Son Economic Zone, industrial estates, and deep water port. This will
support Japanese companies as well as contribute to the growth of regions along the proposed
expressway development.
5. International Logistic between Hanoi- Laos- Bangkok will be encouraged
6. The expressway will divert increase traffic on National Highway No 1 which will ease existing
traffic congestion as well as contribute to the improvement of traffic safety in the region.
7. The expressway wi1l function as the trunk life line in the region which also can respond in the
emergency such as flood.
8. Employment will be generated at cement factories and related companies located in the project
area.
2
2.
Concept of the Project Formation
Followings concepts are adopted for the project formation.
1． The results of the feasibility study currently conducted by the Government of Vietnam are
maximized and
insufficient information will be supplemented for the high feasibility of
project.
2． The appropriate construction structure for the long bridge and tunnel requiring high level
technical requirement will be examined and proposed based on the baseline survey conducted
toward experts.
3． The project is detailed to minimize the environmental impact of the expected large scale land
acquisition and resettlement. Stake holder meetings are organized to confirm resident opinion
to the project and avoid the land acquisition and resettlement to constrain the project
implementation.
4． Based on a traffic volume survey and analysis conducted, examine the financial and economic
feasibility of the project and draw required suggestions.
3.
(1)
Outline of the Project
Outline of the Project
Outline of the project is shown in Table 1.
Table 1
Item
Outline of the Project
North Section
121
Length (km)
Number of Lanes
Design Speed (kph)
Bridge
STEP structure
Major Structure
Tunnel
STEP structure
Interchange (location)
(2)
6
80−120
54 bridges 17,825 m
1 bridge 1,340 m
3 lane tunnel 4 location 1,855 m
3 lane tunnel 4 location 1,855 m
8
Source: Study Team
Project Cost
Project cost is shown in Table 2
3
South Section
97
6 Nghi Son-Vinh
4 Vinh-Bai Vot
80−120
34 Bridges 8,681 m
1 Bridge 3,716 m
3 lane tunnel 6 location 6,200 m
3 lane tunnel 6 location 6,200 m
7
Table 2 Project Cost
North Section
(million JPY)
Section
Ninh Binh –
Nghi Son
121 km
106,203
13,437
31,782
17,456
168,878
Source: Study Team
Name of Cities
Length of Section
Direct Construction Cost
Engineering Cost
Contingency
Land Acquisition, Resettlement
Total Project Cost
(3)
1)
South Section
(million JPY)
Nghi Son –
Bai Vot
97 km
116,139
13,937
40,317
12,943
183,336
Total
(million JPY)
Ninh Binh –
Bai Vot
218 km
222,342
27,374
72,099
30,399
352,214
Preliminary Economic and Financial Evaluation
Economic Evaluation
Objective and Basic Presumptions
The major purposes of the economic evaluation is to clarify overall economic feasibilities of the
proposed road infrastructure development plan from an economic viewpoint mainly in terms of
overall time savings, vehicle operating cost saving, Net Present Value (NPV) of the benefit, Cost
Benefit Ratio (CBR) and Economic Internal Rate of Return (EIRR). Evaluation was conducted on
the basis of transport demand forecast. This transport demand forecast was conducted for two
cases i.e., “With” and “Without”.
Basic Cost
In the evaluation, the two basic parameters 1) Travel Time Cost (TTC) and 2) Vehicle Operating
Cost (VOC) were set as follows:
a) Travel Time Cost (TTC)
Table 3 TTC Values (2011 price)
Type of Vehicle
Time Value per Vehicle (VND/hour/vehicle)
Car
64,080
Bus
135,5440
Medium & Heavy Bus
365,970
Source: JETRO Study 2008 revised by Study Team
4
b) Vehicle Operating Cost (VOC)
Table 4 VOC Values (2011 price)
Speed
(km/hour)
Car
Bus
5
6,492
8,649
16,791
10
3,942
5,407
10,279
20
2,581
3,669
6,937
30
2,111
2,882
5,259
40
1,840
2,482
4,471
50
1,730
2,364
4,164
60
1,748
2,404
4,092
70
1,670
2,356
3,832
80
1,884
2,703
4,559
Truck
90
2,009
2,946
4,844
Source: JETRO Study 2008 revised by Study Team
Construction Cost, Land Acquisition Cost and Operation/Maintenance Cost
The basic presumptions are being assumed in conducting the economic evaluation as follows.
・
Escalation factor: Price inflation was not taken into account for either construction
cost or operation/maintenance cost.
・ Tax and import duty: All taxes such as VAT and import duty were excluded.
・ Land acquisition cost: Land acquisition cost was excluded.
Construction cost and operation/maintenance cost were set up in each stage of the project
implementation for each of north section and south section.
User Benefit Estimate
On the basis of unit TTC, unit VOC, and transport demand forecast, economic evaluation was
conducted from the viewpoint of user benefit. These values were estimated on the basis of the
traffic demand forecast on a daily basis corresponding to 3 cases such as;
Case-1 for 500 VND/km fare rate,
Case-2 for 1,000 NVND/km
Case-3 for 1,200 VND/km.
Results of the Economic Evaluation
Based on the results of the user benefits and cost estimates shown in the above section,
introduction of toll expressway was evaluated in terms of EIRR, CBR and NPV within the
assumed project implementation period of 30 years as follows.
5
Table 5 Result of the Economic Analysis (North Section)
Case 1
Case 2
Case 3
(500VND / km)
(500VND / km)
(500VND / km)
EIRR(%)
18.2
15.8
14.8
CBR 1)
1.8
1.5
1.4
NPV(million JPY) 1)
56,228
35,095
25,475
Evaluation Item
1) Adopted discount rate is 12.0%
Source: Study Team
Table 6 Result of the Economic Analysis (South Section)
Case 1
Case 2
Case 3
(500VND / km)
(500VND / km)
(500VND / km)
EIRR(%)
21.4
16.4
14.6
CBR 1)
2.3
1.6
1.3
NPV(million JPY) 1)
98.411
47,831
26,631
Evaluation Item
1) Adopted discount rate is 12.0%
Source: Study Team
2)
Financial Evaluation
The financial performance of each of Case 1, Case 2 and Case 3 was examined based on the
financial cash flow for the project implementation of toll expressway construction. Financial
viability is examined from the financial viewpoints such as financial internal rate of return.
Presumptions Adopted
Basic presumptions adopted in the financial evaluation are as follows:
a) Project Costs
Construction costs and operation/maintenance costs were set up as inputs for financial
evaluation. Some basic presumptions being assumed in conducting financial evaluation are as
follows.
・ Escalation factor: Price inflation was not taken into account for either construction costs or
operation/maintenance cost.
・ Tax and import duty: Those taxes were excluded.
・ Land acquisition cost: Land acquisition cost was included.
b) Revenue
Revenue was set up on the basis of the results of traffic demand forecast and fare rate.
Escalation factor was not taken into account since the project cost did not include any price
inflation.
6
c) Results
Financial performances for Case 1, Case 2 and Case 3 without consideration of any financial
scheme are shown in the following table as a summary.
Table 7 Result of the Financial Analysis (North Section)
Evaluation Item
Case 1
Case 2
Case 3
-5.9
-1.8
-1.4
-71,212
-65,231
-65,217
FIRR (%)
NPV (million JPY)
Note: Discount rate is assumed to be 12 %
Source: Study Team
Table 8 Result of the Financial Analysis (South Section)
Evaluation Item
Case 1
Case 2
Case 3
-5.2
-4.0
-4.0
-77,742
-77,396
-77,977
FIRR (%)
NPV (million JPY)
Note: Discount rate is assumed to be 12 %
Source: Study Team
(4) Environmental and Social Impact of the Project
Environmental and social impact of the project is shown in Table 9. Table 10 shows extent of land
acquisition and resettlement while total compensation cost is presented in Table 11.
Table 9 Social and Environmental Impact
Items
Current Situation
Impact of Project and Mitigation Measure
Air Quality
Under permission value
Noise
Higher than the permission
level at the region nearby
National Route 1A
Impact: Risk of a minor impact in residential area.
Mitigation Measure: Design road alignment to avoid
residential area.
Impact: Risk of a minor impact in residential area
Mitigation Measure: Consider installation of noise
barrier.
Under permission value
Impact: Risk of negative impact during construction
work.
Mitigation Measure: regulate constructor to avoid
pollution of surface water quality
Ground Water
Quality
Under permission value
Impact: Risk of negative impact during construction
work.
Mitigation Measure: regulate constructor to avoid
pollution of ground water quality
Cultural
Relics
Two areas of cultural Relics
have potential impacts
Impact: Risk of loss on ancient relics.
Mitigation Measure: Design road alignment to avoid
Cultural Relics
Sensitive
Area
Ben Quan Reservoir, Yen My
Reservoir, Dong Nan local
irrigation system
Impact: Risk of polluting water quality
Mitigation Measure: review countermeasures for
water pollution at the time of detail design stage
Surface Water
Quality
Source: Study Team
7
Table 10
Category
Impact on Land and Number of Affected Households
North Section
South Section
2
2
Total
Impact on Land
8,433,751m
7,642,940m
16,076,691m2
Affected Households
4,823
3,304
8,126
Source: Study Team
Table 11 Land Acquisition and Resettlement Cost
No.
Compensation Item
Cost
(million JPY)
4,254
A
Compensation for Residential land
B
Compensation for Agricultural land
C
Compensation for Fish pond area
D
Compensation for Forest land
E
Compensation for Building
F
Substructures (About 10% of E)
411
G
Crops+ trees (150Mil/1km long)
132
H
Public works (Reserved)
540
I
Allowances +Income restoration
J
External Monitoring estimated with VND
K
Sub-total
L
Contingency is estimated at 15% of the total cost (of K)
3,559
13
354
4,107
13,052
12
26,434
GRAND TOTAL in VND (K+L)
3,965
30,399
Source: Study Team
4.
Implementation Schedule
Project implementation schedule widely reply on fund assistance scheme. With the consideration
of project importance and urgency, the project has to be implemented as early as possible. This
project has to be closely coordinated with PPP study currently being undertaken by World Bank
and synchronized efforts among donor agencies and Vietnamese Government may be key issue on
early commencement of the project. With due consideration of the these circumstances, land
acquisitions to be started by middle of 2014 while detailed engineering design is on-going so that
construction will begin by middle of 2015. The proposed implementation schedules for north and
south section are shown in Table 12 and Table 13 respectively.
Actual implementation schedule of above two sections largely rely on fund availability of the
Vietnam Government and/or fund assistance from donor agencies.
8
Table 12 Proposed Implementation Schedule (North Section)
Source: Study Team
Table 13 Proposed Implementation Schedule (South Section)
Source: Study Team
5.
Feasibility on Project Implementation
The project is approved the Prime Minister in the Vietnamese Expressway Development Master
Plan. It is planned the commencement of operation from 2015 to 2020. It is seems that MOT is
planning to utilize STEP loan for tunnel and long spanned bridge sections and utilize private
capital investment and WB loan for the other sections.
9
6.
Technical Advantages of Japanese Companies
Japanese construction firms have technical advantages on the following construction works.
(1) Tunnel Technology
Japanese mountainous tunneling technology is developed by applying the most updated European
technology with improvement based on Japanese high standard technology. For examples, not only
tunnel face fore-search technology and AGF (long steel pipe fore poling), which are represented by
the 3-dimensional tomography, but there are also method of blasting control for low noise low
vibration and high-standard long range (more than 6 m) blasting method. It is evident that
construction of large-scaled cross sectional tunnel such as 3-laned tunnel of 2nd Tomeishin
Expressway tunnel was successful based on application of the aforementioned technologies.
Consequently, it can be said that the technologies by Japanese companies are sufficient for project
execution for construction of 3 lane tunnel in mountain area with complicated geological
formation..
(2)
Lam River Bridge (Steel Arch Bridge)
In this project, a long span steel bridge for Lam River Bridge is proposed. Bridge type of Lam
River Bridge is arch bridge and advanced Japanese technology which can apply to the bridge is
shown as follows.
Structure of steel arch bridge is simple, and economical construction can be realized by steel
beam will be transported from Japan and fabrication by Vietnamese contractor.
Japanese contractors have a lot of experience of the bridge type.
Various construction methods can be selected on the consideration of safety, economically.
Total weight (dead load) is comparably lighter than concrete bridge, hence, temporary work
and support work can be simple and this entails shorten of construction period and augment
construction safety.
7.
Possible Risks against Realization of the Project
Project preparatory study including preparation of EIA to be completed by the end of 2012 and
consultant will be selected after loan agreement. Detailed engineering design to be commenced
within 2014. Since in-depth feasibility study has already been undertaken by TEDI, project
preparatory study can be carried out by reviewing and updating previous studies. Minimum one
year is required for detailed design and construction can start by the end of 2015. Expressway is
expected to be operational by 2019.
10
Risks that hinder the realization of the project may be;
(1) Financial Capacity of Vietnam Government
As discussed in Chapter 1, external debt of the government has reached 42.2% of GDP and huge
amount of new loan commitment seems to be difficult. While Vietnam Government intends to
utilize fund from private sector under PPP scheme, financial analysis of this study reveals that
financial viability of the project is negative if private investor will solely rely on fare revenue of
the expressway for recovery of their capital investment. There possibility in securing fund from
private sector may be slim. Under such tight budget constraints, investment on road sector will be
limited to the highest ranked projects only. The project shall be top ranked expressway among
numerous expressway projects approved by Prime Minster.
(2) Co-Financing Scheme and Coordination Skill of Vietnam Government
It seems to be impossible to implement mega highway project that exceed 100 billion JPY with
single fund source. Co-financing scheme that covers donor agencies like JICA, World Bank, and
ADB including private sector in addition to Vietnam Government must be sought. Higher
coordination skill of Vietnam Government that can negotiate and reach agreement with different
stakeholders are required.
(3) Land Acquisition and Resettlement
Number of affect families identified in this study is 1,285 in North Section and 1,071 in South
Section. Provincial party committee, an office in charge of land acquisition and relocation, has
little experience in such large size of land acquisition and relocation. There might be a risk that
project implementation may be seriously delayed due to delay in land acquisition and relocation.
The donor agencies who extend financial assistance must also extend technical assistance to
provincial party committee for capacity enhancement of the committee.
11
8.
Project Location Map
Figure 1 Location Map
Source: Study Team
12
Chapter 1
OVERVIEW OF THE HOST COUNTRY
AND SECTOR
1.1 Economic and Financial Condition of Vietnam
1.1.1
Population Change in Vietnam
Figure 1-1 shows population change in Vietnam in past 30 years.
Figure 1-1 Change of Population in Vietnam
95
90
85
80
75
70
65
60
55
50
Note: Value in 2008, 2009, 2010, 2011 are estimated values
Source：IMF - World Economic Outlook(September, 2011)
Population in Vietnam has creased from 54 million in 1980 to 85 million in 2007. Average annual growth rate
is 1.6 percent during this period. Although this growth rate has declines to 1.2 % in recent years, population in
2012 is expected to exceed 90 million.
1.1.2
Gross Domestic Product (GDP) and Economic Growth in Real Terms
According to Vietnam's economic statistics, GDP in 2008 was 165.839 trillion VND and per capita GDP was
1,064 USD as shown in Table 1-1. On the other hand, GNI per capita in 2009 was 1,010 USD International
organizations including World Bank have upgraded Vietnam from "Low Middle-Income Country" to
"Middle-Income Country" in December 2010 taking into consideration of Vietnam's economic growth in
recent years.
Table 1-1 Major Economic Indicators of Vietnam
Year
Category
2003-2004
GDP(Billion VND)
Per Capita GDP(1,000VND)
Per Capita GDP (USD)
2004-2005
2005-2006
2006-2007
2007-2008
2008-2009
715,307
839,211
974,266
1,143,720
1,485,030
1,658,390
8,720
10,185
11,694
13,579
17,445
19,278
553
642
730
843
1,052
1,064
Source: General Statistics Office of Vietnam
1-1
Real economic growth rate of Vietnam since 1980 is shown in Figure 1-2.
Figure 1-2 Real Economic Growth Rate of Vietnam (1980-2011)
10
8
6
4
2
0
-2
-4
Note：2008,2009,2010,2011：Estimated Value
Source: IMF - World Economic Outlook (September, 2011)
As shown in Figure 1-2, Vietnam's real economic growth rate has slightly declined in recent years from a peak
in excess of 8% in 2005, 2006 and 2008. Economic growth in the third quarter in 2011 has increased from
5.67 % to 6.11 % in second quarter but still lower than 7.18 % of previous year. Vietnam Government has
promulgated Government Resolution No 11 in February 2011 regarding priority targets on control of inflation,
macroeconomic stability and strengthening of social security. Vietnamese government economic policy has
been in line with this resolution and target economic growth rate in 2011 was set as 6%.
The IMF has decreased Vietnam’s forecasted economic growth rate in 2011, in its "World Economic Outlook"
in October, from 6.0% in April to 5.8%. Similarly, ADB has also lowered, in "Asian Development Outlook",
from 5.8% to 6.1%. However, the Vietnamese cabinet has agreed in August 2011that target economic growth
rate to be 6.5% and will be presented to parliament in October(Monthly Report of Economic Team of Embassy
of Japan in October 2011).
1.1.3
(1)
National Budget and Prices
National Budget
Revenue of Vietnam Government has increased steadily in recent years due to stable economic growth.
Percentage of total revenue in comparison with GDP is 25% in average since 2000.
1-2
Table 1-2 National Budget of Vietnam in Recent Years
(Billion VND)
90.7
107.3
123.9
177.4
224.8
2005
(Est.)
224.1
Expenditure
103.2
119.4
148.2
178.5
221.8
237.4
286.8
320.7
Balance
-12.4
-12.1
-25.6
-10.9
-7.9
-13.3
-17.2
-19.8
2000
Revenue
2001
2002
2003
2004
2006
(Est.)
269.6
2007
(Forecast)
281.9
Source: “Vietnam Economic Outline”, Japanese Embassy in Vietnam
External debt of Vietnam as of 2010 became 32.5 billion USD that is 16.5% higher than previous year. This
amount is equivalent to 42.2% of GDP and is also 3.2% higher than previous year. Composition of external
debt is 27.9 billion USD of National Government and 4.6 billion USD of local government and state owned
corporations (Ministry of Finance, August 2011). Under such circumstances, development projects in
Vietnam shall be planned and implemented by restricting increase in debt.
(2)
Prices
Figure 1-3 shows Consumer Price Index (CPI) in Vietnam between August 2008 and September 2011.
Figure 1-3 Consumer Price Index (CPI) in Vietnam
nam office of Vietnam
Source: General Statistics
Monthly Report of Japanese Embassy Economy Team in September and October 2011 reported that the CPI
in September increased by 0.82% compare with previous month, less than 1.0% consecutive two months. CPI
increase compare with same month of previous year recorded as 22.42% (16.33% increase compare with
previous year end) that shows tendency of subsidence. Moreover, the CPI increasing rate in October recorded
1-3
0.36% that lower than 1.0% consecutive three month.
IMF has also revised its prospect in its "World Economic Outlook”, that CPI to be 13.5% from previous 18.8%
in April. ADB in its "Asian Development Outlook”, revised predicted inflation rate as 13.3% from 18.7% in
April. However ADB noted that inflation rate of Vietnam is still highest among major Asian countries and
Vietnam cabinet agreed in August that target inflation rate in 2012 to be less than 10% and to be discussed by
Parliament in October 2011.
1.2 Overview of Road Sector
1.2.1
Road Classification and Road Administration System
The Ministry of Transport (MOT) takes charge of construction and operation of national land transport, inland
waterway and maritime transportation. MOT has two organizations related to Road Sector, such as Directorate
for Roads of Vietnam (DRVN) and Expressway Management Office (EMO). DRVN is in charge of all roads
excluding expressways. All the expressways are under Expressway Management Office (EMO). The EMO
was newly established by MOT by decision No.633/QD-BGTVT dated April 1, 2011. The EMO will be
further upgraded to Directorate of Expressway Viet Nam (DEVN) in the near future.
MOT has obligation to submit the development strategy and construction plans of expressways to the Prime
Minister. The Expressway Mater Plan submitted by MOT (Submission No.7056/TTr-BGTVT in May 2007)
was approved by Prime Minister on December 1, 2008 (No.1734/QD-TTg)
MOT has started update of design criteria (TCVN5729-1997) of expressways in 2007 that was formulated 14
years ago by reflecting lessons learnt from past expressway construction.
In the 5th Vietnam Expressway Seminar which MOT and the Ministry of Land, Infrastructure, Transport and
Tourism of Japan held in August 2011, the outline of new Expressway design criteria was presented by MOT.
The objectives of the updating design criteria are;
1. Improvement of Safety
2. Reduction of Construction Cost
3. Reduction of Land Acquisition
4. Improvement of Conformity and Harmony with Vietnamese Topography and Locality
1.2.2
Expressway Development Plan
Figure 1-4 shows expressway network proposed by MOT and approved by Prime Minister
(No.1734/QD-TTg) that covers 23 routes with total length of 5,873 km.
1-4
Figure 1-4 Expressway Master Plan
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Section
Length(km)
North-South Expressway
1,941
East（Phap Van – Can Tho）
457
West（Phu Tho – Pho Chau）
West（Ngoc Hoi – Rach Gia）
864
North Expressway
Lang Son – Bac Ninh
130
Hanoi – Hai Phong
105
Hanoi – Lao Cai
264
Hanoi – Mong Cai
294
Hano – Bac K n
90
Hanoi – H a Binh
56
Ninh Binh – Quang Ninh
160
Hanoi Ring road No.3
56
Hanoi Ring road No.4
125
Central and High land Expressway
Hong Linh – Huong Son
34
Cam Lo – Lao Bao
70
Quy Nhon – Pleiku
160
South Expressway
Dau Giay – Da Lat
209
Bien Hoa – Vung Tau
76
Ho Chi Minh – Chon Thanh
69
Ho Chi Minh – Moc Bai
55
Chau Doc – Can Tho
200
Ha Tien – Bac Lieu
225
Can Tho – Ca Mau
150
Ho Chi Minh Ring road No.3
83
Total
5,873
Lane
4-6
4-6
4-6
4-6
6
4-6
4-6
4-6
4-6
4
4-6
6-8
4
4
4
4
6
6-8
4-6
4
4
4
6-8
-
Source：MOT
1.2.3
Expressway Under Operation and Construction
Table 1-3 shows expressways under operation and construction in Vietnam. Only two expressway sections are
currently operational in Hanoi with 29.5 km and Ho Chi Min with 39.5 km. Remaining eight expressway
sections are still under construction or preparation.
1.2.4
Capital Investment for Expressway Development in Vietnam
Table 1-5 shows capital investment plan of Vietnam Government for expressway development. MOT
estimates that 40.5 billion USD is required for development of expressway network of 5,873 km. Of which, 19
billion USD for development of 1,870 km up to 2020 and 21.5 billion USD for 4,000 km after 2020. Most
project fund for expressway currently under preparation will be secured from government funds,
government-guaranteed corporate fund of State Owned Enterprise (SOE）and ODA assistance.
However, for future expressway network development, the Vietnam government recognizes that practical use
1-5
of a private sector capital is indispensable, and is now preparing related laws and regulations for
implementation with PPP scheme.
Table 1-3 Expressways under Operation and Construction
km
Lane
No
Lang-Hoa Lac
29.5
6
Amount
(billion
VND)
7,527
HCM-Trung
Luong
Cau Gie- Ninh
Binh
Hanoi- Hai Phong
Hanoi-Thai
Nguyuen
Noi Bai-Lao Cai
HCM-Long
Thanh- Dau Giay
Trung Luong-My
Thuan
Hoa Lac-Hoa
Binh
Hanoi Ring road
3rd
39.8
4-8
56
Name
Construction
Investigate
Operator
Status
2005-2010
Open
9,884
2004-2011
4-6
8,974
105
62
6
2-4
264
54.9
Scheme
Open
Hanoi People's
Committees with
BT contract
PMU My Tuan
BT
MOT
2006-2011
UC
VEC
VEC
24,566
8,104
2008-2011
2009-2013
UC
UC
VIDIFI
PMU2-MOT
BOT
MOT
2-4
4-6
21,233
16,340
2010-2014
2010-2014
UC
UC
VEC
VEC
VEC
VEC
54
6-8
20,000
Not fixed
In progress
BIDV
BOT
30
6
6,000
2011-2016
In progress
Gelexiimco
BOT
56
4-6
17,990
2004-2018
UC
PMU Thang
Long-MOT
MOT
*UC: Under Construction
Source: Expressway Management Office, MOT (Presentation Material for The 5th Expressway Seminar in
Vietnam, 8,2011)
Figure 1-5 Capital Investment for Expressway in Vietnam
Source：”Seminar on Organizational Structure Orientation, Operation Mechanism and Business
Development Plans for VEC”, VEC, 5th November 2009
1-6
1.2.5
Public-Private Partnership ( PPP) Projects in Vietnam
Table 1-4 shows list of pilot expressway projects under PPP scheme included in PPP Decision 71. Two
expressway sections of this project are also included in the list. For this reason, the project section needs to
study possibility PPP scheme since World Bank also conducting study to identify suitable PPP scheme for
these expressway sections. The interim report (PPP section selection) will be submitted to Vietnam
Government in June, 2012.
Table 1-4 Pilot Projects Involved in PPP Decision 71
No.
1
2
3
4
5
6
7
Project
Summary
Ninh Binh-Nghi Son
(Thanh Hoa) Expressway
Dau Giay-Lien Khuong
Expressway
Ben Luc-Hop Phuoc
Expressway
Nghi Son (Thanh Hoa)-Bai
Vot (Ha Tin) Expressway
Long Thanh International
Airport
6 lanes. 126.7km. Total estimated cost (TEC) is 33 trillion VND. MOT
approved the F/S report. PPP study and F/S review are on- going by WB.
4 lanes. 200km. Total estimated cost is 48.3 trillion VND. MOT
approved the F/S interim report.
4 ∼ 6 lanes. 25km. Total estimated cost is 15 trillion VND. MOT
approved the proposal of this project.
4 ∼ 6 lanes. 93km. Total estimated cost is 23 trillion VND. MOT
approved interim report. PPP study and F/S review are on-going by WB.
Number of passengers is estimated 25 million per year. Project invest
cost is estimated 1.4 billion VND. Basic plam has been submitted to
Prime Minister.
4 lanes (temporary 2 lanes). 103km. Total estimated cost is 16 trillion
VND. The project is proposed by MOT, and will be approved in 2011.
Ho Chi Minh Expressway
(Cam Lo−La Son
Section)
Ha Long−Mong Cai
Expressway
4∼6 lanes. 128km. TEC is 25 trillion VND. TA is being carried out by
ADD and MOT approved interim TA report.
Source: Study Team
As to BOT related laws and regulations, Decree No 108 (known as new BOT Act) was enacted in
January 15, 2010 by amending Decree No 78 (known as former BOT Act) that was ended in
2007.Moreover, Regulation on Public-Private Partnership (trial PPP law) was approved on November 9, 2010,
and was enforced on January 15, 2011.
(1)
The PPP Trial Law
The PPP Trial Law is a transient law that is supposed to be enforced for three to five years until new Decree to
replace the transient law. Probably because of the pilot, as reported in the newspaper that there is ambiguity or
lack of content. One of the characteristics of PPP Trial Law, national support (VGF: Viability Gap Funding)
has reduce from 49% of the new BOT Act to 30% of the total investment in government business unless
otherwise specified. The expressway construction by private sector entry became a very difficult by reduction
of this national support.
1-7
1.2.6
Issues of Road Sector
Based on anticipated traffic volume and the current price level, capital investment for construction of
expressway may be difficult to recover only from fare collection. On other hand, government subsidy for the
project may be also difficult due to huge external debt of the government. A scheme that expressway can be
constructed utilizing multiple fund source including fund from donor agencies like JICA, World Bank and
ADB, private firm and national and local government with additional incentives to private investors by
granting privileges of development rights along expressway routes.
1.3 Outline of Project Area
1.3.1
Overview of Project Area
Project area covers from 90km south of Hanoi down to 150km north of Danang over approximately 220 km
stretch. Along this project route, there three provinces, namely Ninh Binh, Thanh Hoa and Nghe An provinces
as shown in Figure 1-6.
Figure 1-6 Project Area
Source: Study Team
Overview of these three provinces is summarized in Table 1-5. Population density of Ninh Binh and Thanh
Hoa that locate south of Hanoi is higher than national average and development status of these provinces
seems to be urbanized. On the other hand, population density of Nghe An is lower than national average and
seems to be still rural area.
1-8
Table 1-5 Summary of Project Area
Area
National
Ninh Binh
Thanh Hoa
Nghe An
Population
in 2010
(1,000)
86,927.7
900.6
3,406.8
2,917.4
Area
(km2)
331,051.4
1,389.1
11,133.4
16,490.7
Population
Density
263
648
306
177
Population Growth Rate (%)
2005
13.3
11.1
12.0
15.0
2007
11.6
8.9
8.0
12.8
2008
2009
11.4
9.6
8.8
11.5
10.8
6.8
6.7
12.6
2010
10.3
4.8
6.6
12.9
Source：General Statistics Office of Vietnam
1.3.2
Socio-Economic Conditions of the Project Area
Socio-economic condition of each province is discussed below.
（1） Province of Ninh Binh
Ninh Binh Province is located 90 km away from Hanoi in the south and lies in the North South transport
road. Construction of expressway between Hanoi and entrance of Ninh Binh Province is now under
construction and expected to be operational 2012. In addition to Highway No.1A and North South
Railway, Ninh Binh has also favorable sea ports that make the province to play vital role in transport
sector in the country.
Table 1-6 shows socio-economic condition of Ninh Binh Province. GRDP growth rate of the province
has reached by 16% that is fairly larger than national average. Granular food production was 514,000
metric tons while product value per hectare of agricultural land was 76.3 million VND. On the other
hand, growth rate of agricultural sector is currently declining with rapid industrialization in the area.
Table 1-6 Summary of Economic Condition in Ninh Binh Province
Indicators
GRDP Growth Rate
Cereal Production
Agricultural Production
Per capita income
Poverty Rate (criterion 2005)
Export & import turnover
Whereas: Export turnover
Tourists & visitors
Budget revenue on the area
Rate of households accessed to hygienic water
Rate of reinforced channels and canals
Unit
%
10,000 MT
2009
15.4
50.3
Target 2010
Above 18
50.0
Actual 2010
16.04
51.4
Mil.VND/ha
Mil.VND/Year
%
Mil.USD
Mil.USD
Arrival
Bil.VND
%
%
67.8
16.7
6.87
219.1
67.9
152,500
2,664
75
85
75.0
20.5
below 6.15
400.0
70.0
182,450
3,100
80
90
76.3
20.7
6.15
310.0
80.0
185,000
3,100
80
90
Source: TEDI F/S
Table 1-7 shows target economic growth rate in the province proposed by provincial party committee.
Target growth rate of industrial and service sector is far higher than agricultural sector and national target.
1-9
Table 1-7 Target Economic Growth Rate
Indicator
Period
2006-2010
14.5%
5.0%
26.0%
15.0%
2001-2005
11.9%
4.0%
26.8%
12.1%
GRDP
Agricultural, forest and marine Sector
Industry and Construction Sector
Service Sector
2011-2020
16.0%
5.0%
25.0%
20.0%
Source: TEDI F/S
(2)
Province of Thanh Hoa
Thanh Hoa is the gateway connecting the North and Central/South of Vietnam. Railway and National
Highway 1A and 10 pass through coastal area of the province while Strategy Highway 15A and Ho Chi
Minh Highway pass through midland and highland of the province. The province is adjoining with Laos
and connected with National Road No 217.
Table 1-8 shows past economic performance of the province. In the period of 2001 to 2009, an average
annual economic growth rate of the province is 10%. Economic growth rate of construction and
industrial sector is steadily increasing while rate of agricultural sector has been decreasing. Average per
capita income is 720 USD/year in 2009, an increase of 2.5 times compared with the year 2001
Table 1-8 Summary of Economic Condition in Thanh Hoa Province
(Constant price in 1994)
Indicators
2001
2005
2006
2007
2008
2009
Value B.VND
8,332
11,910
13,127
14,503
16,144
17,886
Growth Rate
-
9.3%
10.2%
10.5%
11.2%
10.8%
Value B.VND
3,067
3,633
3,833
3,839
3,943
4,054
Growth Rate
-
4.3%
5.5%
0.16%
2.7%
2.8%
Value B.VND
2,551
4,538
5,145
5,826
6,795
7,861
Growth Rate
-
15.5%
13.4%
13.2%
16.6%
15.7%
Value B.VND
2,714
3,739
4,149
4,838
5,406
5,972
Growth Rate
-
8.3%
11.0%
16.6%
11.7%
10.5%
100%
100%
100%
100%
100%
100%
- Agriculture, Forestry and Fishery Sector
37%
31%
29%
26%
24%
23%
- Construction & Industry Sector
31%
38%
39%
40%
42%
44%
- Service Sector
33%
31%
32%
33%
33%
33%
GRDP (by constant prices)
- Agriculture, Forestry and Fishery Sector
- Construction & Industry Sector
- Service Sector
GRDP Share by Sector
Source: TEDI F/S
Table 1-9 shows target economic growth rate in the province proposed by provincial party committee.
Target growth rate is higher than Ninh Binh Province.
1-10
Table 1-9 Development Targets
Indicator
2011-2015
2016 - 2020
GRDP Growth Rate
17 – 18%
19% or above
-
Agriculture Sector
15.5%
10.1%
-
Industrial Sector
47.6%
51.9%
-
Service Sector
36.8%
38%
800-850
2,000
0.65%
0.5%
Export Turnover (million USD)
Population Growth Rate
Poverty Ratio
Reduce by 3 – 5%
Reduce by 3 – 5%
Source: TEDI F/S
(3)
Province of Nghe An
Table 1-10 shows socio-economic condition of the province. Magnitude of economy of the province is
almost same as Ninh Binh Province compare with population of two provinces.
Table 1-10 Summary of Economic Condition in Nghe An Province
(Constant prices 1994)
Indicator
2000
2005
2006
2007
2008
2009
6,318
10,282
11,330
12,764
14,493
16,653
-
10.2
10.2
12.7
13.5
14.9
2,793
3,537
3,753
3,968
4,217
4,496
-
4.8
6.1
5.7
6.3
6.6
1,204
3,189
3,608
4,115
4,848
5,912
-
21.5
13.1
14.1
17.8
21.9
2,321
3,555
3,969
4,681
5,428
6,245
-
8.9
11.6
17.9
16.0
15.1
100%
100%
100%
100%
100%
100%
- Agriculture-Forestry-Fishery Sector
44.2%
34.4%
33.1%
31.1%
29.1%
27.0%
- Construction and industry Sector
19.1%
31.0%
31.8%
32.2%
33.5%
35.5%
- Service Sector
36.7%
34.6%
35.0%
36.7%
37.5%
37.5%
Value
GRDP
- Agriculture-Forestry-Fishery Sector
- Construction and Industry Sector
- Service Sector
(B.VND)
Growth Rate
(%)
Value
(B.VND)
Growth Rate
(%)
Value
(B.VND)
Growth Rate
(%)
Value
(B.VND)
Growth Rate
(%)
Share of GDP (%)
Source: TEDI F/S
1.3.3
Japanese Firms in the Project Area
According to the JETRO Hanoi office, following three Japanese companies are currently on operation in
the project area.
1-11
(1)
Kobe Steel, Ltd
Kobe Steel has announced that it obtained business license for operation of steel plant with 1,000 billion yen
from the Vietnamese Government in April 2010. The plant plan is under construction in Hoang Mai
Industrial Park in Nghe An Province and expected to be completed by the end of 2014.
Kobe Steel also plans to build a port of their own that includes procurement of cranes and appurtenant
equipment with total investment amount of 20 to 30 billion yen by the end of 2013.
Sources of raw material are Thach Khe Mine in HaTinh Province and coal mine in Quang Ninh Province.
Zinc content of iron ore in Thach Khe Mine is about 0.07% which is fairly higher than 0.007% suitable
for standard blast furnace. The new iron refinery method named “IT mark three (ITmk3)” developed by
Kobe Steel, that can refine iron ore with low purity and high zinc content and produce crude iron ball
called “iron nugget”, will be introduced to the plant. The new refinery method was first operational in
Minnesota State in USA in January 2011 and to be second in Vietnam if the proposed refinery plant will
be operational.
First phase is to construct two refineries with 1.2 million tons of production capacity investing 50
million yen and expected to complete by 2013. If demand will increase as expected, another two
refineries with same capacity and investment amount will be constructed. With low grade iron ores and
small scale furnaces in Vietnam, fairly large demand is expected.
Products will be sold not only to local electric furnace manufactures as replacement of scrap irons but also
to neighboring countries in South East Asia through Nghi Son Port in Thanh Hoa Province.
(2)
Idemitsu Kosan Co., Ltd.
Idemitsu Kosan Co. and Mitsui Chemicals established a joint venture with Vietnam's state owned oil company.
In March 2008, it announced a plan to build a large refinery and petrochemical plant in Vietnam with a total
investment of about 580 billion yen, and will start operation in 2014.
Under the decreasing demand of petroleum products such as gasoline in Japan, Idemitsu Kosan aims to
establish base for new revenue source in Southeast Asia where demand for petroleum is further expanding,
while Mitsui Chemicals intends secure stable source for procurement of raw materials of petrochemicals.
Investment share of the joint venture with 20 billion yen capital is; 35.1% each from Idemitsu Kosan and
Kuwait state owned oil company, 25.1% from Vietnam state owned Petro Vietnam and 4.7% from
Mitsui Chemicals. The joint venture is constructing new plant with crude oil processing capacity is
200,000 barrels per day in Nghi Son,Thanh-hoa Province with total investment of 580 billion yen. Idemitsu
is planning to invest 60 billion yen while Mitsui Chemicals will invest 8 billion yen.
1-12
The new plant will be the largest oil refinery plant in Vietnam surpassing " Zunkuwatto watt oil refinery"
by 30% that is currently the largest plant in the country. Market share of the two largest plants in
Vietnam is expected to be 2/3 of the total domestic market. Crude oil will be imported from Middle East
countries and gasoline, diesel oil, kerosene and fuel for jet planes will be produced.
(3)
Taiheiyo Cement Corporation
Nghi Son Cement Corporation, which has been established as a joint venture between Vietnam Cement
Corporation (hereinafter referred as Nghi Son Cement) funded by Mitsubishi Cement Corporation Ltd and
Taiheiyo Cement Corp., To meet the increasing demand of cement due to the economic development of
Vietnam, Nghi Son Cement Corporation made a decision for the expansion of the second production line at
the factory in Thanh Hoa Province in May 2005 and commence construction from April 2007. It was
completed in April 2010 after the three years of construction period.
In addition, a cement tanker for central and southern districts and a new cement terminal of Khanh Hoa
province and Ninhoa County (near the city of Nha Trang) have been constructed in conjunction with a
second production line.
Nghi Son Cement Corporation has become the largest cement manufacturing plant in the country by the
completion of the second production line. In order to increase the presence in the Vietnamese cement
market, the company is promoting its sales further in southern region of Ho Chi Minh City where a short
of cement supply is expected due to the lack of factories as well as in the central region of Nha Trang
city.
a)
Outline of Nghi Son Cement Corporation
Company Name: Nghi Son Cement Corporation
Head Office/ Cement Plants: Tihn Gia, Than Hoa Province, Vietnam
(Coastal city located 200 km south of Hanoi）
Paid-in Capital: 180.18 million USD
Share of Capital: Vietnam cement public corporation (VICEM) 35％, NM Cement 65％〔Taiheiyo 70％、
Mitsubishi 30％〕
Number of Employees:581（As of March, 2010）
Cement Production Capacity: 4.35 million ton / year
Cement Terminal: Ho Chi Minh City：17,000 ton cement silo × 2
Khanh Hoa province：15,000 ton cement silo×1 (Scheduled to start operations in July 2010 )
Branch: Hanoi City, Ho Chi Minh City
b)
Progress of product line expansion
The second production line: Cement production capability 2,200,000 ton/year
1-13
Limestone Mine Expansion: New ore deposit development (completed)
Cement tanker: 15,000 ton Cement tanker (Scheduled to start operations in December 2010)
Cement terminal: Near Nha Trang City in Khanh Hoa Province,
15,000 ton cement silo×1 (Scheduled to start operations in July 2010)
1.3.4
Issues of the Project Area
Vietnam is elongated over the distance of 1,600km where major three cities are situated over north to south
of the county, Hanoi in the north, Da Nang in central and Ho Chi Min in the south. Development of effectively
and efficiently transport network which connects these major cities is essential for steady and balanced
development of the country. Especially a development of high speed transport including expressway network
is considered as the vital for the continuous economic growth.
In project target area, an industrial estate has been developed and Japanese firms have plans for
investment and economic growth rate of the area is higher than national average. From this, construction of
North South Expressway in the area is given the highest priority to sustain such economic growth of the area.
Expressway between Hanoi and entrance of Ninh Binh is now partially operational and will be fully
operational in 2012. Construction of North South Expressway in the area is also expected to commence at an
early date.
1-14
Chapter 2
STUDY METHODOLOGY
2.1 STUDY CONTENTS
2.1.1
Objectives of the Study
This study was conducted for the purpose that Japanese ODA loan project (STEP) to be formulated. The
study provided the result of review of the existing pre-feasibility studies based on technical
examinations made by Japanese experts utilizing satellite images and digital maps and augmented by
site investigations. This review included study on possibilities of applying Japanese technologies in
order to formulate Japanese ODA loan projects. In order to supplement the existing pre-feasibility
studies, traffic surveys and environmental and social surveys were carried out. The traffic surveys
enabled to predict future traffic demands and future income of toll fare with high accuracy and the
environmental and social surveys helped the study for identifying natural and social impacts that shall
be considered during project implementation.
As mentioned above, the objectives of the study are to review existing pre-feasibility studies and
identify issues to be attended through coordination and discussions with concerned agencies for
realization of the proposed projects under Japanese ODA loan.
2.1.2
Scope of the Study
This report consists of the following contents and the study was carried out to have outputs that fulfill the
required contents.
0.
Executive Summary
(1) Background and Necessity of the Project
(2) Concept of the Project Formulation
(3) Outline of the Project
(4) Project Implementation schedule
(5) Feasibilities of the Project Implementation under Japanese ODA Loan
(6) Superiority of Japanese Company’s Technology
(7) Concrete Schedule of the Project and Possible Risks against their Realization
(8) Location Map the Project
1.
Overview of the Host Country and Sector
2-1
(1) Economic and Financial Condition of Vietnam
(2) Overview of Road Sector
(3) Outline of project Area
2.
Study Methodology
(1) Study Contents
(2) Study Method and Composition of the Study Team
(3) Study Schedule
3.
Justification, Objectives and Technical Feasibility of the Project
(1) Background and Necessity of the Project
(2) Result of Studies to Determine Scope of Work of the Project
(3) Outline of the Project Planning
4.
Evaluation of Environmental and Social Impacts
(1) Analysis of the Present Situation of Environmental and Social Aspects
(2) Positive Environmental Impacts of the Project
(3) Environmental and Social Impacts of the Project
(4) Outline of Environmental Laws, Regulations and EIA system of Vietnam
(5) Role of Vietnamese Agencies towards Realizing the Project
5.
Financial and Economic Evaluation
(1) Estimated Project Cost
(2) Preliminary Financial and Economic Analysis
6.
Planned Project Schedule
7.
Implementation Organization
(1) Outline of Implementing Agency
(2) Project Implementation Organization
(3) Evaluation of Capacity of Implementing Agency
8.
Technical Advantages of Japanese Companies
(1) International Competitiveness of Japanese Companies
(2) Expected Materials, Equipment and Systems from Japan
(3) Necessary Measures for Participation of Japanese Companies
2-2
2.2 STUDY METHOD AND COMPOSITION OF THE STUDY
TEAM
2.2.1
Study Flow
Following study scopes were carried out based on the flow shown in the Figure 2-1.
1.
Review of Concept Design of the Pre-Feasibility Studies and Formulation of Basic Design
Design concept of the existing pre-feasibility studies was reviewed based on satellite images,
digital maps and site investigations. The proposed new basic design was formulated.
2.
Examination on Applying Japanese Technology
Japanese technologies such as long span bridge and mountain tunnel that required for the project
were examined.
3.
Cost Estimation
Quantity calculations based on the result of the review of the existing feasibility studies and
update of unit prices using latest market prices were used for were carried out.
4.
Traffic Demand Forecast, Future Income of Toll Fare Forecast and Forecast of Toll Income
Traffic demand forecast was carried out considering the economic, the network of express
highways, the network of highways and the network of railways. Traffic volume survey was
conducted.
5.
Environmental and Social Consideration Survey
The survey included a rough examination on natural environment, land acquisition and
resettlement.
6.
Meeting with MOT and other governmental organizations
Meetings with the implementing agency: MOT, other governmental organizations: MPI, PPC,
DOT, TEDI, other donors: the World Bank, related agencies of Japanese side: JICA or EOJ were
held.
7.
Examination into a Scheme of the Project
Possibility of applying STEP was studied.
8.
Financial and Economic Analysis
Alternative examinations were conducted regarding to tool system, currency exchange and
inflation.
2-3
Figure 2-1 Flow of the Study
Source: Study Team
2-4
2.2.2
Composition of the Study Team
The organization of the study team is shown in the Figure 2-2.
Figure 2-2 Organization of the Study Team
Katahira & Engineers International
（KEI）
Project Managet
（KEI）
Kazufumi Matsukawa
Highway Plan and Design
(LT)
Nobuo Monoe
Bridge Plan and Design
（NE)
Takeyuki Takada
Nippon Engineering Consultant Co., Ltd.
（NE）
Highway Design
(KEI)
Tomohiko Nakamura
Tunnel Plan and Design
(KJ)
Jun Muta
Kajima Corporation
（KJ）
Cost Estimate
(KEI)
Takuji Kono
Landtec Japan, Imc.
（LT）
Natural and Social Consideration
(LT)
Hiroshi Tanak
Traffic Plannning
(NE)
Jun Tsuchiya
Mitsubishi Research Institute
（MRI）
Financial and Economic Analysis
(KEI)
Yoichi Sakurada
Project Impementation
（MRI）
Mikio Okano
Source: Study Team
The system of counterparts is shown in the Figure 2-3.
Figure 2-3 System of Counterparts
Counterpart
Counterpart
Ministry of Transportion（MOT）
Deaprtment of Planning and Ivestiment (DPI)
Head of Counterpart
Director of DPI
Counterpart Members
Deputy Director of DPI
Counterpart
Expressway Manatement Office (EMO)
Head of Counterpart
Director of EMO
Source: Study Team
2-5
2.3 STUDY SCHEDULE
2.3.1
Activity Schedule
Implementation schedule of the study is shown in the Figure 2-4.
Figure 2-4 Implementation Schedule of the Study
Source: Study Team
Although a prior meeting was held on July 27, 2011 and site study started from August 25, 2011.
2-6
2.3.2
Staffing Schedule
Assignments of the project team are shown in the Figure 2-5.
Figure 2-5
Project Team Assignment for the Study
Source: Study Team
A presentation for the project progress to Vice Minister of MOT was attended by Mr. Matsukawa, Mr.
Monoe, Mr. Muta, Mr. Kono and Mr. Tanaka.
2-7
2.3.3
List of Discussed Personnel
List of personnel whom Study Team discussed is shown in Table 2-1 while detailed minutes of
discussion are shown in Appendix 1.
Table 2-1 List of Discussed Personnel
Name of organizations
Position
Japan International Cooperation Agency, Vietnam Office
Representative and 2 others.
Japan External Trade Organization (JETRO)in Vietnam
Director and １another officer.
Embassy of Japan in Vietnam
First Secretory
World Bank
Coordinator for Transport Sector
Ministry of Planning & Investment (MPI),
Deputy General Director of Infrastructure and
Urban Department, and 1 another officer.
Vice Minister, 2 Deputy Director General of
Planning and Investment Department,
And other.
Advisor for Management , O&M of Expressway
System
Ministry of Transport (MOT)
Expressway Management Office (EMO)
Chief Officer of Expressway Management office,
Project Management Unit No1
Deputy Director General of DPI
Deputy General Director and 5 others
Project Management Unit No 6
General Director and 6 others
Project Management Unit No. 85
General Director and 3 others
Peoples' Committee of Nghe An Province
Vice President
Peoples' Committee of Nghe An Province,
Director and Deputy Director
Department of Transport
Vice chairman and 3 others.
Other related local authorities under Thanh Hoa
PPC
Director, Deputy Director and 2 others
Peoples' Committee of Thanh Hoa Province,
Department of Transport
Peoples' Committee of Ninh Binh Province,
Department of Transport）
Transport Engineering Design Inc (TEDI)
Vice General Director and 3 others
Center for Information Technology and Engineering
Director
Consulting Service (CITEC )
POSCO E&C, Vietnam Hanoi Representative Office
Deputy General Manager and 1 another officer
Mai Linh Corporation in Northern East
General Director
KAJIMA Corporation
Chief Engineer
Investment and Environment Protection Consultancy
Director
Company (EPC)
Geomatic Consulting International
Regional Manager and Regional Manager North
Deputy Manager of Project Department and 1
another officer
Vietnam Expressway Corporation (VEC)
Source: Study Team
2-8
Chapter 3
JUSTIFICATION, OBJECTIVES
AND TECHNICAL FEASIBILITY
OF THE PROJECT
3.1 Background and Necessity of the Project
The Government of Vietnam and MOT put higher priority on an expressway section between Ninh
Binh and Bai Vot than the other expressways in Vietnam and that section should be completed until
year of 2015. Travel time from Hanoi to Bai Vot by a passenger car through National Higway No.1
(NH-1) over distance of around 300km takes six to eight hours now.
Expressway section between Hanoi to Cau Zie is now operational and to be widened to six lanes in
the near future. Expressway section between Cau Zie to Ninh Binh is now under construction and to
be cmpleted in 2012. With completion of the above projects, travel time becomes three to four hours
and one day roudn trip will be possible between Hanoi and Vinh.
3.1.1
Traffic Condition of the Project Area
There are two national highways that connect Hanoi and stuydy area. One is National Highway No.1
(NH-1)passing along populated east sea side area having highr traffic volume. The other one is
National Highway No15 (NH-15) or “Ho Chi Minh highway”, passing along less populated west
mountainous are having low traffic volume. HN-15 has longer distance and much time for traveling
than that of NH-1 due to changing topographic conditions. Therefore, it is hard to expect traffic
diversion from NH-1 to NH-15 although NH-1 will be saturated in the future.
NH-1 currently covers all the traffic, such as inter-community, inter -province and inter-regional, in
the area along NH-1. Different types of vehicle with different traveling speed, including motorbike
and bicycle are currently traveling ocuppying same traffic lanes of NN-1. This traffic conditions
interfere smooth traffic flow and jeopardize traffic safety. Inter-regional traffic volume is increasing
rapidly with development of Vietnamese econmy. Present mixed traffic needs separation by traffic
type and to long distance trip vehicles with high travel speed have to be diverted alternative road for
provision of traffic safety along NH-1.
3.1.2
Extent of the Project
Project provides an expressway with six-lanes (partially four-lane) with a distance of 218km in total.
Expected neneficiaries of the project are mainly freight and passenger transport companies currently
plying along NH-1 but ultimetely all people in Vietnam will be benefited.
3-1
3.1.3
Present and Future Condition of Project Area
Current traffic volume has already surpassed capacity of NH-1 at some locations in Ninh Binh and
Thanh Hoa province based on the traffic survey results conducted by this study. Traffic in the area
concentrate on NH-1 because alternative route is not available in the area. All the sections of NH-1 in
the area from Ninh Binh to Bai Vot are expected to be saturated by 2015 based on the traffic analysis.
To avoid serious traffic congestion in the area, construction of the expressway becomes uergent task
of the Vietnamese Government.
3.1.4
Related Projects and Studies
（1） Related Projects
1)
Expressway
Figure 3-1 shows the present expressway section of Hanoi-Phap Van- Cau Gie-Ninh Binh connected to
this project. As mentioned 3.1.1, Section Phap Van to Cau Gie will be widened from present four-lane to
future six-lane. Section Cau Zie to Ninh Binh is under construction and will be operational in 2012. First
20km of Cau Zie to Ninh Binh was in service in November 2011.
2)
National Highway
NH-217 in Figure 3-1 will be improved by ADB fund in near future and strengthen international
corridor connected to Laos.
Figure 3-1 Present Expressway Sections
Source: Study Team
3-2
3) Development Plan
Nghi Son economic zone located southern end of Thanh Hoa province. Economic zone has a total
area of 18,000 ha including an area of 3,450ha for industry use and a population of 150,000 in future.
Figure 3-2 Nghi Son Economic Zone
Source: website http://dongnam.vn/VN/Aboutus.aspx?tabid=5. PMU of southeast of economic
zone under Nghe An PPC
Nghi Son economic zone give strong impact on development of Northern Central Region of Vietnam.
Economic zone located at nearly center portion of Nih Binh-Bai Vot expressway. To consider poor
traffic capacity of NH1 and utilize development impact of Nghi Son economic zone, implementation
of the expressway follows Nghi Son economic zone development progress with parallel.
3-3
(2) Related Studies
Related studies shown in Table 3-1 are currently being undertken.
Table 3-1 Related studies
Status of Related Studies
Source: Study Team
Two feasibility studies, namely Study on Ninh Binh-Thanh Hoa(Nghi Son) Expressway and Study on
Thanh Hoa(Nghi Son)-Bai Vot Expressway supported by MOT, were nearly completed in October
2011 and both waiting for approval from MOT. MOT waits for conclusion from METI study in
March 2012 and interim conclusion of the study prepared by WB in June 2012. MOT will integrate
those four conclusions into one and decide direction to move. Especially WB study will select
suitable expressway sections for PPP scheme from 218km expressway. Monitoring of WB study
progress is important for final conclusion of MOT.
3.1.5
Effects and Impacts of the Project Implementation
The following effects and impacts are expected by implementation of the project.
1. Traveling time of Hanoi-Ninh Binh-Bai Vot having a distance of 300km will be shortened from
current six to eight hours to three to four hours if proposed expressway will be constructed. One
day round trip between Hanoi and Vinh becomes possible.
2. Proposed expressway become a part of development axis in Vietnam and will support
development of north central region and also contribute to balanced nationwide development of
Vietnam.
3. Three provinces in the project area are aiming change of economic structure from current
3-4
agricultural oriented industrial/commercial oriented until 2020. Proposed expressway contribute
to promotion of such economic transform by development of transport and tourism sectors.
4. Proposed expressway will support Japanese capital investment to industrial parks including Nghi
Son Economic Zone and domestic companies locating along the expressway.
5. Proposed expressway support international trade between Hanoi, Laos and Bangkok through east
and west corridor connected with the expressway.
6. Diversion of heavy vehicles from NH-1 to proposed expressway will assist mitigation of traffic
jam and traffic accident on NH-1.
7. Use of concrete pavement will support cement facftories in the area and increase employment
opportunities. Adoption of concrete pavement for the expressway shall be sought in the future.
3.1.6
Comparative Analysis of Alternative Projects
Following five projects considered as alternatives for comparison.
Improvement of the existing railway
Improvement of NH-1, Rehabilitation, Widening
Domestic shipping
Development of airway
Express railway
Japanese ODA loan assists improvement of the existing railway. Incerease in transport capacity of the
existing railway is difficult due to deterioration narrow gauge (1,000mm).
Acition of land for widening of NH-1 is difficult because area along the highway is highly populated.
Construction of bypass may improve traffic condition of major cities but does not improve condition
of inter-city sections.
Domestic shipping is major means of freight transportation in Vietnam. However, it must supported
by inland transport from/to sea port. Domestic shipping needs development of expressway.
Domestic air flights at Vinh City of Nghe An Province started in 2011. Buy this domestic air flight is
3-5
mainly for passenger not for freight transport. Since transportation capacity is farly small compare
with expressway, domestic air flight is difficult to consider as an alternative transport method of
expressway.
Express railway is hard to realize in near future, considering present condition of existing railways, it
is too early to introduce into Vietnam and difficult to consider as an alternative of expressway.
Therefore, there is no alternative transportation method rather than expressway for improvement of
condition in the area.
3-6
3.2 Result of Studies to Determine Scope of Work of the Project
3.2.1
Traffic Demand Forecast
(1) Present Traffic Volume
Traffic count survey and origin-destination survey (OD survey) were carried out to obtain the latest
traffic condition data following prcedures discussed below.
1) Survey Location
Traffic count survey and OD survey were carried out along NH-1 and NH-15, which run parallel to
the proposed expressway. Seven survey locations were selected for the survey.
Figure 3-3 Survey Locations
Source: Study Team
3-7
2) Traffic Count Survey
Traffic count survey was conducted for two days; 16 hours （7:00-23:00）on 22nd and 24 hours on
23rd, September 2011.
3) OD Survey
OD survey was conducted for 10 hours （7:00-12:00、13:00-18:00）in on 23rd September. Sample
rate of the OD survey was 5% of total traffic.
4) Result of the Traffic Survey
Result of the traffic survey is summarized as follows.
Table 3-2 Result of the Traffic Volume Survey
Car
Bus
Truck
Mini Medium Heavy
Survey
Point
Bus
Bus
Bus Light 2-axles 3 axles
Pickup
Passenger
times
Taxi
Car, Jeep
Truck (<= 16 (17-35 (>35 Truck Truck Truck
seats)
seats) seats)
1,219
160
118
251
174
113
925
366
155
16h
１
2,207
402
269
687
489
308 2,122
848
647
24h
２
３
４
５
６
７
4 and Motor
more cycle
axles
Truck
252 4,794
1,210
8,880
16h
2,776
385
345
466
986
911
928
2,630
2,503
937
6,702
24h
3,749
403
257
463
967
1,641
854
4,041
3,773
1,901
7,479
16h
2,548
573
466
943
1,300
1,324
1,425
2,432
1,246
1,342
5,885
24h
3,114
915
536
1,256
1,817
2,583
1,915
3,347
2,544
2,577
5,366
16h
1,078
126
71
170
241
379
398
1,180
401
520
3,787
24h
1,189
139
72
264
402
835
668
1,786
631
1,067
4,073
16h
1,637
124
266
503
644
480
957
849
428
471
4,240
24h
2,154
134
257
495
757
996
1,185
1,370
657
759
6,970
16h
2,930
343
275
331
280
377
653
830
494
523
9,302
24h
2,192
351
312
351
558
1,004
774
1,085
716
1,021
7,483
16h
1,008
247
319
335
447
267
509
546
333
295
3,741
24h
1,303
328
438
468
684
400
750
776
544
491
4,576
Source: Study Team
3-8
(2)
Traffic Demand Forecast
Traffic demand forecast was made based on the result of traffic survey considering road condition
and development plan around the project are followong ptrocedures shown in Figure 3-4.
Figure 3-4 Flow on Traffic Demand Forecast
Traffic Volume Survey
OD Table by Vehicle Type
Growth Rate of
Growth Rate of
Population
GDP
Development
Plan
Current Road Network
Current Traffic Assignment
Accuracy Check for
Simulation Model of Current
Growth Rate of Future
Traffic Demand Forecast
Future OD Table by Vehicle Type
Source: Study Team
(3) Road Network and Traffic Zones
1) Road Network
The proposed expressway, national roads and other arterial roads were designated as road network for
traffic demand forecast.
2) Zoning
Detailed zoning was set for the project areae (Ninh Binh- Bai Vot area) while rough zoning was set
for the other areas. The project area and neighboring areas were divided into 35 zones.
3-9
Table 3-3 Zoning
Name
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
Các t nh phía B c: Hà Nam tr ra
Nam nh
TP Ninh Bình
Hoa L
Yên Mô
Yên Khánh, Kim S n
Nho Quan, Gia Vi n
Tam i p
BmS n
Hà Trung
Nga S n, H u L c
Ho ng Hoá
Th ch Thành, C m Thu
V nh L c, Yên nh, Thi u Hoá, Bá Th c
Th Xuân, Tri u S n, ông S n, Th ng Xuân, Ng c L c, Lang Chánh, Quan S n, Quan
TP Thanh Hoá
Nông C ng, Nh Thanh, Nh Xuân
Qu ng X ng
T nh Gia
Qu nh L u
Ngh a àn
Thái Hoà, Qu Châu, Qu H p, Qu Phong
Di n Châu
Yên Thành, Tân K , ô L ng, Anh S n, Con Cuông, T ng D ng, K S n
Nghi L c
Vinh
H ng Nguyên, Nam àn, Thanh Ch ng
Nghi Xuân
H ng L nh
H ng S n, V Quang, c Th , H ng Khê, Can L c
TP Hà T nh và các huy n còn l i
Các t nh phía Nam: Qu ng Bình tr vào
Hà N i
Sài Gòn
Khu Kinh t Nghi S n, Sân bay Thanh Hóa
Source: Study Team
3-10
(4)
Conditions of Traffic Assignment
1) Forecast System
The simulation was made through following steps; 1) road network system for simulation was
formulated based on national highway and other arterial roads, 2) road conditions (distance, speed,
capacity, toll fee, QV formula) were idetified and incorporated into simulation odel, 3) OD table was
assigned to the road network. Incremental assignment model was applied for calculation of
simulation using JICA STRADA developed by Japan International Cooperation Agency.
2) Road Conditions
Actual length was used as distance, while planned length was used for future roads. Design speed
was used as travel speed, and actual toll fee was applied as fee.
3) Time Evaluation Value
Value in “Study on Da Nang - Quang Ngai Expressway Project (JETRO, 2007)”, was applied as time
evaluation value.
Table 3-4 Time Evaluation Value by Vehicle Type
Type
Vehicle
Car
Time value
Average
per person
Occupancy
(USD/hour/person)
0.78
4
Time value
Time value
per vehicle
per vehicle
(USD/hour/vehicle) (VND/minute/vehicle)
3.12
988
Bus
0.39
15
5.85
1852.5
Truck
0.39
8
3.12
988
Source: “Study on Da Nang - Quang Ngai Expressway Project,” JETRO, 2007
(5)
Formulation of Present OD Matrix
Current OD Table was set through the following methods
STEP 1: Calculated ratio among zones using OD survey result
STEP 2: Prorated traffic volume acquired in the volume survey based on ratio calculated in STEP 1
3-11
(6)
Validation of Present Traffic Volume
Current traffic assignment was made by entering current OD table and current road network data into
JICA STRADA. Correlation between the result of traffic assignment and traffic count survey was
analyzed and correlation factor of 0.85 was obtaine. With the correlation of factor of 0.85, result of
traffic assignment can be judged as generally valid. Result is graphically shown in Figure 3-5.
Figure 3-5 Productivity of Current Traffic Conditions
Traffic Count
50,000
CU/day
45,000
40,000
35,000
30,000
25,000
20,000
(Correlation Coefficient =0.85)
15,000
10,000
5,000
0
0
10,000
20,000
30,000
40,000
50,000
Assignment Result
Source: Study Team
(7)
Future Socio-Economic Framework
1) Population
According to population forecast by United Nations (UN), population in Vietnam will reach
approximately 108 million in 2040, while 90 million in 2011. Growth rate of population will be over
4% for 5 years until 2020, which will slow down to approximately 2% after 2025. Development of
special economic zone is planned in Nghi Son, which is located within the project site. Forecasted
population in Nghi Son is 140,000 in 2015, and 200,000 in 2025.
3-12
Table 3-5 Growth Rate of Population in Vietnam
Year
Growth Rate of Population
2011-2015
4.3%
2015-2020
4.3%
2020-2025
3.2%
2025-2030
2.4%
2030-2035
2.5%
2035-2040
2.0%
Source: Study Team based on UN-predicted value
Figure 3-6 Forecast of Total Population in Vietnam
Source: U N, World Population Prospects
3-13
2) GDP
Growth rate of GDP forecasted by World Bank is over 6 % until 2025 and 5% after 2025. Five year
growth rate of GDP untill 2030 is expected as high as 30%.
Figure 3-7 Forecast of GDP Growth Rate in Vietnam
Source: Forecast by World Bank
Table 3-6 GDP Growth Rate in Vietnam
Year
GDP Growth Rate
2011-2015
7.0%
2015-2020
6.5%
2020-2025
6.0%
2025-2030
5.5%
2030-2035
5.0%
2035-2040
5.0%
Source: Study Team based on World Bank -predicted value
3-14
(8)
Setting of Future OD Table
Future OD table was created through multiplying current OD table by future growth rate of traffic
volume. Growth rate of traffic volume was set as average of population growth rate and GDP growth
rate, while traffic volume growth rate in Nghi Son Area was obtained from specific population
growth rate and GDP growth of the rate of the area. Future OD table was made by every 5 years,
from 2015 to 2040.
(9)
Setting of Future Road Network
Future road network was developed based on future road network plan prepared by study rema as
shown in Figure 3-8.
Figure 3-8 Future Road Network Plan
0
Source: Study Team
3-15
50km
(10) The Result of Traffic Demand Forecast
1) Case of Traffic Demand Forecast
Traffic demand forecast was made by every 5 years from 2015 to 2040. As for toll fee of the
expressway, 3 cases were set, namely 500 VND/km, 1,000 VND/km, and 1,200 VND/km.
Toll fees per km of planed highways near Ho Chi Minh are shown below for reference.
Dau Giay -Phan Thiet Highway: 900VND/km
Ben Luc -Long Tanh Highway: 1,017VNDkm
2) Result of Traffic Demand Forecast
Future traffic assignment was made through entering future OD table and future network data into
JICA STRADA. The result of future traffic demand forecast is as shown Table 3-7 through 3-9.
41,000-71,000 PCU/day will be expected in the case of 500VND/ km in 2040.
Table 3-7 Result of Future Traffic Demand Forecast（500VND/km）
PCU/day
Section
2015
2020
2025
2030
2035
2040
NH-10 - NH-1
15,726
24,611
34,770
42,644
46,478
49,521
NH-1- Bai Dien
36,133
44,288
48,717
51,436
51,696
54,614
Bai Dien - NH-217
38,001
45,221
51,075
54,414
55,705
55,885
NH-217 - NH-47
50,318
57,303
63,560
68,444
70,062
70,902
NH-47 - NH-45
25,969
30,737
35,649
39,024
43,478
46,274
NH-45 - Nghi Son
27,137
32,191
37,761
42,860
50,001
55,893
Nghi Son - NH-48
14,415
18,889
24,400
30,146
36,070
44,584
NH-48 - NH-7
14,403
18,656
24,037
30,210
35,769
42,824
NH-7 - NH-46
13,521
18,595
24,922
31,324
35,943
41,760
NH-46 - NH-8
28,973
34,968
41,657
47,832
52,796
57,910
Source: Study Team
3-16
Table 3-8 Result of Future Traffic Demand Forecast（1,000VND/km）
PCU/day
Section
2015
2020
2025
2030
2035
2040
NH-10 - NH-1
3,962
8,487
13,468
18,846
27,166
34,826
NH-1 - Bai Dien
11,795
14,995
19,221
23,771
33,313
44,825
Bai Dien - NH-217
12,704
17,150
21,882
27,133
38,278
50,800
NH-217 - NH-47
27,676
32,300
38,016
44,084
55,376
68,649
NH-47 - NH-45
10,086
12,810
15,255
19,274
25,966
36,204
NH-45 - Nghi Son
12,840
15,380
18,457
24,021
31,750
41,701
Nghi Son - NH-48
4,932
6,503
9,866
16,310
24,918
34,718
NH-48 - NH-7
3,454
4,796
7,377
12,897
20,226
31,155
NH-7 - NH-46
2,958
4,541
7,093
12,375
18,389
27,551
NH-46 - NH-8
23,657
26,609
30,117
35,710
41,247
47,887
Source: Study Team
Table 3-9 Result of Future Traffic Demand Forecast (1,200VND/km)
PCU/day
Section
2015
2020
2025
2030
2035
2040
NH-10 – NH-1
1,902
5,018
9,965
14,344
22,264
30,467
NH-1 - Bai Dien
7,561
10,930
14,426
19,215
28,458
41,184
Bai Dien – NH-217
7,779
11,818
15,873
21,592
32,673
47,584
NH-217 – NH-47
21,243
25,599
30,240
36,511
48,440
63,922
NH-47 – NH-45
5,656
7,870
9,980
14,482
21,552
30,750
NH-45 - Nghi Son
6,182
8,884
11,136
16,789
24,875
34,917
Nghi Son - NH-48
2,237
5,125
7,619
12,826
22,184
32,426
NH-48 – NH-7
1,471
3,279
5,163
8,953
16,775
27,612
NH-7 – NH-46
1,241
2,918
4,719
8,223
14,612
20,712
NH-46 – NH-8
20,814
22,975
25,441
29,572
35,364
39,228
Source: Study Team
3-17
3.2.2
Critical Issues on Formulation of the Project
（1） Result of Site Investigation at Planned Tunnel Site
There are totally five tunnels, two locations at north side (Ninh Binh – Nghi Son) and three locations
at south side (Nghi Son – Bai Vot), are planned to be constructed. Total length of tunnels is about
4,000 m. Total length of tunnels for both directions is 8,055 m.
Figure 3-9 Location of Tunnels
Source: Study Team
3-18
Result of site investigation of 2 tunnels at north side (Ninh Binh – Nghi Son) is summarized as
follows.
North Side
1) Tunnel Tam Diep ( Tam Diep Tunnel: L=240＋255m)
It is at KM.288+730.00. There are steep mountains standing at the flat area. Majority of geological
condition is limestone. Location and nature of corrosion and ground water that are ferquently seen in
limestone area shall be identified accurately during planning stage. Access from the existing NH-1 is
in good condition.
Picture 3-1 Tam Diep Tunnel South Entrance Area (Location pithead is shown by red circle)
Southern Entrance of
the Tunnel. Mountain
of limestone
Source: Study Team
2) Tunnel Thung Thi (Thung Thi Tunnel : L=680 m×2 Lines)
It is at KM.302+370.000. At the mild slope of south side, there are many rolling stones and rocks
which are supposed to be volcanic products. Majorities of geological condition of propposed tunnel
section are limestone and sandstone. Similar to Tam Diep Tunnel, it is important to identify location
and nature corrosion and ground water during planning stage.
Moreover, at about 200 m from north entrance, there is irrigation pond and there are many farmers’
houses. At about 300 m southeast from south entrance, there is also irrigation pond and also many
farmers’ houses. Because of this, the application of blasting control method for reducing vibration of
blasting during tunnel excavation is required. Since existing access road from NH-1 is narrow,
improvement for construction work is required.
3-19
Picture 3-2 Thung Thi Tunnel North Entrance (Location of pithead is shown by red circle.)
Northern Entrance
of the Tunnel.
Mild slope is seen
Source: Study Team
Picture 3-3 Volcanic Rocks at Thung Thi Tunnel South Entrance Area
(Location of pithead is shown by red circle.)
Southern Entrance of
the Tunnel.
Volcanic stones are
seem
Source: Study Team
3-20
Result of site investigation of 3 tunnels at south side (Nghi Son – Bai Vot) is summarized as follows.
South Side
1) Tunnel Truong Lam (Truong Lam Tunnel：L=550m×2Lines)
It is at KM.386+610.000. Altough topography is gentle mountain ridge, the road to south entrance
becomes river during rain. Geological formation of this area changes between limestone, sandstone
and weathered sandstone. Location and nature of corrosion and ground water that are typical to
linestone area must be accurately identifed during planning stagge. For weathered sandstone stratum,
reliable excavation method and suitable support structure are required. Moreover, there are private
houses at upside of tunnel. Measurement on blasting noise control and application of blasting control
method to reduce vibration of blasting are required. Imorovement of access road is alos required.
Picture 3-4 Truong Lam Tunnel South Entrance (Location pithead is shown by red circle)
Southern Entrance of the
Tunnel.
Geological formation of
this area is complex
Source: Study Team
3-21
2) Tunnel Than Vu 1 (Than Vu No.1 Tunnel：L=875m×2Lines)
It is at KM.439+360.000. At gentle mountain ridge, north entrance is at right bank of downstream of
man-made lake. There are many volcanic products such as rolling stones in front of it. Due to
majorities of geological condition are sandstone and weathered sandstone, the conditions are abruptly
changed. As issue of tunnel construction, for the weathered sandstone, the reliable excavation method
and suitable support structure are required. The access to north entrance is comparatively easy.
However, improvement is required due to it is narrow. The south entrance is at valley of right bank of
man-made lake. Construction of access is needed.
Picture 3-5 Than Vu No.1 Tunnel North Entrance
(Location of pithead is shown by red circle)
Northern Entrance of the
Tunnel.
3.5km away
Source: Study Team
3-22
Picture 3-6 Rolling Stones at Front of Than Vu No.1 Tunnel North Entrance
Near to Northern
Entrance of the Tunnel.
Lots of volcanic stones
are seen
Source: Study Team
Picture 3-7 Than Vu No.1 Tunnel North Entrance (Location of pithead is shown by red circle.)
Northern Entrance of the
Tunnel
Source: Study Team
3-23
3) Tunnel Than Vu 2 (Than Vu No.2 Tunnel：L=1,675m×2Lines)
It is at KM.441+020.000. At gentle mountain ridge, the weathered sandstone exists continuously to
the south pithead. In this area, there are planting pinewood for extraction of pine resin. Similar to
Than Vu No.1 Tunnel, reliable excavation method and suitable support structure are required for
weathered sandstone stratum. The access to south entrance is comparatively easy. However,
improvement is required due to narrow road. The north entrance is at valley of right bank of
man-made lake. Similar to Than Vu No.1 Tunnel, impropvement of of access is needed.
Picture 3-8 Than Vu No.2 Tunnel South Entrance Area
(Location of pithead is shown by red circle)
Southern Entrance
of the Tunnel
Source: Study Team
3-24
（2） Conclusion of Site Investigation and Further Study
For two tunnels in North Section (Ninh Binh – Nghi Son), it is importnat to idetify location fo
corrsion and ground water precisely during plaaning stage since majorities of siols are limestones and
sandstones. Removal volcanic rocks at the vicinity of tunle entrance is also importnat to consider
during planning stage. Moreover, measures on noise and vibration control at area where farmers are
residing shall be carefuuly studoed.
For three tunnels in South Section (Nghi Son – Bai Vot), it is imprortant to formulate reliable
excavation method and suitable supporting methods since geological condition chages abruptly
between limestone, sandstone and weathered sandstone. Improvement of access to tunnel entrance is
also required.
For further study, it is important to conduct more detailed geological invetigations during planning
and design stage and suitable support structure (patterns of support) and lining methode shall be
determined based on the result of soil investigation and classification of bedrocks of the mountains.
（3） Road Alignment Study
1) Technical Standard for Highway Design
a) Vietnam Design Standard
The Ninh Binh – Bai Vot Expressway project is designed based on the standard lists have been
adopted by the Ministry of Transportation with the Decision No. 2549/Q -BGTVT dated 01st
September 2009. The essential design standards applied for the project are follows:
・ Highway motorway - design requirement TCVN 5729-97;
・ Motorway - design requirement TCVN 4054-05;
・ Urban road - design requirement TCXDVN 104:2007;
・ Rural traffic way - Design standard 22 TCN 210-92;
・ Road signal regulations 22TCN 237- 01;
・ Flexible pavement design standard 22TCN 211-2006 ;
・ Bridge design standard 22TCN 272-05 ;
3-25
b) Design Speed
According to Vietnam Standard TCVN 5729 - 97, the design speed for expressway is divided into
following 4 categories.
・ 60km/h Calculated speed for level 60 is 60km/h
・ 80km/h Calculated speed for level 80 is 80km/h
・ 100km/h Calculated speed for level 100 is 100km/h
・ 120km/h Calculated speed for level 120 is 120km/h
In this study, design speed for 80km/h, 100km/h and 120km/h are applied for the A grade expressway.
In which, level 80km/h is applied for the steep mountainous regions and other difficult area only,
level 100km/h is applied for the hill only and level 120km/h is applied for the flat area.
3-26
c) Typical Cross Section
Geography for the Ninh Binh – Bai Vot Expressway is composed with low hill, mountain and flat.
80km/h is only applied for the areas where special difficulty mountainous topography. Hence, the
route is mostly designed with design speed is 100km/h - 120km/h.
The suggested following typical cross section of the expressway is applied based on Vietnam
Standard TCVN 5729-91.
Main Route Cross Section
The project scale is examined on the basis of transport demand forecast that until 2035. The number
of lane is required 6 lanes. Nevertheless, there are some sections should be examined to reserve one
lane for each side to be expanded if necessary in future. According to the North - South Expressway
detail planning in the East, the Ninh Binh – Bai Vot section must be planned in accordance with the
Decision No. 140/Q -TTg dated 21st January 2010 by the Prime Minister. The number of lane for
Expressway with 6 lanes, typical crosss section of the project is selected properly wtih Vietnam
Standard TCVN 5729-97 as follows;
Table 3-10 Main Route Crosss Section at the Completed Period
Cross Section Factor
Main Lane
Emergency Parking Lane
Outside Shoulder
Inside Safety Shoulder
Median Strip
Total Width (m)
No. of Lane
6
2
2
2
1
−
Source: Study Team
3-27
Width (m)
3.75
3.00
1.00
0.75
3.00
−
Total (m)
22.5
6.0
2.0
1.5
3.0
35.
d) Stage Construction Plan
To be proper transport demand forecast, reasonableness in investment and suitableness with the
relevant projects, the stage construction plan is suggested for the Ninh Binh – Bai Vot Expressway
project is shown as follows;
Plan 1: Road bed with 4 lanes, pavement with 4 lanes
The plan meets technical criteria and ability to serve present traffic and cost in construction of
pavement during period 1 with only 4 main lanes. This plan is difficult to settle weak soil sections
and expand the pavement from 4 lanes to 6 lanes embakment sections shall increase construction
costs during period II of. The construction cost will be increased for this project scope.
Table 3-11 Typical Cross Section During Period 1
(4 lanes for bed, 4 lanes for pavement)
Cross Section Factor
No. of Lane
Width (m)
Main Lane
4
3.75
Emergency Parking Lane
2
3.00
Outside Shoulder
2
1.00
Inside Safety Shoulder
2
0.75
Median Strip
1
3.00
Total Width (m)
−
−
Source: Study Team
Figure 3-10 Figure Typical Cross Section During Period 1
(4 lanes for bed, 4 lanes pavement)
pH- ¬ng ¸ n 1: (ph©n kú ®Çu t - giai ®o¹ n 1 nÒn 4 l µn xe, mÆt 4 l µn xe)
mÆt c¾t ngang ®iÓn h×nh nÒn ®¾p hoµn t oµn
mÆt c¾t ngang t h«ng t h- êng
®- ê n g g o m
mÆt c¾t ngang qua khu vùc khã kh¨ n
®- ê n g g o m
Source: Study Team
3-28
Total (m)
15.0
6.0
2.0
1.5
3.0
27.5
Plan 2 : 6 lanes for road bed, 4 lanes pavement (expand to outside)
The plan is to pave four lanes including embankment work for future widening to six lanes. This
would allow next phase with construction of pavement only without embankment and drainage work.
Table 3-12 Typical Cross Section During Period 1
(6 lanes for bed, 4 lanes pavement, expand to outside)
Cross Section Factor
No. of Lane
Width (m)
Main Lane
4
3.75
Emergency Parking Lane
2
3.00
Outside Shoulder
2
1.00
Inside Safety Shoulder
2
0.75
Median Strip
1
3.00
Expansion Lane
1
3.75
−
−
Total Width (m)
Source: Study Team
Figure 3-11 Typical Cross Section During Period 1
(6 lanes for bed, 4 lanes pavement, expand to outeside)
pH- ¬ng ¸ n 2: (ph©n kú ®Çu t - giai ®o¹ n 1 nÒn 6 l µn xe, mÆt 4 l µn xe, Giai ®o¹ n 2 më sang hai bª n)
mÆt c¾t ngang ®iÓn h×nh nÒn ®¾p hoµn t oµn
mÆt c¾t ngang t h«ng t h- êng
®- ê ng g o m
mÆt c¾t ngang qua khu vùc khã kh¨ n
®- ê n g g o m
Source: Study Team
3-29
Total (m)
15.0
6.0
2.0
1.5
3.0
7.0
35.0
Plan 3 : 6 lanes for road bed, 4 lanes for pavement (expand to inside)
The road bed is constructed for even period II wtih 6 lanes for excavation and backfilling. Although
immediate construction of road bed with 6 lanes during period I shall increase construction cost in
this scope. This is more simple if pavement is constructed in period II of embankment, sweak soil
foundation, and investment effect would be higher than in plan 1.
Expand two lanes from outside, there are many disadvantages for construction in period II while
developing bridge and highway structure and safety traffic under operation on expressway should
invest more in plan 2. This plan is not suitable with the cross section of the Cau Gie - Ninh Binh
section, which under construction. Increase construction cost during period I is higher than in plan 2
due to construction of longitudinal drainage ditch at the middle separating strip.
Table 3-13 Table Typical Cross Section During Period I
(6 lanes for bed, 4 lanes pavement - expand to inside)
Cross Section Factor
No. of Lane
Width (m)
Main Lane
4
3.75
Emergency Parking Lane
2
3.00
Outside Shoulder
2
1.00
Inside Safety Shoulder
2
0.75
Median Strip
1
3 + 2x3.75
Total Width (m)
−
−
Source: Study Team
Figure 3-12 Figure Typical Cross Section during Period I
(6 lanes for bed, 4 lanes pavement – expand to inside)
pH- ¬ng ¸ n 3: (ph©n kú ®Çu t - giai ®o¹ n 1 nÒn 6 l µn xe, mÆt 4 l µn xe, giai ®o¹ n 2 më t hª m ë gi÷a)
mÆt c¾t ngang ®iÓn h×nh nÒn ®¾p hoµn t oµn
mÆt c¾t ngang t h«ng t h- êng
®- ê n g g o m
mÆt c¾t ngang qua khu vùc khã kh¨ n
®- ê n g g o m
Source: Study Team
3-30
Total (m)
15.0
6.0
2.0
1.5
10.5
35.0
e) Cross Section of Frontage Road
Frontage road is designed to avoid residencial activities on both sides of the expressway, assure
convenient travel for the residencial areas but divided into two sides by the expressway. The frontage
raod is designed in the category of B grade for rural road.
Table 3-14 Frontage Road Cross Section
Cross Section factor
No. of Lane
Width (m)
Total (m)
Main Lane
1
3.50
3.5
Roadbed Shoulder
2
0.75
1.5
−
5.0
Total Width (m)
−
Source: Study Team
2) Technical Design Standards
a) Geometrical Design Standards
Geometric design criteria of the expressway is designated by the highway design standad Vietnam
Standard 5729-91 as following table.
Table 3-15 Gerometrical Design Standards
No
Criteria
Unit
Design Speed (km/h)
km/h
80
100
120
Maximum Superelevation
%
7.0
7.0
7.0
3
Minimum Curve Radius (+7%)
m
240
450
650
4
Minimum Curve Radius (+5%)
m
450
650
1000
5
Minimum Curve Radius (+2%)
m
1,300
2,000
3,000
6
Minimum Curve Radius (+-2%)
m
2,000
3,000
4,000
m
170
210
210
m
140
150
150
1
Design Speed
2
7
8
Transitional Curve Length with Normal
Curve Radius
Transitional
Curve
Length
with
Minimum Carve Radius
10
Stopping Sight Distance
m
100
160
230
11
Maximum Gradient (up-slope)
%
6.0
5.0
4.0
12
Maximum Gradient (down-slope)
%
6.0
5.5
5.5
13
Minimum Vertical Curve Radius (crest)
m
3,000
6,000
12,000
14
Minimum Vertical Curve Radius (sag)
m
2,000
3,000
5,000
Source: Study Team
3-31
b) Alignment Study (Ninh Binh – Nghi Son Section)
Ninh Binh – Bai Vot Expressway is planning of North-South Expressway network, this is only for
automobiles with uninterrupted tranvelling, without intersection, saving time and with high travelling
capacity. To be convenient for determining the route location, the project route alignment is proposed
based on the following principles ;
The expressway will be designed separately from existing roads, but ensuring connection with
the existing road networks by interchange;
Minimize the length of route with consideration to landform. The route should avoid going
through highly populated areas, area for planned urban development areas, and historically and
culturally protected areas;
Design is to meet road standard;
The designed route should ensure smoothness, safety in operation, satisfying technical
requirements, minimizing land acquisition;
The route should not cut through urban developments, large residential zones and industrial
parks, which are already in planning, avoid and minimize encroachment in safe corridor of
other works (irrigation, hydropower, tourism area, national park, historical relics, industrial
park, military zone, etc), and still protects the landscape, environment in the area it goes
through ;
The expressway should ensure convenient connection with focused economic centers in the
area, creating high connectivity with the other transport to through important transport hubs
with large transport demands (sea port, railway station, airport, etc.);
Ensuring sustainability, minimizing environmental impacts.
3-32
3) Nin Vinh – Nghi Son Section
a) General Outline of the Alignment
In the detailed planning stage for Eastern North – South Expressway that approved by Prime Minister
in Decision No. 140/QD-TTg dated 21/01/2010, end point of Ninh Binh – Nghi Son Expressway is
set at Nghi Son – Bai Tranh road intersection to connect to NH1A.
Beginning Point:
Beginning point at interchange (KM. 260+000) is located in Nam Dinh province. Connecting with
the end point of Cau Gie – Ninh Binh city expressway section that is under construction.
End Point:
Endpoint at station KM.380+705, the point crosses with the planned trunk road of Nghi Son
Economic Zone (1.15km distant from crossing point with Nghi Son – Bai Tranh Road towards Nghe
An).Nghi Son – Bai Tranh raod connects from Nghi Son port crossign over NH. 1A and contiuing to
the west, it is class-3 raod. According to the master plan of Nghi Son Economic Zone, Nghi Son –
Bai Tranh road is not an urban trunk road.
b) Main Control Points
・ Crossing locations with national highways, provincial roads, railways through grade-separated
interchanges and over-bridges;
・ Crossing with rivers, large lakes such as the Day, lake Ben Quan, the Ma, the Chu, lake Yen My;
・ Crossing through Rong mountain and Thung Thi mountain with 2 tunnels;
・ The route going through cities, industrial parks (in the Northeast, Southwest of Ninh Binh city,
North – Northwest of Tam Diep town, west of the planned Bim Son zone, east of Nong Cong,
Southwest of THanh Hoa city, and west of Nghi Son)
3-33
c) Route Alignment
Section 1: From Cao Bo Interchange – NH12B Interchange
Starting from Cao Bo IC and crosses over river Day at the 5km point. Then it passes through Ninh
Phuc industrial area where land acuisition area for road has been secured.
The route then continues through NH1 and the railway to further northwest and then crosses NH12B.
Figure 3-13 Alignment From Cao Bo Interchange – NH12B Interchange
Source: TEDI Study
3-34
Section 2: From interchange with NH12B to NH217 interchange
The route runs towards Bim Son town, crosses with PR512 (Bim Son - Pho Cat - Thach Quang road)
at the about 4km distant from NH1A, and then towards the West of Dong Vac lake, through the West
of Tam Quy basis forest Natural Reserve, crossing NH217 near Ha Linh bridge – the West of Stone
Manufacturing Factory. From there, there are two river-crossing options. NH217 connect to Lao
border that is planned to improve by ADB fund project. The route avoid to pass through the military
land and Ben Quan Lake at KM.295, and through Tam Diep Tunnel (220m) at km288.
Figure 3-14(A) Alignment from NH-12B to NH-217 (1)
Source: TEDI Study
Figure 3-14(B) Alignment from NH-12B to NH-217 (2)
Source: TEDI Study
3-35
Section 3 : From NH-217 Interchange - NH-45 Interchange
The route goes to southern direction with keep 8km distance from NH1, and crosses with the Ma
River at KM.310 and Chu River at km320. And crosess with NH45 at KM.326, the interchange will
be developed at the crossing point.
Figure 3-15(A) Alignment from NH-217 Interchange to NH-45 Interchange (1)
Source: TEDI Study
Figure 3-15(B) Alignment from NH-217 Interchange to NH-45 Interchange (2)
Source: TEDI Study
3-36
Section 4: From NH-45 Interchange – Endpoint
The route avoid to pass through soft ground area, where located western side of NH1, and distance
from NH1 expand to 15km. The route pass through Yen My Lake by long bridge, to minimize bridge
length and cross the Nghi Son industrial zone that is end point of this section. The length from Nghi
Son interchange to NH1 is 3km.
Figure 3-16 (A) Alignment from NH-45 Interchange – Endpoint (1)
Source: TEDI Study
Figure 3-16 (B) Alignment from NH-45 Interchange – Endpoint (2)
Source: TEDI Study
3-37
The route’s length as in proposed alternative is about 121Km. Summary of the route alignment is
shown in following table.
Table3-16 Summary of the Route Alignment
Construction
Quantity
Social and
Natural
environment
Item
Total Length
Excavation
Embankment
Pavement
River Bridge
Interchange
Overpass
Tunnel
Unit
km
m3
m3
m2
No./ m
No./ m
No./ m
No./ m
Summary
121
6,959,000
19,960,000
4,514,000
22/7,100
16/4,800
25/6,850
2/1,000
Affected populations
Concentration of population is low, and
impact to agricultural land is low.
Landform and
Hydrology
Route cutting through soft ground is limit
ed. Hydrology condition is good. Relative
ly large amount of land fill will is expec
ted.
Source: Study Team
d) Horizontal Alignment
On the whole route, there are 41 curves on average curve length is 3,000km, which is suitable for
expressway alignment and ensure smooth travel. Curve rates are listed in a following table .
Table 3-17 Curve Radius Rate on the Route
No.
Radius (m)
No. of Curve
Ratio (%)
0
Curve Length
(m)
0
1
0 < R < 450
2
450 <= R <= 650
0
0
0.00
3
650 < R < 2,000
14
13,513
30.06
4
2,000 <= R < 3,000
11
12,480
27.76
5
3,000 <= R <= 4,000
11
14,236
31.67
6
4,000 < R < 10,0000
5
4,722
10.50
Total
−
41
44,952
100.00
Source: Study Team
3-38
0.00
Table3-18 Rate of Length of Straight and Curves
Length (m)
Ratio
Straight Section
76,167
62.88%
Curve Section
44,953
37.12%
Total
121,120
100%
Source: Study Team
e) Vertical Alignment
The result of vertical alignment of the section is shown in following table. 90% of gradient of entire
section is less than 2.5% and only 2% length use maximum gradient 4%, which is suitable for
expressway alignment.
Table 3-19 Result of Vertical Alignment Study
1
2
3
4
5
Gradient (%)
0 - 0.5
0.5 i < 2.5
2.5 i < 4
i=4
4<i
Total
Slope Length (m)
57,584
52,273
8,977
2,287
0
121,121
Ratio (%)
47.51
43.18
7.42
1.89
0
100
Source: Study Team
Profile of tunnel section and bridge section are shown on Figure 3-17(A) and Figure 3-17(B)
respectively.
Figure 3-17 (A) Profile of Tunnel Section
Source: TEDI Study
3-39
Figure 3-17 (B) Profile of Bridge Section
Source: TEDI Study
3-40
f) Location of Interchange
Arrangement and planning of interchanges should be based on good connectivity to economic centers,
populated areas, forecasted traffic volume and can be phased, constructed additionally when the
traffic volume increases.
Interchange type depends on terrain condition, traffic flow, toll collection type. Because this
Expressway applies close toll method in order to increase income for the project, therefore
application of interchange type will be serected by toll plazas taht shall be considered and prioritized
in selection. Trumpet type interchange can be integrated toll plaza and recommended.
The Expressway crosses with national highway, main provincial roads in at following locations:
・ Cao Bo interchange (completion of the constructed intersection in phase 1) crossing with NH10;
・ Interchange connecting to Ninh Binh city;
・ Ninh BInh Southwest interchange (crossing NH1A);
・ North Tam Diep interchange (Crossing NH.12B) _ Km2+800 QL12B;
・ South BIm Son Interchange (crossing PR.522);
・ NH217 Interchange;
・ West Dong Son interchange (crossing NH47);
・ South THanh Hoa Interchange (crossing NH.45);
・ Interchange crossing with trunk road of Nghi Son Industrial park (connecting to Nghi Son park)
3-41
Ninh Binh – Nghi Son Expressway crosses national highways, provincial roads and access roads.
Expected locations for interchanges are listed in following table.
Table 3-20 List of Main Interchange
N
o.
Name of Works
Project station
Distance between
ICs (km)
Connected to
NAM DINH PROVINCE
1
Cao Bo Interchange
Crossing NH-10
(Nam Dinh)
KM.260+000
NINH BINH PROVINCE
2
Khanh Thuong IC
KM.267+812
7.81
3
Xuan Mai IC
KM.274+536
6.72
Connects to Ninh Binh ring
road – phase II construction.
Crossing NH-1A
4
Yen Thinh IC
KM.281+000
6.46
Crossing NH-12B
THANH HOA PROVINCE
5
Gia Mien IC
KM.295+510
14.51
Crossing PR-522
6
Ha Linh IC
KM.305+145
9.63
Crossing NH-217
7
Dong Xuan IC
KM.327+500
22.35
Crossing NH-47
8
Trung Chinh IC
Nghi Son IC
(Alternative 1)
KM.340+450
12.95
KM.380+705
39.95
Crossing NH-45
Crossing with trunk of Nghi
Son town
9
Source: Study Team
Khanh Thuong IC (crossing route no. 21, urban road inside Ninh Binh city) is IC in planning – this
IC construction will be implemented in phase II of the project.
At present, end-point of the project crosses with Nghi Son EZ’s trunk road thus in phase I, Nghi Son
IC is at-grade when the next section of Nghi Son – Bai Vot is constructed. The complete
grade-separated IC will be constructed at the phase II.
3-42
4) Nghi Son – Bai Vot Section
a) Relevant planning
North-South Expressway
1.
The Decision No. 1734/QD-TTg dated December 1st, 2008: the Government approval of
Vietnam’s expressway network up to 2020 and the vision after 2020
2.
The Decision No.140/QD-TTg dated January 21st, 2011: the Prime Minister approval of the
detailed planning of the North-South Expressway in the East;
Relevant planning:
The North-South high-speed railway planning: the expressway route does not affect the
North-South high-speed railway alignment. However, where terrain conditions are difficult, the
expressway alignment will be considered to reserve the land for the high speed railway in the
future;
General planning of the South-East economic zone in Nghe An was approved by the Prime
Minister at the Decision No.1534/QD-TTg dated October 21st, 2008.
City planning of Vinh city;
Planning of 220KV transmission line - 2 circuits in Nghe An province.;
b) Main Control Points
Main control points of the proposed expressway of Nghi Son (Thanh Hoa) - Bai Vot (Ha Tinh)
section are follows:
Starting Point
On June 23rd, 2011, the Project Management Unit made and issued the document No.2307/DHDA1
to adjust the starting points of the expressway at Nghi Son - Bai Vot section. After that, the Ministry
of Transport and Communications issued the document No.4061/BGTVT-KHDT dated July 8th,
2011 for accepting the starting point of the expressway at Nghi Son - Bai Vot (Ha Tinh section set at
the Nghi Son intersection (intersecting with the planning road of Nghi Son economic zone).
3-43
End Point
The ending point of the section is planned at the intersecting with the National Highway 8A in Ha
Tinh province. This point is 15km from Vinh city to southern and 5km to western from NH. No.1.
NH. No.8 connects to Lao border and benefit of the expressway will increase by connection with NH.
No.8.
Other Control Points
Other control points of the expressway are mainly planning locations of industrial zone, difficult
terrain area, long river crossing, arterial road intersection as shown as follows.
・ At 4km from beginning point, alignment will avoid to pass Kne Nhoi lake and Mong Ga
mountain. However, the alignment cannot avoid to Mong Ga mountain and 800m long tunnel
(Truong Lam tunnel) will be planned.
・ The alignment should be planned carefully to pass in the planned South-East economic zone in
Nghe An. The alignment pass through in the economic zone is recommended, however elevated
structure should be designed to avoid land decoupling in the economic zone.
・ At 440km point, the alignment passes through Xuan Dong Lake and Than Vu Mountain of
400m altitude. 3,000m long tunnel is expected to be constructed in the East of Xuan Duong
lake.
・ The expressway come close to the Vinh bypass with parallel, and connects to NH.46 by
interchange.
・ The expressway goes across the Lam River by long bridge. The location of the long bridge will
be planned at 10km upstream from existing Ben Thuy Bridge on the NH. No.1. Lam River
crossing point should be designed at narrowest of river width.
3-44
Figure 3-18 Proposed Expressway Alignment for Ninh Binh – Nghi Son Section
Source: TEDI Study
3-45
c) Proposed Route Alignment
Result of route alignment is shown as follows.
・ From the starting point (KM.380+705) at the intersection with the planned road of Nghi Son
Economic Zone, the route goes to the South, turn to east Khe Nhoi Lake and Truong Lam
Tunnel through Mong Ga Mountain.
・ Route goes to southern parallel with existing North-South Railway keep 5km interval and pass
through east of An Nghia Lake continuously. Route cross with existing railway that bound to
Thai Hoa at KM.406 post.
・ Route passes through in surrounding aria parallel with NH. No. 1 and railway with keeping 3km
distance.
・ Route crossed with provincial road No. 538 at KM.425 point, distance with NH. No. 1 spread to
5km and pass through in South-East Economic Zone.
・ Route pass through Thanh Vu Mountain by tunnel after passed South-East Economic Zone
・ Route pass through east side of OO Lake after passed Thanh Vu Tunnel, distance is widening
8km from NH. No. 1 at this point.
・ Route connect with NH. No. 46 and Vinh City Bypass at KM.460 point and access to Vinh city.
・ Route crosses with existing North-South Railway at KM.469 point, and crosses Lam River at
KM.474. Distance of the Lam River is approximately 3km include dike, and route crosses with
NH. No.8 at 2km from right side of the Lam River.
・ Total length of all proposed route is assumed 98.2km. Passed provinces and length is shown as
follows.
3-46
Figure 3-19 Route Plan at the Crossing with National Highway No. 7
Source: Study Team
Figure 3-20 Route Alignment Connect with National Highway
Vinh City Bypass
Source: Study Team
3-47
The route goes through the territory of the following princes and districts:
Table 3-21 Related Province
Province
Length(km)
Area
Thanh Hoa
5.88
Tinh Gia
Nghe An
87.50
Quynh Luu, Dien Chau, Yen Thanh, Nghi Loc, Hung Nguyen
Ha Tinh
4.82
Duc Tho
Source: Study Team
The summary of alignment of the section is shown in following table.
Table 3-22 Summary of Route Alignment (Nghi Son – Bai Vot Section)
No
1
2
3
4
5
Item
Route length in
completion period
Unit
Km
Element of the Alignment
The quantity of
horizontal curve/average
length of curve
Interchange (National
Highway)
No. of
Curve/km
98.2
No. of IC
Over pass
The No. of river
bridges/Bridge length
The No. of
tunnels/Tunnel length
No. of OP
Bridge/m
7
Over pass (provincial
road)/length
No. of
OP/m
8
9
Under pass (local road)
Natural Environmental
Impact
No. of UP
10
Industrial zone planning
6
31 / 3.17
7
8
21/6,221
Tunnel/m
3/3100
3/870
52
Crosses afforestation area on Than Vu mountain,
upstream of O O lake
Pass through in Tho Loc and Nam Can industrial
zones (the South-East Economic Zone) in Nghe An
(approved Nghe An People’s Committee)
Source: Study Team
d) Location of the Interchange on the Route
The Expressway of Nghi Son (Thanh Hoa) – Bai Vot (Ha Tinh) section crosses with many national
highways, provincial roads, district roads, local roads and planning roads. To ensure the continuity of
the traffic flow on the route. In which, the interchange will be arranged at crossing point mainly with
national highway based on large traffic volume.The interchanges are analyzed under the proposed
route alignment. At grade intersection will be designed to cross with NH. No.8 in this project scope,
however land to build for interchange should be acquired to connect with next section to southern in
future. Summary of interchanges are shown as following table.
3-48
Table 3-23 Summary of Planned Interchange
N
o.
Name
Location
Name of
crossroad
Access Road and Aria
The road
connecting Dong
Hoi port-National
Highway 1A,
Thai Hoa Town
1
Quynh
Vinh IC
KM.390
+400
2
Dien
Doai IC
KM.414
+250
National
Highway 48
(Yen Ly-Thai
Hoa)
3
Dien
Cat IC
KM.429
+500
National
Highway 7
(Dien Chau-Do
Luong)
4
Dien
Loi IC
KM.434
+980
Road N2-Tho
Loc industrial
zone
5
Nghi
Phuong
IC
KM.445
+500
Road N5-Nam
Cam industrial
zone
6
Hung
Tay IC
KM.459
+450
National highway
46 avoid Vinh
City
(Cua Lo-Thanh
Chuong)
7
Duc
Thinh
IC
KM.478
+910
National
Highway 8
(Hong Linh-Pho
Chau)
Dong Hoi port is the port used for the
thermoelectricity plant, cement plant,
industrial zone and goods transport at the
Northwest of Nghe An. Hoang Mai 2
industrial zone is located at the West of the
expressway. The route of Dong Hoi port,
Thai Hoa town is 3-level road of 4 lanes for
motor vehicles under investment for
construction. Quynh Vinh intersection shall
connect the expressway with industrial
zones and ports above.
National highway 48 is the main road
connecting Thai Hoa town, Hoa Chi Minh
road with national highway 1A. The road is
planned by level 3 to 4. The interchange
with national highway 48 shall attract traffic
flow from the Southwest of Nghe An.
National highway 7 is the road connecting
the Western provinces to the boundary of
Laos with national highway 1A. The road is
planned by level 3 to 4. The Interchange
with national highway shall attract traffic
from Dien Chau.
Road N2-Tho Loc industrial zone is the
main route in the industrial zone. The
cross-section B=56 with 8 lanes for motor
vehicles.
Road N5- Nam Cam industrial zone is the
main route in the industrial zone, with the
cross-section B=56 with 8 lanes for motor
vehicles. As planned, the route is connected
to Hoa Son (Do Luong) and Tan Long (Tan
Ky).The intersection with Road N2
facilitates connection between Nam Cam
industrial zone and the South of Than Vu
mountain with the Expressway.
National highway 46 avoiding Vinh City is
under construction with 3-level road for 4
lanes. As planned, the route is B=60m wide.
The interchange connects with national
highway 48 to avoid through traffic in Vinh
city. Vinh city is the big cultural and
political center of the North-Center region in
the country.
National highway 8A connects Hong Linh
town with Treo port. It is the key route of
the area, trade with Laos. This route is being
expanded, in which the section from
national highway 1A to Pho Chau street into
4 lanes. The interchange with national
highway is the end point of the project.
Source: Study Team
3-49
IC
Distance
(km)
10.0
23.7
15.0
5.6
10.6
13.8
19.6
e) Overpass
Grade separation structure at the crossing with the entire existing road should be planned for the
expressway construction. Fly-over will plan to cross with national highway and the other to cross by
box-culvert. Main overpass points are shown in following table.
After increase traffic volume on the expressway, diamond type interchange can be developed easily
by set up Electric Toll Correction System (ETC) in future.
Table3-24 Lists of Main Overpass
No.
Name of intersection
Location
1
National highway 48B and Cau Giat – Nghia Dan railway.
KM.405+700
2
District road 33 and Vach Bac canal
KM.418+635
3
Provincial road 538
KM.424+630
5
Provincial road 534
KM.446+500
6
Existing national highway 46
KM.462+780
7
Provincial road 558
KM.466+820
8
The South-North railway
KM.468+800
10
Provincial road 19
KM.475+500
Source: Study Team
3-50
f) Vertical Alignment
Profile design was studied based on the following principle conditions.
・ Design level of Ninh Bình - Thanh Hoa section of the Expressway;
・ The profile design must ensure technical requirements on the designed road category;
・ Vertical clearance and navigation clearance should be designed based on the design standard and
river condition;
・ Height of embankment allowed at least +50cm from high water level;
Geometric standard for profile design is regulated by “TCVN 5729-1997” as shown in following
table.
Table 3-25 List of Major Profile Design Parameters
Requirement（TCVN 5729-1997）
No.
Specification
1
Max up-grade longitudinal gradient (%)
Design Speed:
100km/h
5
2
Max down-grade longitudinal gradient (%)
5.5
5.5
3
Max. Longitudinal gradient in tunnel (%)
3
3
4
Min. longitudinal gradient of earth-cut section (%)
0.5
0.5
5
Min. longitudinal gradient in tunnel (%)
0.3
0.3
6
Max slope length corresponding to imax (m)
600
600
7
Min. Slope length (m)
250
300
8
Min. crowned vertical curve radius (m)
6000
12000
9
Min. crowned vertical curve radius (m)
3000
5000
10
Length of min. vertical curve radius (m)
85
100
Source: Study Team
3-51
Design Speed:
120km/h
4
Main control points of profile design are shown in following table.
Table3-26 Main Control Point of Profile Design
Vertical
Clearance (m)
Remarks
Inland Water Transport Class IV (River)
6.00
Official notice of Nghe An
Provincial PPC
（No. 1651/UBND. CN. April 5,
2011, TCVN 5664:2009）
Railway (Cau Giat−Nhia Dan)（Km405）
5.30
−
Vach Bac Water Way (Km418)
4.50
−
Cross with National Highway and City
Bypass
4.75
−
North-South Railway
6.55
−
4.75
Motor Way
2.50
Pedestrian
Control Point
Dike (Lam River)
Source: Study Team
Profile design of the entire route is shown in following table. Gradient of the route is flat and good
profile alignment because more than 57% of the route is less than 0.5 % , and 89% is less than 2%.
Table 3-27 Summary of Profile Design Result
No
Gradient (%)
Length (m)
Rate (%)
1
0
i
0.5
55,853
56.8
2
0.5 < i
1.0
26,001
26.5
3
1.0 < i
2.0
5,128
5.2
4
2.0 < i
3.0
7,004
7.1
5
3.0 < i
4.0
4,278
98,264
4.4
100%
Total
Source: Study Team
3-52
Figure 3-21 Profile of Tunnel Section
Source: TEDI Study
（4） Pavement Design
1) Principal Condition of the Pavement Design
Principle of design and selection of pavement structure is shown as follows.
・ Based on traffic forescast data, hydrological situation, local material sources, in the F/S flexible
pavement is recommended to use for the Project (Design standard is 22 TCN 211 – 06).
・ The surface course should be durable, stable enough during calculated period, smooth, with
sufficient roughness, deformation resistance, anti-crack, peeling-off prevention;
・ To use generalized methods to improve strength of the ground, facilitate the ground to bear
capacity together with the pavement at maximum level;
・ To maximize use of available local materials;To match with actual construction capability, to
increase construction speed in successive procedure to reduce construction cost.
3-53
2) Asphalt Pavement Structure
Structure of flexible (asphalt) pavement is shown as follows.
Figure 3-22(A) Asphalt Pavement(1)
Structure for Main Lane Ordinary Sections
- Anti-skid AC
: t = 3cm
- Spreading Tack coat 0.5 kg/m2
- AC Surface course
: t = 5 cm
- Spreading tack coat 1.0 kg/m2
- AC binder course
: t = 10 cm
- Spreading prime coat 1.0 kg/m2
- Base course: cement-treated macadam 6%
: t = 30 cm
- Subbase: crushed Stone class I
: t = 30 cm
- Anti-skid AC
: t = 3 cm
Structure for Main Lane Soft Soil Sections
- Spreading Tack coat
- AC Surface course
: t = 5 cm
- Spreading tack coat
- AC binder course
: t = 10 cm
- Spreading tack coat
- Base: Black macadam
: t = 10 cm
- Spreading prime coat
- Subbase: crushed Stone
: t = 75 cm
Emergency Lane Ordinary Section
: t = 5 cm
- AC Surface course
- Spreading Tack coat
: t = 10 cm
- AC binder course
: t = 30 cm
- Spreading prime coat
Source: Study Team
3-54
: t = 30 cm
Figure 3-22(B) Asphalt Pavement(2)
Emergency Lane Soft Soil Section
- AC Surface course
: t = 5 cm
- Spreading Tack coat
- AC binder course
: t = 10 cm
- Spreading Tack coat
- Base course: black macadam
: t = 10 cm
- Spreading prime coat
- Subbase: crushed Stone
: t = 75 cm
- AC Surface course
: t = 5cm
Emergency Lane Ramp way in Interchange
- Spreading Tack coat
- AC binder course
: t = 7cm
- Spreading Tack coat
- Base course: crushed Stone
: t = 18cm
- Subbase: crushed Stone
: t = 18cm
Source: Study Team
3) Concrete Pavement
Concrete pavement should be studied to reduce construction cost and maintanance cost in future.
Material of conctete pavement can be producted in Vietnam.
a) Applicable Condition of Cement Concrete Pavement
Up to now, drive quality that is vibration and noise is gone down by Cement Concrete Pavement
(CCP) on the expressway. However, the study team makes a suggestion that CCP because of
technical of strength for flood area and reduction of maintenance cost. And lot of cement material is
product easily in the north center region of Vietnam.
3-55
Proposed structure of concrete pavement is shown as follows.
Figure 3-23 Concrete Pavement
Ordinary Section
- Cement concrete M350
: t = 25cm
- 2 layer Smoothness oil canvas
- Base: crushed stone class I
: t = 18cm
- Subbase: crushed stone class I
: t = 18cm
- Cement concrete M350
: t = 12cm
Shoulder Section
- 2 layer Smoothness oil canvas
- Base: crushed stone class I
: t = 10cm
- Cement concrete M250
: t = 16cm
- Sand foundation
: t = 18cm
Frontage Road and Access Road
Source: Study Team
3-56
4) Technical Proposal
a) Surface
The study team proposes Continuously Reinforced Concrete Pavement (CRCP) for construction
method of CCP. Reinforced bar is inserted to CCP and joint can be saved and secured low vibration
and noise on the concrete surface.
b) Base Course
In soft-ground area, cement stabilization can be used for base course. Soft ground can be hardened by
chemical action by cement. And in case more harden, natural chemical hardening is efficient that
gentle to environment of along paddy field.
c) Construction Method of CRCP
Slip-form construction method is used for CRCP by special machine for slip-form in shown as
following picture. This machine can do compaction and frat/smooth on the surface of CCP, and
realize seamless surface due to capacity of daily construction volume.
Picture 3-9 Continuously Reinforced Concrete Pavement
Source: Study Team
3-57
3.2.3
(1)
Study of Technology
Study on Long Span Bridge
1) Bridges on the Route
a) Superstructure
Longer spans or high clearances are not required for the small to middle size bridges which cross
over the smaller rivers. As this kind of bridges generally consists of multi spans ranging from 25.0m
to 40m, the concrete structures, such as RC or PC hollow slab bridges, PC I girder bridges, PC super
T girder bridges, are generally adopted for their economic performance and the records of many
former examples. The applicable span for each type of bridge is as follows;
- Span length L=12∼24m：Precast PC hollow slab bridge
- Span length L =24∼33m：PC I girder bridge (Cast-in-place decks and lateral girders)
- Span length L =40m：PC super T girder bridge (Cast-in-place decks and lateral girders)
The following bridge types can be adopted for the longer span bridges which cross over the larger
rivers and lakes. The applicable types are decided as follows by the necessary span lengths and/or the
navigational clearances.
- Span length L =40m：PC super T simple girder bridge (Cast-in-place decks and lateral girders)
- Span length L =∼100m：PC box girder bridge
- Span length L =100m∼：PC box girder bridge，Steel Arch Bridge, Steel cable-stayed bridge
b) Substructure
Bridge abutments with vertical cantilever retaining walls which do not interefere with the flow, are
recommended. To reduce the water pressure, piers inside of the rivers are recommended to have
round edges (Oval section). To facilitate the construction works, a same size of pier cross sections
irrespective of the different heights of the piers and a same size of false works should be adopted. The
pier foundations should be decided according to the depth and the reaction force from the
superstructure, as follows, based on the result of TEDI/FS.
- Smaller superstructure reaction force: bored and cast-in-place piles
3-58
- Larger superstructure reaction force and shallower water depth: bored and cast-in-place piles
- Larger superstructure reaction force and deeper water depth: Steel pipe sheetpile foundations
2) Selection of bridges for further investigation
a) Selected bridge types for longer span bridges by TEDI/FS
In TEDI/FS, bridges which have spans longer than 50m are defined as a long span bridge and the
bridge types shown in the table below are selected. Bridges are divided into approach bridges and
main bridges. As the spans of the approach bridges are less than 50m, PC super T bridges are selected
for all of the bridges in the table. PC box girder bridges are selected for all of the main bridges except
for the Duc Quang Bridge. A steel arch bridge is selected for the Duc Quang Bridge.
Table 3-28 Plan of Major Bridges of this Route (TEDI’s proposal)
N
o
Bridge name
Station
Span arrangement
Structure
Bridge
length(m)
Width
(m)
1636.6
2x13.75
Ning Binh Province (Northern Section)
1
Trai Me
KM.264+
200
39+18x40+2x30+39+(80+13
0+80)+39+10x40+39m
Longest span：130m
PC Box
girder+
Super T girder
Thanh HoaProvince (Northern Section)
2
Vinh An
(Hoa Long)
KM.310+
420
39+6x40+39+55+
90+55+39+6x40+ 39m
Longest span：90m
PC Box
girder+
Super T girder
847.6
2x11.75
3
Nui Do
(Thieu Tan)
KM.318+
900
39+7x40+39+55 + 90+55+39
+ 29x40 + 39m
Longest span：90m
PC Box
girder+
Super T girder
1807.6
2x13.75
4
Yrn My
(Yen Binh)
KM.364+
384
39,15 + 4x40 + 39,15 + 90 +
3x135 + 90 + 39,15 +
12x40 + 39,15 m
Longest span：135m
PC Box
girder+
Super T girder
1392.1
2x13.75
3761.8
2x13.75
Nghe An Province (Southern Section)
5
Duc Quang
KM.475+
700
8x50+3x120+59x40+3x33+42
+63+42+3x40+7x50
Longest span：120m
Source: TEDI Study
3-59
Steel Arch+
PC Box
girder+
Super T girder
b) Outline of longer span bridges and review of TEDI/FS
Trai Me Bridge
Day River flows from north to east on the outskirt of Ning Binh City. This bridge crosses over Day
River. The distance between two embankments is about 300m measured by a laser rangefinder. On
the upstream of the bridge site, there is a factory facing the river and a small landing place. This river
is used as a waterway.
Construction materials can be transported easily to the bridge site from National Road No.1 and
No.10 via the embankment road.
In Pre-FS, a PC Box girder bridge with the largest span of 130m is adopted for the main bridge and a
super T girder bridge with the largest span of 40m is adopted for the approach bridges. The main
bridge crosses over the river which is also utilized as a waterway, but the river cannot accept larger
ships. Therefore the proposed navigational clearance by Pre-FS can be judged satisfactory.
Consequently the selection of the bridge type and the section of the main bridge by TEDI/FS are also
reasonable.
Vinh An Bridge
This bridge crosses over Ma River, which flows northern area of Thanh Hoa City suburbs. The bridge
site is about 17km North-northeast of the city and about 1.5km from the division point of Len River.
The width of the river between two embankments at the bridge site is about 400m and the water flow
width is about 300m. The higher riverbeds are utilized as farm lands. The construction materials can
be transported to the site either by National Road No.1 or No.217, but the access road to the site does
not exist and a long temporary construction road is indispensible.
In Pre-FS, a PC Box girder bridge with the largest span of 90m is adopted for the main bridge and a
super T girder bridge with the largest span of 40m is adopted for the approach bridges. The main
bridge crosses over the water flow section of the river, but the river cannot accept larger ships.
Therefore the proposed navigational clearance by Pre-FS can be judged satisfactory. Consequently
the selection of the bridge type and the section of the main bridge by Pre-FS are also reasonable.
Nui Do Bridge
This bridge crosses over Chu River, which is merged with Ma River. Ma River flows through
northern suburbs of Thanh Hoa City. The bridge site is about 9km northeast of the city and about
2km from the confluence of Ma River and Chu River.
The width of the river between two embankments at the bridge site is about 900m and the water flow
3-60
width is about 230m. The higher riverbeds are utilized as farm lands. The construction materials can
be transported to the site by National Road No.1, but the access road to the site does not exist and a
long temporary construction road is indispensible.
In Pre-FS, a PC Box girder bridge with the largest span of 90m is adopted for the main bridge and a
super T girder bridge with the largest span of 40m is adopted for the approach bridges. The main
bridge crosses over the water flow section of the river, but the river cannot accept larger ships.
Therefore the proposed navigational clearance by Pre-FS can be judged satisfactory. Consequently
the selection of the bridge type and the section of the main bridge by Pre-FS are also reasonable.
Yen My Bridge
This bridge crosses over Yen My Lake which is situated about 17km northwest of Nghi Son. Yen My
Lake is a dam lake with a concrete dam on the west of the lake. The planned bridge is about 500m
apart from the dam proper. The water depth of the site is about 15 to 25m, according to Pre-FS and
the site interview. The construction materials can be transported easily to the site of the Hanoi side or
the origin side, because of the already existing road around the lake. But a temporary road needs to
be constructed for the destination side as there are no access roads.
Generally speaking, the construction cost of the foundations and the substructures becomes higher as
the water depth becomes deeper, consequently longer superstructure spans can become more
cost-effective. From this view point, the bridge plan of this bridge will be reinvestigated.
Duc Quang Bridge
This bridge crosses over Lam River, which flows southwest area of Vinh City suburbs. The bridge
site is about 2500m downstream from the confluence of Lam River and La River. The water flow
width is about 600m at the bridge site, but the width of the river between two embankments is about
4000m. The large area on the right bank side forms a flood control basin to mitigate the effect of
floods.
The construction materials can be transported easily to the site from National Road No.1 via the
embankment roads on both sides. In Pre-FS, a three span steel arch bridge (3@120m) is adopted
for the main bridge over the water flow, about 400m wide. But from the span of this bridge, other
bridge types, such as a PC box girder bridge or a steel box girder bridge, can be more appropriate and
they will be reinvestigated in this study.
3-61
3) Bridge plan of Yen My Bridge
a) Bridge Plan by TEDI Study
Figure 3-24 Location of Yen My Bridge
Figure 3-25 Yen My Lake and Bridge Position
Reservoir is utilized for irrigation, drinking
water supply and industrial water so that
certain water level is maintained year round.
Source: Study Team
Source: Study Team
The location of the Yen My Lake is shown in Figure 3-24. The relation between the bridge position
and the dam lake is shown in Figure 3-25. To avoid important locations near this area, the
expressway route needs to pass over the dam lake.
In Pre-FS, 1,392m long bridge plan which has L=585m PC Box girder bridge as the main bridge,
L=238m Super T girder bridge as the approach bridge of the origin side and L=558m Super T girder
bridge as the approach bridge of the destination side, is selected.
This is the result of comparison of three alternatives, an extradosed bridge alternative, a super T
girder bridge alternative and a PC Box girder bridge alternative. These alternatives are compared
from the view points of the merit of new technology transfer, economy, easiness of construction,
easthetics, etc. And the PC Box girder alternative is selected.
3-62
b) Important Points of Bridge Planning
As a bridge constitutes one of the most important structures of the expressway, which is also one of
the most important social infrastructures, a bridge is required to serve to the public more than 100
years. To design bridges, the durability, the economy, the easthetics, etc. need to be considered.
For the Yen My Bridge, the foundations and the substructures need to be constructed within the dam
lake. The deepest water level of the dam lake is about 20 to 25m deep. The shallowest water level is
still 10 to 15m deep. The method of construction, the temporary jetties, the temporary cofferdams or
other temporary facilities for the construction of foundations, substructures and superstructures need
to be carefully planned to minimize the construction cost.
c) Main Bridge Plan
As there is no navigational channel on the Yen My Lake, spans of 40m to 210m are examined by
Pre-FS. As a result, a middle size span of 135m is adopted for the main bridge by taking into accout
the geology, the economy, the minimization of influence to the dam proper during the construction,
etc. Alternatives are shown below.
Table 3-29 Three Alternatives of Main Bridge (TEDI Study)
Alter
Bridge
native
Type
Spans
Approach Bridge
Total
length
Evaluation
Origin side：Super T girder
A-1
Extradosed 140+210+210
Bridge
39.15+3ｘ40+39.15＝198.3ｍ 1376.6
+140＝700m Destination side：Super T girder
m
Better
39.15+10ｘ40+39.15＝478.3ｍ
A-2
Super
T girder
39.15+33ｘ40
+39.15＝
−
398.3m
1398.3
m
Origin side：Super T girder
A-3
PC Box
90+3ｘ135+90
Girder
=585m
39.15+4ｘ40+39.15＝238.3ｍ 1381.6
Destination side：Super T girder
39.15+12ｘ40+39.15＝558.3ｍ
Source: TEDI Study
3-63
m
Best
A-1 is an extradosed bridge alternative. Number of piers inside of the lake is the least. Although the
economic performance is the worst, the easthetics is better than other alternatives and the influence to
the dam proper during the construction is the least. This is a new bridge type in Vietnam and a new
technology can be transferred to Vietnam through the construction of this bridge.
A-2 consists of Super T girders only. As the spans of super T girder bridges are not so long that A-2
has the largest number of piers inside of the lake. The economic perfornce is larger but the aesthetics
is inferior and the influence to the dam proper during the construction is also the largest.
A-3 adopts a PC box girder bridge for the main bridge. The PC box girder bridge has characteristics
between A-1 and A-2. The span of PC box girder bridge is longer than that of the super T girder
bridge and shorter than that of the extradosed bridge. Thus A-3 has a well-balanced design. But A-2
and A-3 are a popular type of bridge in Vietnam and there is not an effect of technology transfer.
In this study, in addition to the PC box girder bridge recommended by TEDI Study, a steel box girder
bridge with an orthotropic steel bridge deck with a same span arrangement of the PC box girder
bridge and a composite cable-stayed bridge which has less number of piers, are studied and compared.
For CASE 2, a cable-stayed bridge alternative, steel pipe sheet pile foundations are assumed because
of the larger reaction force from the long span bridge.
Table 3-30 Main Bridge Comparison（Study Team）
Alternative
Bridge Type
Span arrangement
Approach Bridge
Total
Origin side：
Case-1
PC Box
girder
100+5ｘ140+100
=900m
Super T 5ｘ40＝200m
Destination side：
1,340m
Super T 6ｘ40＝240m
Origin side：
Case-2
Cable-stayed
bridge
150+300+300+150
=900m
Super T 5ｘ40＝200m
Destination side：
1,340m
Super T 6ｘ40＝240m
Steel Box
Case-3
Girder
bridge
Origin side：
100+5ｘ140+100
=900m
Super T 5ｘ40＝200m
Destination side：
Super T 6ｘ40＝240m
Source: Study Team
3-64
1,340m
Figure3-26 Yen My Lake and the Bridge Route
Source: Study Team
3-65
Figure 3-27 Main Bridge Alternatives
CASE1：PC Box Girder
CASE2：Steel Cable-stayed
CASE3：Steel Box Girder Bridge
Source: Study Team
3-66
The construction costs of these three alternatives, Case-1 to 3, are compared in the following table.
Table 3-31 Construction Cost of Three Alternatives for Yen My Bridge
Yen My bridge CASE0
Item
Quantity
Main bridge
Approach brdge
Temporary work
Total
Ratio
Main bridge： PC Box girder, Approach bridge: Super T girder
Unit
Unit Price
Amount
(1000JPY)
(million JPY)
22,950
m2
120
2,754
11,220
m2
54
611
L.S
300
−
−
3,665
100%
Yen My bridge CASE1
Item
Quantity
Main bridge
Approach brdge
Temporary work
Total
Ratio
Main bridge： PC Box girder, Approach bridge: Super T girder
Unit
Unit Price
Amount
(1000JPY)
(million JPY)
22,950
m2
219
5,031
11,220
m2
116
1,307
L.S
1,656
−
−
7,993
218%
Yen My bridge CASE２
Item
Quantity
Main bridge
Approach brdge
Temporary work
Total
Ratio
Main bridge： Cable- stayed, Approach bridge: Super T girder
Unit
Unit Price
Amount
(1000JPY)
(million JPY)
22,950
m2
593
13,559
11,220
m2
116
1,307
L.S
1,176
−
−
13,082
439%
Yen My bridge CASE3
Item
Quantity
Main bridge
Approach brdge
Temporary work
Total
Ratio
Main bridge： Steel Box girder, Approach bridge: Super T girder
Unit
Unit Price
Amount
(1000JPY)
(million JPY)
22,950
m2
307
7,043
11,220
m2
116
1,307
L.S
1,656
−
−
10,005
273%
Source: Study Team
3-67
From Figure 3-27 and Table 3-31, the comparison of three alternatives, Case-1 to 3, is shown below.
Table 3-32 Comparison of Three Alternatives of Yen My Bridge
Main Bridge
Type
Construction Cost
The superstructure of this alternative is the
7,993
Girder Bridge
Cable-stayed
most economic. But foundations in deeper
places (10 to 20m) of the dam lake need to be
Best
constructed.
The superstructure is the most expensive.
Case-2,
Steel
Evaluation
(million JPY)
Case-1,
PC Box
Comments
16,082
Number of deeper foundations is less.
Aesthetically this is the best.
Good
Bridge
This alternative has a same span arrangement
as the PC Box Girder Bridge. Substructures
Case-3,
Steel Box
Girder Bridge
10,005
become slightly cheaper but the
superstructure is more expensive than PC
Better
Box girder. The construction period is
shorter.
Source: Study Team
From the above comparison, the PC Box Girder Bridge is the most appropriate bridge for the Yen My
Bridge, which is the same conclusion as Pre-FS. But it is necessary to confirm the water depth of the
dam lake by the water depth survey. If the water depth is deeper than the assumed depth of the
present study, the construction cost of the substructures of the PC box girder bridge may increase.
Consequently the total construction cost of the PC Box girder bridge may become almost the same as
the total construction cost of the steel box girder bridge. Therefore in this study, two bridge types, the
PC box girder bridge and the steel box girder bridge, are recommended for the Yen My Bridge.
3-68
Figure 3-28 Selected Bridge Type for the Yen My Bridge (PC Box Girder & Steel Box Girder)
Source: Study Team
3-69
4) Bridge Plan over Lam River (The Duc Quang Bridge)
a)
Bridge Plan by TEDI Study
Figure 3-29 Location of Lam Bridge
Figure 3-30 Lam River and Bridge Position
Source: Study Team
Source: Study Team
The location of the Lam Bridge is shown in Figure 3-29. The relation between Lam River and the
bridge is shown in Figure 3-30. The bridge route shown in Figure 3-31 is proposed by TEDI. As this
route is selected by avoiding the important places, it is difficult to move this route largely.
A navigational channel is designated on Lam River. It is necessary to secure the clearance of H≧7m,
B≧40m for the channel. It is required to consider the 100 year floods for this river. The river
channels in developing countries are often not fixed properly. The river channel of this river is also
not fixed well. Therefore the main bridge over the waterway of this river is about 400m long but the
total length of the bridge including the approach bridges is about 4km.
b) Important points of bridge planning
As a bridge constitutes one of the most important structures of the expressway, which is also one of
the most important social infrastructures, a bridge is required to serve to the public more than 100
years. To design bridges, the durability, the economy, the aesthetics, etc. need to be considered.
For this bridge, not only the main bridge but also the selection of bridge types of approach bridges is
3-70
important because of their longer lengths. To select the main bridge type, it is important to investigate
the accessibility of larger barges to the bridge site, which can transport large blocks of bridge section.
The designated navigational channel of this river is not so large that it may not be so difficult to
secure the necessary clearance.
c) Bridge plan (Main Bridge & Approach Bridges)
In Pre-FS, four alternatives for approach bridges shown below are compared. As a result, a super T
girder bridge is selected, which seems to be reasonable.
Table 3-33 Comparison of Approach Bridge Types
Alternative
Bridge Type
1
Continuous PC Box Girder Bridge, Span length 40 to50m
2
PC Hollow Slab Bridge, Span length 24 to 35m
3
PC Super T Girder, Span length 40m
4
PC I Girder Bridge, Span length 24 to 33m
Source: Study Team
3-71
Evaluation
Best
In Pre-FS, four alternatives for the main bridge shown below are compared. The result of comparison is
shown below.
Table 3-34 Four Alternatives for the Main Bridge (TEDI proposal)
Alter
native
Bridge Type
Span
Arrangement
Comment
Cost
(Billion
VND)
Evaluation
by TEDI
A popular bridge type in Vietnam.
1
PC Box Girder
75+3@120
A balanced cantilever method
+75＝510ｍ
from piers is employed for girder
2,647
construction.
In TEDI/FS, an erection girder
method is proposed. But a large
2
Steel Nielsen
3@120＝
Arch Bridge
360ｍ
block erection method using a
barge may be more practical.
2,954
Best
A steel bridge maintenance work
may be more than that of concrete
bridges. Better aesthetics.
A balanced cantilever method
3
PC Extradosed
68+3@120
from piers is needed. A more
Bridge
+68＝496ｍ
complicated structure than a PC
2,714
box girder.
Composite
4
Cable-stayed
Bridge
125+300+12
5=550m
Comparatively new bridge
technology in Vietnam.
3382
Aesthetically good but expensive.
Source: Study Team
From the above comparison, a Steel Nielsen Arch Bridge is selected for the main bridge. In this study,
in addition to two alternatives, a PC box girder alternative and a steel arch alternative, which were
studied already by TEDI, a steel box girder bridge with an orthotropic steel deck, which has a same
span arrangement as the PC box girder alternative is investigated. Three alternatives are compared as
follows.
3-72
Table 3-35 Main Bridge Plan (Duc Quang Bridge)（Study Team）
Alternative
Bridge Type
Span Arrangement
Approach Bridge
of Main Bridge
Case-1
Steel Nielsen Arch Bridge
Case-2
PC Box Girder Bridge
Case-3
3@120＝360ｍ
75+3@120+75
＝510ｍ
Steel Box Girder Bridge with an
orthotropic steel deck
75+3@120+75
＝510ｍ
Source: Study Team
Figure 3-31 Lam River and Bridge Route
Source: Study Team
3-73
Super T Girder Bridge
Super T Girder Bridge
Super T Girder Bridge
Figure3-32 Main Bridge Plan (Duc Quang Bridge)
Case-1：Steel Nielsen Arch Bridge
Case-2：PC Box Girder Bridge
Case-3：Steel Box Girder Bridge
Source: Study Team
3-74
The construction costs of three alternatives (Case-1 to 3) are compared below.
Table 3-36 Construction Cost of Three Alternatives for Lam Bridge (Duc Quang Bridge)
Lam bridge CASE0 (TEDI)
Item
Main bridge: Steel arch
Approach bridge: PC Box
Approach bridge: Super T
Temporary work
Total
Ratio
Lam bridge CASE1 (METI)
Item
Main bridge: Steel arch
Approach bridge: PC Box
Approach bridge: Super T
Temporary work
Total
Ratio
Lam bridge CASE２ (METI)
Item
Main bridge: PC Box
Approach bridge: PC Box
Approach bridge: Super T
Temporary work
Total
Ratio
Lam bridge CASE3 (METI)
Item
Main bridge: Steel Box
Approach bridge: PC Box
Approach bridge: Super T
Temporary work
Total
Ratio
Main bridge:Steel arch, Approach bridge:PC Box girder and Super T girder
Quantity
Unit
Unit Price
Amount
(1000JPY)
(million JPY)
9,069
ton
500
4,535
22,874
m2
197
4,510
63,648
m2
54
3,466
L.S
619
−
−
13,130
100%
Main bridge:Steel arch, Approach bridge:PC Box girder and Super T girder
Quantity
Unit
Unit Price
Amount
(1000JPY)
(million JPY)
9,069
ton
584
5,293
22,874
m2
219
5,014
63,648
m2
116
7,412
L.S
1,285
−
−
19,004
145%
Main bridge:PC Box girder, Approach bridge:PC Box girder and Super T girder
Quantity
Unit
Unit Price
Amount
(1000JPY)
(million JPY)
13,005
m2
219
2,851
22,874
m2
219
5,014
59,823
m2
116
6,966
L.S
1,285
−
−
16,116
123%
Main bridge:Steel Box girder, Approach bridge:PC Box girder and Super T girder
Quantity
Unit
Unit Price
Amount
(1000JPY)
(million JPY)
5,982 ton
584
3,491
22,874 m2
219
5,014
59,823 m2
116
6,966
L.S
1,285
−
−
16,575
128%
Source: Study Team
3-75
Based on Figure 3-32 and Table 3-36, the comparison of three alternatives (Case-1 to 3) can be
summarized as follows.
Table 3-37 Comparison of Three Alternatives for Lam Bridge (Duc Quang Bridge)
Main Bridge Type
Construction
Cost
Comment
Evaluation
Aesthetically best. As this is a steel bridge,
Case-1,
19,004
Steel Nielsen Arch
million JPY
Bridge
118%
a repainting maintenance work is needed. A
large block erection method using a barge
may be the most appropriate method of
Best
construction. It is indispensable to confirm
the accessibility of barges to the bridge site.
Case-2,
16,116
PC Box Girder
million JPY
Bridge
100%
The most economic bridge type for 120m
span.
There are many examples of this type of
Better
bridge in Vietnam. No new impression.
In this alternative, A PC Box girder of
Case-3,
Case-2 is replaced by a steel Box Girder.
Steel Box Girder
16,757
The cost of substructures becomes cheaper
Bridge with an
million JPY
but the superstructure is more expensive
orthotropic steel
103%
than the PC Box Girder Bridge. The
deck
Good
Construction period is shorter. A repainting
maintenance work is not cheap.
Source: Study Team
From the above compFrom the above comparison, the Steel Nielsen Arch Arch Bridge may be the
most appropriate alternative. But the accessibility of barges to the bridge site needs to be confirmed
first.
3-76
Figure 3-33 Selected Bridge Type for the Lam Bridge (Duc Quang Bridge)
Source: Study Team
3-77
(2)
Study of large cross-sectional tunnel
1) Selection of the Cross Sectional Shape of Tunnel
The shape of 3-lane road tunnels is usually oblate shape, which has lower height than the width, for
optimum usage of tunnel section.
The oblate shape tunnel has high efficiency of cross sectional usage, though it has lower sectional
stability during construction than normal shape tunnel. So, for stabilizing the geological condition
surrounding the tunnel, it is necessary to introduce careful design of tunnel support system such as
shotcreting, rockbolting, steel supporting and fore-poling, etc., and the appropriate lining concrete is
needed.
And the large tunnel section needs a large volume of excavation work and high cost of construction.
Therefore, it is necessary to select the smallest tunnel section with having a clearance of the 3-lane
road section.
So, it is necessary to carefully study the selection for a 3-lane road tunnel, considering the similar
geological condition of precedent setting cases.
In the case of Second Tomei-Meishin Expressway in Japan, the value adopted for the oblateness of
3-lane tunnels is 0.66 (ratio of inner height versus inner width).
According to the drawings of appendix of TEDI’s report, the range of oblateness of the 3-lane tunnel
of north section is from 0.68 (in good ground condition) to 0.87 (in bad ground condition). There is
room for optimization in the case of bad ground condition of 0.87. On the other hand, it is considered
that the oblateness of the south section of 0.64 is smaller than the Japanese cases, and it seems worse
for the stabilization of tunnel section.
Considering the safety of the tunnel cross section, the oblateness value of 0.66 is adopted to the shape
of 3-lane road tunnel of the proposed cross section.
Figure 3.34 shows the cross section of proposed 3-lane road tunnel. Appendix-2 shows the details of
the selection of the tunnel.
3-78
Figure 3-34 Proposed Cross Section of 3-Lane Road Tunnel
Center line
Source: Study Team
3-79
2) Study of the Distance Between Northbound and Southbound Tunnels
To prevent interactions during construction, the distance between northbound and southbound tunnels
needs some clearance.
In the case of Japanese tunnels, the distance is about twice (2D) of tunnel excavation width (D). The
distance directly affects the length of connecting tunnel.
According to the TEDI report, the distance between centers of the two tunnels adopts 50m (2.8D) in
north section; while it is 28m (1.6D) in south section. Both values are out of the standard value (2D).
Therefore, the proposed distance between the northbound and southbound tunnels of 33m (2D) is
adopted for the proposed tunnels, shown in Figure 3-35. Appendix2-2 shows the detailed study of the
distance of northbound and southbound tunnels.
Figure 3-35 Proposed Distance between Northbound and Southbound Tunnels
Source: Study Team
3) Study of Connecting Adit
To avoide accidents, it is necessary to provide the a connecting adit between the northbound and
southbound tunnels in the case of long tunnels.
Japanese long highway tunnels have connection adits every 400m to 500m intervals.
3-80
Based on the Japanese case, it is proposed that connection adits be included in the construction of
tunnels that are more than 600m long.
4) Study of Emergency Parking Space in the Tunnels
Many 2-lane road tunnels have an emergency parking space in case of automobile trouble.
However, 3-lane road tunnels have wide enough space; therefore, it is not provided with emergency
parking space such as in the case of Japanese highway tunnels in recent years. Therefore, emergency
parking spaces are not proposed in this study.
5) Criteria of the Ground Condition of Tunnels
The construction method of the tunnels should be selected from the tunnel support pattern which is
based on the criteria of the ground condition. There are many criteria methods of the ground
condition. Considering the road tunnel, the Japanese national highway’s criteria of ground condition
is adopted.
Reference: The standard of construction criteria for mountain tunnels, JSCE, English
(3) Concrete Pavement
The difference between asphalt and concrete pavement is durable. Design life of concrete pavement
is for 20 years and asphalt pavement is for 10 years in general. Concrete pavement needs two times
overall repair and asphalt pavement needs four times overall repair for forty years repayment period.
Because of this difference, total cost of concrete pavement is lower than that of asphalt pavement
even initial cost of concrete pavement is 20% higher than that of asphalt pavement. Concrete
pavement has many advantages but very few experience for national highway class road only in
Vietnam in the past for expressway not applied yet as of present. Concrete pavement is new
technology in Vietnam and proposed to this project as a Japanese technology. There is much
limestone in Ninh Binh and Thanh Hoa province accordingly cement industry has been developed as
major local industry. Based on this natural condition, using concrete pavement to this expressway
project is to assist local industry and local people living in the project area. Unit price of concrete
pavement is nearly same unit price of asphalt pavement based on information collected from recent
detailed design and construction work in Vietnam.
3-81
(4)
ITS on the Expressway
1) Necessity of ITS on the Expressway
Expressway is full access controlled from local roads along the expressway to secure safety and
smooth travel on the expressway. Road administrator should provide the road information that is
traffic jam, accident and the other road conditions. This traffic information will be collected from
roadside sensor and distributed through traffic control center to road users by road information board,
car radio and the other road devices. ITS (Intelligent Traffic System) is needed to operate the road
information.
Main ITS facilities on the expressway are shown in following table
Table 3-38 Main ITS Facilities on the Expressway
System
Roadside
Information
Collection
System
ITS Facility
Emergency Telephone
Traffic Counter
Vehicle Weight Scale
CCTV (Closed-circuit
Television)
Weather-monitoring Device
Traffic
Information
Provide
System
Mobil Radio
Variable Traffic Information
Board
Road Information Radio
VICS (Vehicle Information
and Communication System)
Internet
SMS (Short Message
Service)
Traffic Control System
Function
Driver, passenger and discoverer inform to control
center in case of emergency of traffic accident and
car trouble.
Measurement traffic volume and travelling speed,
and detection and forecasting traffic jam on the
expressway.
Measurement vehicle weight and detection over
weight heavy truck
Monitoring road traffic condition by video image
Of road side CCTV
Detection of weather information for attention to
road user and control traffic
Communication from/to site and control center
Provide road condition, traffic information, weather
condition to road user by road side information
board
Provide road condition, traffic information, weather
condition to road user by car-mounted radio
Provide road condition, traffic information, weather
condition to road user by car-mounted navigation
system
Provide road condition, traffic information, weather
condition to road user by internet
Provide road condition, traffic information, weather
condition to road user by mobile phone
Uniform management of road traffic information
Source: Study Team
Development of traffic control center is needed to control wide-aria traffic information on of entire
interval the North-South expressway in future. Traffic control center will be help to effective road
traffic control by manage not only expressway but national highway and bypass route. Location of
traffic control center on the North-South expressway is proposed by MOT decision
“No.41/TB-BGTVT” however not yet decided in the last result.
3-82
Figure 3-36 Proposed Location of Traffic Control Center
Source: Study Team
And for the other ITS facilities, communication system that can be received and sent information
between various type of road side sensor, traffic control center and road maintenance office should be
developed.
2) ETC (Electric Toll Collection System)
Expressway administration should collect the toll from road user at toll gate. In generally, toll is
collected by cash or credit-card manually. ETC can collect the toll automatically at the toll gate.
Expressway construction fund and scheme is different for section by section that is characteristic of
expressway construction in Vietnam. Therefore, toll gates are installed on the main carriageway, and
expressway function will down because all vehicles must stop at toll gate. ETC should be developed
to be settled this problem.
Figure 3-37 Concept of Main Lane Toll Gate
Source: Study Team
3-83
3.3 Outline of the Project
3.3.1
Basic Policy on Project Implementation and Project Contents of the Government of Vietnam
Proposed expressway, both the north and the south section has selected for pilot project of PPP
scheme by Decision 71. PPP scheme is the first considered way to construct this section and if PPP
not satisfied then second way considered to utilize ODA fund. To apply PPP scheme needs 30% of
VGF from the total cost. Due to current economical condition in Vietnam as well as reguiremtn of
over 51% goverment funds in order to promote participation of private investers according to the
sutdy, GOV can not contribute VGF portion then GOV utilize ODA loan with low interest as VGF to
assist PPP scheme. With this situation, to apply STEP to construction of the proposed expressway
was studied.
Whole north section
Whole south section
High cost structure in low invest section
Whole low invest section
3.3.2
Preliminary Design of Tunnels
(1) Shape of the Cross Section of Tunnels
As described in the preceding section, the proposed 3-lane road tunnel cross section will have an
oblateness of 0.66.
The tunnel support pattern system for the north section follows the TEDI report.
(2) Distance Between Northbound and Southbound Tunnels
As described in the preceding section, the distance between the northbound and southbound tunnels
is 33m (2D).
(3) The Length of the Tunnels
The length of the tunnels are followed to TEDI’s report.
3-84
(4) Basic Design
Two basic designs were prepared by TEDI and submitted to MOT as draft final reports already for
the north section in September 2011 and for the south section in October 2011. Validity of those basic
designs was verified in this section.
Horizontal alignment of the proposed expressway in the basic design was determined with the
following reasons.
Results of mutual discussion with each related PPCs and advice from them.
・ To minimize affected people/family
・ To minimize construction cost
・ To consider development plan prepared by National/Provincial authorities
(5) Verification of Road Design
Direct cost of the proposed expressway was compared with the other expressway
planned/constructed recently in Vietnam as shown in Table 3-39.
Table 3-39 Unit Price Comparison of Expressway per Kilometer
Name
Length
km
Section 1
1.TEDI study
2.METI study
Section 2
3.TEDI study
4.METI study
5.BLLTE
Da Nang - Quang Ngai Expressway
6.METI study
7.Updating F/S Base case
8.Updating F/S Option 1
9.Updating F/S Option 2
10.Updating F/S Option 3
11.Noi Bai - LaoCai expressway
12.Ho Chi Minh - Long Thanh - Dau Giay Expresway
13.Cau Gie - Ninh Binh expressway
Total Direct Cost
(million JPY)
Cost per km
(million JPY)
121
121
102,932
115,460
851
954
97
97
57.8
103,344
121,765
160,700
1,065
1,255
2,780
130
130
130
130
130
264
55
56
98,400
109,500
137,500
143,900
177,300
125,000
65,360
35,896
757
1,612
1,058
1,107
1,364
473
1,188
641
Source: Fifth Expressway seminar in Da Nang of Vietnam, August 2011 and Study Team
Project No.5 BLLTE (Ben Luc-Long Thanh expressway) and No.12 in the table shows higher unit
price than the others because main component of these projects is consisted of construction of long
span bridge. Project No.11 and 13 in the table shows cheaper unit price than that of the others
because number of their lane is fewer than the others. Except these unit prices mentioned before; unit
3-85
price of No1 and No.3 prepared by TEDI and No.2 and No.4 prepared by METI study team shows
nearly same range of the prices. Proposed design by TEDI was confirmed as an appropriate design
because of this result.
(6) Verification of Structure Design
Adequacy of the structure design by TEDI for the proposed expressway was verified in this section.
Most of the bridge design by TEDI applied PC box girder and Super T girder type. Both types of
bridge are very common style in Vietnam and having much experience both in design and in
construction. Figure 3-38 below shows a relation between length of the bridges and concrete material
quantity of them in the north section.
Figure 3-38 Bridge Length and Concrete Volume
Source: Study Team
Significant linearity relation was confirmed between the bridge length and the concrete quantity
based on Figure 3-38. Quantity of reinforcement steel bar (RSB) also compared with that of concrete
in PC box girder bridge design and Super T girder bridge design. RSB of 179kg/m3 of PC box girder
bridge and 134kg/m3 of Super T girder bridge were calculated based on the basic design drawing and
the basic design report. That quantity of RSB satisfies with required strength of the proposed bridges.
Proposed structure design by TEDI was confirmed as an appropriate design because of this result.
3-86
(7) Unit Price and Quantity in Basic Design
Basic design under this study basically followed the basic design prepared by TEDI as explained
before. But estimated costs based on the both basic designs were different because the revised prices
were applied to the estimation. Difference of each prices are shown in Table 3-40.
Table 3-40 Unit Price and Quantity in Basic Design
TEDI
Unit price Amount
Quantity
(JPY) (million JPY)
Item
Unit
Quantity
North
Cutting
Filling
Soil strenghten
Pavement works
m3
m3
m
m2
10,078,374
15,053,803
41,710
3,097,485
Tunnel
m
Yen My bridge
m2
34,170
107,252
South
Cutting
Filling
Soil strenghten
Pavement works
m3
m3
m
m2
5,698,002
18,732,219
19,730
2,504,100
920
2,061
166,689
4,949
Tunnel
m
Lam bridge
m2
324
379
109,344
5,398
3,265 10,078,374
5,708 15,053,803
4,561
41,710
16,719 3,097,485
1,855 3,189,436
6,200 2,228,939
95,702
137,194
5,916
100%
3,665
100%
METI
Unit price Amount
(JPY) (million JPY)
324
379
109,344
5,398
3,265
5,708
4,561
16,719
1,855 4,737,466
8,788
149%
7,993
218%
34,170
233,917
5,242 5,698,002
9,089 18,732,219
3,289
19,730
12,392 2,504,100
920
2,061
166,689
4,949
5,242
9,089
3,289
12,392
6,200 5,201,935
32,252
233%
19,004
145%
13,819
100%
13,130
100%
95,702
198,571
Source: Study Team
Unit price difference of earth work, cutting and filling, were invited from the work conditions. Unit
price of rock cutting is high price comparing with soil cutting. Unit price of filling depends on
availability of material at the site. Filling material with long hauling distance is high unit price.
Difference unit price of pavement work in North and South also depends on hauling distance of
material for paving. Each PPC controlled unit prices in each province for the work. Those unit prices
were nearly same unit prices in market. Therefore, unit prices by PPC were applied to cost estimation
under this study.
3-87
(8) Comparison of Total Project Cost
Total project costs of the north and south section including cost for land acquisition and resettlement
were shown in Table 3-41(A) North and Table 3-41(B) South.
Table 3-41(A) Total Project Cost Comparison TEDI Study and METI Study (North Section)
Item
Unit
1. Direct cost
Major structure work
Bridge work
Tunnel work
Other structures works
Road works
Main
Pavement
Incidental
ITS
Temporary
2. Engineering fee
3. Contingency
4. Sub-total
5. Resettlement
Grand total
Quantity
m2
m
L.S
445,632
1,855
-
km
m2
L.S
L.S
L.S
-
121.47
3,097,485
-
TEDI study
Unit price
Amount
METI study
Unit price
Amount
（ 1000 JPY)
（ 1000 JPY)
105
3,189
120,621
5.40
-
(million USD)
* 77 JPY/USD, 0.004JPY/VND
（ million JPY)
46,809
5,916
3,556
14,652
16,719
5,334
3,440
3,076
12,633
29,859
141,995
4,388
146,383
（ million JPY)
113
4,737
50,505
8,788
3,556
120,621
5.40
-
14,652
16,719
5,334
3,440
3,208
13,437
31,782
151,421
17,456
168,878
-
1,901
2,193
Source: TEDI study and Study Team
Table 3-41(B) Total Project Cost Comparison TEDI Study and METI Study (South Section)
Item
Unit
Quantity
TEDI study
Unit price
Amount
METI study
Unit price
Amount
（ 1000 JPY) （ million JPY) （ 1000 JPY) （ million JPY)
1. Direct cost
Major structure work
Bridge work
Tunnel work
Other structures works
Road works
Main
Pavement
Incidental
ITS
Temporary
2. Engineering fee
3. Contingency
4. Sub-total
5. Resettlement
Grand total
(million USD)
* 77 JPY/USD, 0.004JPY/VND
m2
m
L.S
265,944
6,200
-
118
2,229
-
31,355
13,819
2,647
190
5,202
-
37,229
32,252
2,647
km
m2
L.S
L.S
L.S
-
98.2
2,504,100
-
236,868
4.95
-
23,260
12,392
1,010
7,105
243
11,020
31,262
134,115
4,060
138,175
1,794
236,868
4.95
-
23,260
12,392
1,010
7,105
243
13,937
40,317
170,393
12,943
183,336
2,381
Source: TEDI study and Study Team
Cost estimated by METI study team was increaed 15% in the north section. and 33% in the south
section.
3-88
3.3.3
(1)
Outline of the Proposed Project (including cost estimates)
Selection of the Tunneling Construction Method
With regards to the ground condition of the planned five tunnels, the volume of limestone, sandstone
weathered sandstone, mudstone and mud are estimated from north to south. The ground condition
may be severely changed and it is estimated that some sections are close to active faults.
Excavation by drill and blast methods is usually adopted in the tunnels with good ground condition
including limestone and sandstone.
In the weathered sandstone and mud near active faults, mechanical excavation method will be
selected, and sometimes the fore-poling method may be needed in dealing with this kind of ground
condition.
Therefore, in selecting the most suitable method for tunnels, a detailed investigation of the ground
condition is needed. This includes seismic investigation, electric investigation and direct boring
investigation, and these activities are to be undertaken along the centerline of planned tunnels.
As the detailed investigation is not completed yet, the construction method of the tunnels is assumed
based on the following conditions:
・ There are no ground conditions that could be considered “worst” for all the tunnels.
・ Normal top heading with short benching method can be applied.
Considering the drainage of tunnels, the method of tunnel excavation will be done from downside to
upside. Short tunnels can be excavated from upside to downside depending on the ease of
approaching the tunnel portals.
Furthermore, the consideration about the outside civil works of the tunnel portals is omitted, because
of the lack of detailed information of investigation.
3-89
(2) The Construction Method of the Tunnels
1) North Section:
a) Ham Tam Diep: L=240+255m
This tunnel has the ground condition of mainly limestone and the planned portal site is very steep. As
the length of this tunnel is short, the tunnel will be excavated from the south portal, because the
southern portal access is easier than the northern access. The planned set of tunneling equipment is
one that minimizes the equipment cost.
The drill and blast excavation method and the top heading with short benching method will be
applied to this section. The top heading and the bench section will be simultaneously processed.
The ground condition of the tunnel is assumed to be in good condition. Therefore, based on the actual
progress of the Japanese 3-lane road tunnels, the estimated progress of the top heading will be 70m
per month.
Construction Steps:
Step 1: Excavation of the tunnel
First, the right tunnel (L=240m) will be excavated from south portal to the north
portal. After completion of the right tunnel, the left tunnel (L=255m) will be
excavated.
Step 2: Lining concrete
After the excavation of the right tunnel, the sliding form will be set at the south
portal area. Then, from south to north, water proofing sheets, reinforcing bars (if
required) and the lining concrete will be constructed by the sliding form by this
order. Following the completion of the lining of the right tunnel, the sliding form
will be moved from the right portal to the left portal. Then, the lining concrete of
the left tunnel will be constructed.
Step 3: Portal concrete
The south and north portals will be constructed by the inner and outer forms.
After the setting of reinforcing steel bars, the portal concrete will be constructed.
3-90
Step 4: Drainage works
After the completion of the lining concrete, the drainage work will be achieved.
Step 5: Base works and pavement works
After the completion of the drainage works, base works and pavement works
will be constructed.
Step 6: M&E works
After the completion of the pavement work, the M&E works of the tunnel will
be achieved.ork, the M&E works of the tunnel will be achieved.
b) Ham Thung Thi: L=680m X 2 numbers
The ground condition of the tunnel is mainly limestone and sandstone. However, the slope near the
south portal is covered by huge stones coming from the volcano activity. Therefore, it may be
necessary to remove big stones around the tunnel portal.
A set of tunneling equipment is to be provided for each face. So there will be two sets of tunneling
equipment.
The drill and blast excavation method and the top heading with short benching method will be
applied to this section. The top heading and the bench section will be simultaneously processed.
The ground condition of the tunnel is assumed in good condition. Therefore, based on the actual
progress of the Japanese 3-lane road tunnels, the estimated progress of the top heading will be 70m
per month.
Construction Steps:
Step 1: Excavation of the tunnel
The right and the left tunnels will be excavated from the north portal to the south
portal by short benching method.The cross passage tunnel will be excavated
after the bench section of the main tunnel will be completed.
Step 2: Lining concrete
After the progress of the excavation, the sliding form will be set at the north
3-91
portal yard. Then, from north to south, water proofing sheets, reinforcing bars (if
required) and the lining concrete will be constructed by the sliding form by this
order.
Step 3: Portal concrete
The south and north portals will be constructed by the inner and outer forms.
After the setting of reinforcing steel bars, the portal concrete will be constructed.
Step 4: Drainage works
After the completion of the lining concrete, the drainage work will be achieved.
Step 5: Base works and pavement works
After the completion of the drainage works, base works and pavement works
will be constructed.
Step 6: M&E works
After the completion of the pavement work, the M&E works of the tunnel will
be achieved.
2) South Section
a) Ham Truong Lam: L-550m X 2-numbers
The ground condition of the tunnel may be limestone and sandstone, although the ground condition
may be severely changed. A set of tunneling equipment is to be provided for each face. So there will
be two sets of tunneling equipment. The drill and blast excavation method and the top heading with
short benching method will be applied. And the top heading and the bench section will be
simultaneously processed. In case the ground condition will not be good, the mechanical excavation
method will be applied. If the ground condition of the tunnel will not be good, the estimated
excavation progress will be 50m per month based on the actual progress of the Japanese 3-lane road
tunnels.
Construction Steps:
Step 1: Excavation of the tunnel
The right and the left tunnels will be excavated from the north portal to the south
3-92
portal by short benching method.
Step 2: Lining concrete
After the progress of the excavation, the sliding form will be set at the north
portal yard. Then, from north to south, water proofing sheets, reinforcing bars (if
required) and the lining concrete will be constructed by the sliding form by this
order.
Step 3: Portal concrete
The south and north portals will be constructed by the inner and outer forms.
After the setting of reinforcing steel bars, the portal concrete will be constructed.
Step 4: Drainage works
After the completion of the lining concrete, the drainage work will be achieved.
Step 5: Base works and pavement works
After the completion of the drainage works, base works and pavement works
will be constructed.
Step 6: M&E works
After the completion of the pavement work, the M&E works of the tunnel will
be achieved.
b) Ham Than Vu 1: L=875m X 2-numbers
The ground condition of the tunnel will be weathered sandstone and sandstone, although the ground
condition may be severely changed. A set of tunneling equipment is to be provided for each face. So
there will be two sets of tunneling equipment. The drill and blast excavation method and the top
heading with short benching method will be applied. And the top heading and the bench section will
be simultaneously processed. In case the ground condition will not be good, the mechanical
excavation method will be applied. If the ground condition of the tunnel will not be good, the
estimated excavation progress will be 50m per month based on the actual progress of the Japanese
3-lane road tunnels.
3-93
Construction Steps:
Step 1: Excavation of the tunnel
The right and the left tunnels will be excavated from the north portal to the south
portal by short benching method.
Step 2: Lining concrete
After the progress of the excavation, the sliding form will be set at the north
portal yard. Then, from north to south, water proofing sheets, reinforcing bars (if
required) and the lining concrete will be constructed by the sliding form by this
order.
Step 3: Portal concrete
The south and north portals will be constructed by the inner and outer forms.
After the setting of reinforcing steel bars, the portal concrete will be constructed.
Step 4: Drainage works
After the completion of the lining concrete, the drainage work will be achieved.
Step 5: Base works and pavement works
After the completion of the drainage works, base works and pavement works will
be constructed.
Step 6: M&E works
After the completion of the pavement work, the M&E works of the tunnel will
be achieved.
c) Ham Than Vu 2: L=1,675m X 2-numbers
The ground condition of the tunnel will be weathered sandstone and sandstone, although the ground
condition may be severely changed. A set of tunneling equipment is to be provided for each face. So
there will be four sets of tunneling equipment. The drill and blast excavation method and the top
heading with short benching method will be applied. And the top heading and the bench section will
be simultaneously processed. In case the ground condition will not be good, the mechanical
excavation method will be applied. If the ground condition of the tunnel will not be good, the
3-94
estimated excavation progress will be 50m per month based on the actual progress of the Japanese
3-lane road tunnels.
Construction Steps:
Step 1: Excavation of the tunnel
The right and the left tunnels will be excavated from the north portal to the south
portal by short benching method. The connection adit will be excavated after the
bench section of the main tunnel will be completed.
Step 2: Lining concrete
After the progress of the excavation, the sliding form will be set at the north
portal yard. Then, from north to south, water proofing sheets, reinforcing bars (if
required) and the lining concrete will be constructed by the sliding form by this
order.
Step 3: Portal concrete
The south and north portals will be constructed by the inner and outer forms.
After the setting of reinforcing steel bars, the portal concrete will be constructed.
Step 4: Drainage works
After the completion of the lining concrete, the drainage work will be achieved.
Step 5: Base works and pavement works
After the completion of the drainage works, base works and pavement works
will be constructed.
Step 6: M&E works
After the completion of the pavement work, the M&E works of the tunnel will
be achieved.
3-95
(3) Estimated Construction Period
Based on the previous studies, the estimated construction period of each tunnel is as follows:
Northern section
・ Ham Tam Diep (L=240＋255m): 22 months
・ Ham Thung Thi (L=680m×2): 30 months
Southern section
・ Ham Truong Lam (L=550m×2): 29 months
・ Ham Than Vu 1 (L=875m×2): 42 months
・ Ham than Vu 2 (L=1,675m×2）: 43 months
Appendix-3 shows the construction schedule.
(4) Proposals of Applicable Japanese Original Tunneling Technologies
The following applicable Japanese tunneling technologies are proposed for the smooth construction
of 3-lane large cross section tunnels.
1) Face fore-search technology (3-dimensional tomography)
With the use of this technology, the ground condition can be comprehensively visible by
various investigation methods. The best supporting system will be selected, and safety and
cost reduction will be achieved.
AGF (All Ground Fastening Method）
This is fore-piling method using long (over 12m) steel pipes and injection. The technology
can be done by normal hydraulic jumbos and does not require high cost machines.
Wastewater disposal facility
The system can treat construction wastewater, which will be of great benefit to the
environment.
Control blasting method
The technology can reduce the blasting noise and vibration. It can give a positive effect to the
3-96
people living near the construction site.
Soundproof gate
These are special gates for setting at the tunnel portal. With the technology of the control
blasting, it will greatly reduce the construction noise.
2) High standard long range blasting method (more than 6m)
This is a technology which can be used in the good ground condition. It can also reduce
construction period and construction cost.
3-97
3.3.4
Issues and Countermeasures to Apply the Proposed Japanese Technology
The above-mentioned technologies have been tried and tested in many construction projects in Japan,
and these can be applied in Vietnam. For the technology transfer, not only manuals and standards are
necessary but also the direct advice on the site, so called on-the-job training (OJT).
METI study propose the following Japanese Technology.
1) Bridge
Steel Box Girder Bridge is proposed for Yen My Bridge in the north section instead of PC box girder
bridge proposed under TEDI F/S as new bridge technology in Vietnam. Steel Nielsen Arch Bridge is
proposed for Lam Bridge in the south section instead of Steel arch bridge proposed under TEDI F/S
as new bridge technology in Vietnam. There is no technical issue during planning and designing
about both bridges because Japan has much design experience of both bridges in the past. But some
technical issue needs to be confirmed before and during construction of bridges.
2) Tunnels
Japan has much experience of 3-lane road tunnel design and construction in the past. There is no
significant technical issue about 3-lane road tunnel.
3) Concrete Pavement
MOT applied concrete pavement to NH No.1, No.2 and HCM highway in the past. Some part of
concrete pavement was collapsed and the cause is under investigation by MOT. During discussion
with the deputy director of DPI, in charge of technical matter, advantage of concrete pavement was
confirmed especially operation and maintenance period. But MOT is difficult to apply concrete
pavement again without clear clarification of technical issue. Therefore, concrete pavement is not
recommendable right now. Technical issue of concrete pavement is shortage of experience during
construction. Availability of material for concrete pavement is quite better along the proposed
expressway. Further study and Japanese technical assistance is necessary in future for concrete
pavement.
3-98
Chapter 4
EVALUATION OF ENVIRONMENTAL AND
SOCIAL IMPACTS
4.1 Present Analysis of Natural and Social Environment
4.1.1
(1)
Present Analysis and Future Prediction
Environmental Baseline Study
Result on environmental baseline study of objective provinces along the expressway route is shown
in Table 4-1. Appendix 4-1, Table 4-1 and Table 4-2 show natural and socioeconomic condition of
objective provinces of the project.
Table 4-1 Current Situation in Objective Provinces along the Expressway Route
No.
Baseline Study Items
Outline of Current Condition
1
Climatic Conditions
Nam Dinh and Ninh
Binh provinces
In warm season, heavy rain from May to October; in cold season, dry from the previous year
November to April next year, with average annual rainfall of 1,700-1,800mm, average
temperature of 23.5oC, average hours of sunshine of 1,650-1,700 hours, average relative
humidity of 80-85%.
Average annual rainfall is about 1,600-2,300mm, with about 90 - 130 rainy days per year.
Relative humidity is from 85% to 87%, average hours of sunshine of 1,600 - 1,800 hours,
average temperature of 23o-24oC, the temperature drops off to the mountain. Popular wind
direction is Northwest and Northeast in winter; East and Southeast in summer
In the North, the prevailing wind direction is the North and Northeast in winter, the South and
Southeast in summer. Total frequency of the two directions is up to 40-50%. Average annual
wind speed is about 1.2-1.7m/s. The strongest wind speed observed in storm is about
30-40m/s; it can reach 45m/s in Ninh Binh (on 22/09/1962).
Heavy rain from May to November. Average rainfall is 2113mm. Average temperature is
23.60C. Average hours of sunshine are 1,600 – 1,800 annually. Average humidity is 85%.
In Nghe Tinh, the popular direction in winter is the Northwest to North or Northeast (total
frequency of the two directions is about 50-60%); the popular direction in summer is
Southwest or South (with the frequency of 40-50%). Total average annual wind speed is
1.7-1.8m/s. The strongest wind speed observed in storm is about 30-40m/s.
•The project route goes through the Northern Delta and Thanh – Nghe – Tinh Delta. General
topography tends to tilt to the East. Because the route stretches across the areas of overlap
between Deltas, plains before mountains and low-to-high mountains; the topography
constantly changes throughout the route length.
•According to the distribution of main factors forming the entire route topography (deltas,
mountains, etc.) can describe general topography of the expressway as follows:
•From Km260 to Km277, in front of Tam Diep range:
•The route runs completely in the coastal side of the Northern Delta and the transition area
from the Northern delta region to Thanh – Nghe – Tinh delta. The terrain is flat, high to the
south and inclined to the east; the level of cleavage is negligible. •This type of terrain is
formed by sea sedimentary and sea-swamp mixture.
•From Km277 to Km294, within Tam Diep range:
•This section runs through Tam Diep range, the topography is strongly cleaved by the slots,
valleys, etc., big elevation, which is unfavorable. Especially, Van Le region, the route passes
by Tam Diep range has very difficult terrain (limestone mountain).
•From Tam Diep range to Km355:
•Passing Tam Diep range, the basic plans of routes running in the Thanh-Nghe-Tinh coastal
plain area. This plain is horizontally narrow, alternating low mountain ranges. Therefore, the
terrain is flat alternating sections cleaved by low hills along the edge of the plain. Especially
section passing through the area between two rivers (Ma and Chu rivers) located in low-lying
land is expected with soft soil.
•From Km355 to Km380+705 (end of Nam Dinh – Nghi son)
This section runs along the valley between mountains or foot of low hills, so the terrain is
cleaved, but not much high. However, at some local points (end route), the route passes
high and narrow mountain ranges, rugged and cleaved terrain; the route passes Yen My
Reservoir with significant length.
•From Km380+705 to Km478+918 (end of the expressway)
Thanh Hoa province
Nghe An and Ha Tinh
provinces
2
Topographic
condition
4-1
3
Geological conditions
Thanh Hoa – Ha Tinh Expressway runs along the North-South, as the same direction with
National Highway 1A and the North-South railway, passing through Thanh Hoa, Nghe An
and Ha Tinh provinces.
Almost the routes run through the Thanh – Nghe – Tinh coastal plains. The topography tends
to till the East. In general, the terrain is quite flat, cleaved by the system of rivers and streams
(Ca river, Cua Lo river, etc.) and range of hills on the edge of plain.
The area with most cleaved is the beginning route (about 10km), especially Xuan Duong
lake. The route in the section passes through a high mountain range in west-east direction
nearly perpendicular to the route direction. This is also the proposed route for building
tunnels.
In the rest section, terrain is generally favorable for the design, construction and
implementation of the project.
•Based on topography, geomorphology, geological structures, the distribution of rock
formation, etc.; the general geological features along the proposed expressway can be
described as follows:
•From Km260 to Km277, in front of Tam Diep range:
•In this section, two alternate routes run along the side of the Northern delta, the terrain is
quite flat.
•This area’s terrain surface is covered by sedimentary mbQ21-2hh. This is the main clay
formation popular in the Northern delta. Main compositions are clay mixed with grey,
greenish grey, golden grey organics; mixed with organics of different decomposition levels.
Some sections may have peat coal or soil of peat coal. The formations are often covered in
sand of the same origin or mQ13vp spotted weathering clay of 10~15m thick. Distributed
within 50m is gravel sand at the beginning route and limestone layer in Dong Giao formation
(T2a g).
•Embankment in these areas should consider special solutions (sand well, vertical artificial
drain, sand compaction pile, soil cement pile, etc.) during construction. The section bordered
with Tam Diep range should consider carter phenomenon during construction of bridges and
culverts.
•From Tam Diep range to Km355:
•Except for Km294 to Km315, the West plan, the route runs through the area with several
low hills, on the formation of clay deposit slope of grey-brown, yellowish grey, weathered
from calcareous shale rock, limestone powder, quac-zit sand and spotted clay sediments
mQ13vp and loam, clay sand bmQ23tb distributed in valleys between low hills and
mountains. This route is generally favorable; filling and backfilling ground are favorable for
construction and highly stable. However, it should be noted that the distribution of sediment
bmQ23tb – a very weak soil that may require special treatment during the construction of
high embankment, road to bridges.
•In the remaining sections, the route runs through fairly flat terrain, on the formation of
sediment mQ21-2 hh and a, amQ23tb. This is also the region with much weak soil bmQ21-2,
but the distribution is not continuous and the thickness is not large. This area still gathers the
weakest soil on the whole route. The layer bearing load of bridges and culverts is mainly
formed by calcareous shale, shale, powder and sandstone distributed in the common depth of
about 20~30m.
•From Km355 to Km380+705 (end of section Nam Dinh – Nghi Son)
This sections runs along valleys between mountains, or at the foot of low hills, on the
formation of sediment mQ21-2 and amQ23 clay, soft to hard plastic clay, thin and alternating
in these valleys. Stones here are mainly sandstone, powder of Dong Do formation T3n-r
1and pebbly sandstone, pudding rock, grit, shale, silica powder of Dong Trau formation
T2a t1 are generally favorable for bridges and culverts using piles.
•From Km380+705 to Km416
Except for ~1Km in Mong Ga hill and ~0.5Km in the section Km399 runs through high
mountain; most of this section runs in a narrow valley among mountains. This feature
dominates geological features in this section without weak soil; sedimentary formations and
sediments alternates each other with the length is not greater 5~15m, correspondingly the
bearing layer.
In general, geological conditions are very favorable, even for tunnel plan or open digging
through Mong Ga hill.
•From Km416 to Km433
The route runs on relatively flat terrain along the edge of plain, in the basin of Cau Bung,
Lach Van and Do Che rivers, etc. The sedimentary formations begin to dominate, increasing
thickness to 30~40m and above 45m; correspondingly the load bearing layer is distributed
deeply.
4-2
Thus, the most unfavorable geological condition in this section is the appearance of weak
sediments. However, the weak soil is not distributed deeply and can use traditional solutions
to process.
•From Km433 to Km439
The route runs on a relatively flat terrain interspersed with a few low hills (island hills). The
sedimentary formations/ vestiges whose thickness is not large, not exceeding 20m, usually
5~10m; corresponding to expanded distribution.
In general, the geological conditions of this section are very favorable.
•From Km439 to Km445
This route runs on the high mountain, with the highest natural terrain of the project.
Sedimentary overlap is very thin, only 1~3m; followed by sandstone weathered at different
level, in which the weathered zone with RQD>50% distributed mainly at the depth of 5~10m.
General stratigraphic characteristics are favorable for tunnel plan and open digging.
•From Km445 to Km464
The route runs through relatively flat terrain interspersed a few low hills (island hills). The
sedimentary formations/ vestiges whose thickness is not large, usually 10~20m; and 30m for
special area.
Bedrock distributed not over 20m, particularly 30m; the bedrock within the survey scope is
sandstone weathered at different levels.
In general, the geological conditions are very favorable.
•From Km464 to the end route
Except for a very short period at the end of Km472 cutting through the saddle area between
Thanh and Non mountains. Then, the route runs on a very flat terrain in the basin of Lam,
Nghen and La Giang river. This is the only section of the Project running on plains with
geological features: the overlay is very thick, above 50m; including formations of
fine-grained (clay, loan clay) and sand, gravel; all originated from river sediment that is
typical in this area.
4
5
Flora, fauna
Protected area
There is no weak soil in this section. However, surface layer of clay/ loam clay with SPT of
about 6~12. In case the embankment is too high (above 7m); solutions for slip stability shall
be considered.
In short, this is the only route of the Project going through plain. However, this section has no
weak soil; bearing layer is not distributed deeply. Thus, the geological conditions are very
favorable.
Vietnam is the world's 16th richest nation of biodiversity (biodiversity index: 6.5% share in
the world).
According to recent statistics, among terrestrial species, in Vietnam, there are 15,986 plant
species (including 4,528 lower plants and 11,458 vascular plants) 10% of these are endemic
species, and in terms of fauna, 307 species of roundworm (Nematode), 161 tapeworm
species, 200 earthworm species (Oligochaeta), 145 Arcartia species (Arcartia), 113 springtail
species (Collembolla), 7,750 insect species (Insecta), 260 reptiles species (Reptilia), 120
amphibian species (Amphibia), 840 bird species (Aves), 310 mammal species and
sub-species.
According to IUCN Red list of Endangered Species (IUCN, 2004), Vietnam has 289 globally
endangered animal and plant species. Vietnam Red Data Book (MONRE) lists 1,056
threatened wildlife species at national level. In comparison with records of the first version of
Vietnam's Red Data Book (1996 version), the current number of such species increased
considerably, 1056 species against 721 species.
Incidentally, the expressway are not to mention already existing road districts and provinces,
according to result of interview and confirmation to provincial governmental departments as
DARDs, DONREs. There are not of any vegetation or inhabited area of endangered or rare
species enlisted in the Red Data Book.
In Vietnam, there are 129 protected areas, in which 27 are national parks; 60 are natural and
habitat reservation areas, 37 cultural - historical - environmental reservation areas, and 5
world heritage areas.
In the project area, there are two protected areas close to the expressway: (i) Tam Quy – Sen
forest protection area at national level; (ii) Do mountain protection area is also at national
level. Detailed description of the protection areas are mentioned in the section of detailed
description of the expressway.
Source： Study Team
4-3
(2)
Environmental Quality Baseline
Environmental quality in the region is analyzed based on reference annual reports from respective
provinces as Ninh Binh, Thanh Hoa, and Nghe An. For each environmental indicator, five to six
locations along the expressway in the region is analyzed, preliminarily representing whole
environmental quality along the expressway
1)
Air Quality
Selection of locations for air quality assessment is based on criteria as (i) residential areas nearby the
expressway that potentially affected during construction and operation; (ii) residential areas close to
both expressway and local roads that cumulatively affected by both construction activities and local
transport along existing local crossing roads. Totally six locations referenced from existing annual
reports are chosen for analysis. Environmental parameters consist of: PM10, TSP, CO, NO2, SO2, HC
(hydro carbon from gasoline).
Sampling results show in Table 4-2 that all measured values for environmental parameters are under
permission values given in national regulation on air quality (QCVN 05:2009/BTNMT). This can be
explained by the characteristics of rural area with low density of vehicle transport in the local roads
as well as in the region. Because the designed expressway crosses mostly rural areas with paddy
fields, it can be inferred that air quality in the region has been maintained in good condition.
Table 4-2 Existing Air Quality in Sampling Locations
No.
Code
1
K1
2
K2
3
K3
4
K4
5
K5
6
K6
Location
At
Khoai
Thuong
intersection with NH1A in
Khoai Thuong village,
Khanh Hoa commune, Yen
Khanh district
At Yen Thinh intersection
with Road No.12B in Yen
Thinh village, Tan Binh
ward, Tam Diep town
Intersection with provincial
road No. 512 in Ha Long
commune, Ha Trung district
At intersection with NH45
in Dong Tien commune,
Dong Son district
At residential area nearby
Vinh Quang bridge of the
project in Trung Y
commune, Nong Cong
district
In Hung Loc commune,
Hung Nguyen district
National regulation: QCVN 05: 2009/BTNMT
Concentration(mg/m3)
Station
Province
PM10
CO
NO2
SO2
0.058
1.318
0.063
0.073
0.26
0.069
Km 280
0.42
3.764
0.115
0.157
0.36
0.508
Km 296
0.013
3.33
0.064
0.076
0.323
0.016
Km
326+500
0.068
2.8
0.055
0.053
0.321
0.084
Km342
0.021
1.752
0.043
0.046
0.256
0.021
N/A
0.4
0.007
0.037
N/A
0.04
-
30
0.2
0.35
5
0.3
Km 269
Source：Study Team
4-4
HC
TSP
Ninh Binh
Thanh Hoa
Nghe An
2)
Noise
Sampling results of six locations for noise in Table 4-3 shows values under permission level given in
the national regulation (QCVN 26:2010/BTNMT). However, noise measured nearby national roads
crossing the region as NH-1A is 1.1 times higher than the permission level. It can be seen that, due to
low density of vehicle transportation within rural areas along the expressway, existing noise impact is
neglected on rural areas but areas nearby national roads as NH-1A.
Table 4-3 Existing Noise Level in Sampling Locations
No.
Location
K1
At Khoai Thuong intersection with NH1A in Khoai Thuong
village, Khanh Hoa commune, Yen Khanh district
Km 269
K2
At Yen Thinh intersection with Road No.12B in Yen Thinh village,
Tan Binh ward, Tam Diep town
Km 280
K3
Intersection with provincial road No. 512 in Ha Long commune,
Ha Trung district
Km 296
K4
At intersection with NH45 in Dong Tien commune, Dong Son
district
Km
326+500
K5
At residential area nearby Vinh Quang bridge of the project in
Trung Y commune, Nong Cong district
K6
In Hung Loc commune, Hung Nguyen district
Noise level (dBA)
Station
Leq
Lamax
L50
75.7
82.3
61.9
65.6
73
54.4
65.4
72.9
54.4
68.5
77
63.9
Km342
58.5
71.1
53.7
N/A
N/A
70
N/A
-
N/A
-
National regulation: QCVN 26:2010/BTNMT
Province
Ninh Binh
Thanh Hoa
Nghe An
Source：Study Team
3)
Surface Water Quality
Total five locations are chosen for water quality consideration as shown in Table 4-4. These locations
are representatives of surface water areas along the expressway that potentially be affected by
construction activities, including rivers and reservoirs nearby the expressway. Environmental
parameters include: temperature, pH, conductivity, turbidity, DO, TSS, N, P, Fe, BOD5, COD, oil and
coli form.
All physical parameters and pH measured are under permission values given in the national
regulation for water drinking purpose (QCVN 08:2008/BTNMT A1, refer to Table 4-4.). Results
show that all collected water sources give signs of organic contamination in the aspect of water
sources for drinking. Environmental parameters as TSS, NH4+, NO2, and BOD5 in Yen My all
higher 1.1 to 1.5 times than permission values. Besides, due to water demands on the reservoir, oil
spreading to the reservoir 2 times higher than the permission value.
Sampling results also show that heavy metals as Fe concentration in the water sources are much
lower than permission values.
4-5
Table 4-4 Existing Surface Water Quality in Sampling Locations
Parameters
Temperature
pH
Conductivity
Turbidity
DO
TSS
NH4+
NO2NO3Fe
BOD5
COD
Oil
Total Coliform
Code
M1
M2
M3
M4
M5
4)
Unit
℃
s/m
NTU
mg/l
mg/l
mg/l
mg/l
mg/l
mg/l
mg/l
mg/l
mg/l
MPN/ml
M1
31.5
7.1
41.5
15
3.5
25
N/A
N/A
7.76
0.113
9.3
17.1
0.06
200
Surface water quality
M2
M3
M4
29.5
31.5
33.7
6.7
7.1
7.05
18.6
20.3
8.6
6
61
3
3.5
2.9
6.8
13
273
23
N/A
N/A
0.149
N/A
N/A
3.02
3.93
1.81
0.07
0.115
0.163
0.128
8.1
6.3
3.8
16.8
11.8
8.1
0.01
0.13
0.02
30
1700
78
Location
In Day river at section crossing project expressway
Ben Quan river in Ha Long commune, Ha Trung district
In Ma river, section at Dinh Cong commune, Yen Dinh district
In Yen My Reservoir, Tinh Gia district
In North canal of Chu river, section at Dong Xuan commune, Dong
Son district
Source：Study Team
M5
32.6
6.18
20.6
80
2.3
178
N/A
N/A
1.55
0.159
4.6
8.5
0.13
680
QCVN 08:2008/
BTNMT (A1)
6,5-8,5
>=6
20
0.1
0.01
0.5
4(20oC)
10
0.01
2500
Station
Km270+500
Km295
Km311
Km365
Province
Ninh Binh
Thanh Hoa
Thanh Hoa
Thanh Hoa
Km328
Thanh Hoa
Underground Water Quality
Underground water sources were collected by open wells in residential areas in the provinces (Ninh
Binh, Thanh Hoa, Nghe an). Six locations for sampling of underground water as shown in Table 4-5
are analyzed, typically representing underground water sources along the expressway.
Results show that all the monitored underground water sources are not affected by hazardous
substance as in comparison to national regulation (QCVN 09:2008/BTNMT). Almost underground
water sources are affected by heavy metals as Fe with concentration of 4.1 times higher than
permission level. Moreover, Mn exceeds standard values 1.4 to 1.67 times.
In Nghe An, some open wells in residential areas (Hung Hoa, Hung Nguyen, Nghe An province)
nearby the expressway are affected by coliform with collected values 250 to 300 times higher than
the permission values for drinking water given in the national regulation.
4-6
Table 4-5 Existing Underground Water Quality in Sampling Locations
No.
Parameters
1
2
3
5
6
8
10
12
13
14
15
pH
Conductivity
Turbidity
TS(SS)
NH4+
NO3Fe
Zn
Mn
As
COD
Code
N1
N2
N3
N4
N5
N6
(3)
Underground water sources
Unit
s/m
NTU
mg/l
mg/l
mg/l
mg/l
mg/l
mg/l
mg/l
mg/l
N1
6.8
N/A
N/A
N/A
N/A
3.9
N/A
N/A
N/A
0.002
N/A
N2
7.2
29
3
862
N/A
N/A
20.55
0.054
0.716
0.00463
2.2
N3
6.7
18
0
862
N/A
N/A
20.55
0.054
0.716
0.00463
2.2
N4
6.9
29
0
862
N/A
N/A
20.55
0.054
0.716
0.00463
2.3
N5
6.5
9
2
862
N/A
N/A
20.55
0.054
0.716
0.00463
2.3
Location
In residential area of Ninh Van commune, Hoa Lu district
In residential area nearby Ben Quan Reservoir of Ha Long commune, Ha Trung
district
In residential area of Ha Tan commune, Ha Trung district
In residential area nearby Yen My Reservoir of Tinh Gia district
In residential area nearby North canal of Chu river, Dong Xuan commune, Dong
Son district
Reference from annual report in the whole Ngh An province
Source： Study Team
N6
6.4
N/A
N/A
N/A
1.9
56.8
N/A
N/A
0.002
0.00221
N/A
QCVN
09:2008/
BTNMT
5,5-8,5
0.1
15
5
3
0.5
0.05
4
Station
K270+500
Province
Ninh Binh
Km295
Thanh Hoa
Km311
Km365
Thanh Hoa
Thanh Hoa
Km328
Thanh Hoa
Km391
Nghe An
Detailed Environmental Condition along the Expressway Route
For environmental consideration, the expressway could be divided into 5 sections based on similar
geographic and regional characteristics criteria as shown in Table 4-6.
Table 4-6 Detailed Environmental Condition along the Expressway Route by Section
Location
Detailed Description
•Section 1:
beginning
of
the
expressway to km 275
The road section is located in the rural region with villages, agricultural cultivation areas and
irrigation & drainage system of canals and rivers.
Geographic characteristic:
The road-section within Nam Dinh province (from beginning point to km265) is located in the
low land area with elevation changes from 1.2 to 1.4m. Cultivation area is from 0.5 – 2m while
tertiary irrigation system is from 0.1 - 0.2m and rivers’ is from -6.0 to -5.0m. Residential area
is located in higher elevation, changes around 3m and the same of local roads.
Residential distribution and local infrastructure
The road section crosses areas in Y Yen district (Nam Dinh province) and Yen Khanh, Hoa
Lu, Yen Mo districts of Ninh Binh province. Residential areas are located nearby agricultural
area and the road section. Houses are firmly constructed but mainly at grade 4 – tile roofed
houses (popularly designed in rural area). Traffic road system includes inter-commune road
and inter-district roads facilitates local resident’s assessing. Other public facilities as schools,
markets, medical stations are also available. Electric are fully provided. Water for daily used
are mainly from open-wells and drilled-wells.
Water sources
Day river
The largest river in the region is Day river. The river is located in Y Yen district (Nam Dinh
province) at around Km 265. The river is in the system flooding relief of Red river delta.
However, with embankment system along the Day river, no over-flow water phenomenon
from Day river to the area at the location of the road has been found.
No flora and fauna in the red list are found in the region including Day river.
Other rivers as Vac in Nam Dinh province (Km270+385), Vo in Ninh Binh province
4-7
(Km272+110) are water sources for regional irrigation & drainage which connects to Day
river and Hoang Long river respectively.
Cultural religion
Baddish and Christian are popular religions in Nam Dinh and Ninh Binh in which, baddish
account up to 80% of the total.
No minor ethnic residents are in the area of road section
•Section 2:
Km 275 to Km310
Main roads of the region
National road No. 1A is a main road crossing the expressway. The remaining is local road
system including inter-commune and inter-district roads.
The road section is located in the mountainous area in Ninh Binh (Tam Diep mountain range)
and Thanh Hoa provinces. Therefore, Tam Diep tunnel will be applied in the design
alternative.
Residential distribution and local infrastructure
Residential areas are thinly distributed along National road No. 21B and local roads in which,
Yen Thinh commune will be separated by the expressway. Water by open wells or drilled
wells are fully equipped but assessing roads are earth road popularly creating difficulties
during rainy season. Other public facilities as schools, medical stations and markets are
available facilitating residential daily life.
Road system
National road No. 217 and provincial road No. 512, and other two roads connecting National
road No. 1A and Tam Diep town are main roads of the region.
Water sources
Ben Quan Reservoir
The expressway crosses Ben Quan Reservoir at Km 295. Total capacity of the Ben Quan
Reservoir is estimated about 1.18 x 106 m3 with the catchment area is 22 km2. The reservoir
supports water for irrigation of 500 ha in Ha Long commune, Ha Trung district, Thanh Hoa
province. Fish growing in the reservoir is an additional purpose.
Other water sources as Ben Dang river (Km276+394), Hoat river (Km 298+77) located in
Thanh Hoa province which is for irrigation & drainage as well as local water traffic.
•Section 3:
Km310 – Km365
Cultural relics
Underground area of Ha Long commune potentially contains cultural relics on agricultural
activities by ancient people who first came to settle the area.
Ben Quan itself is an archaeological/memorial site for Tay Son insurgent army collecting in
Nguyen Hue dynasty (about 1780);
Geographic condition
The area is mainly flat land after Tam Diep mountain range. This area is the third largest delta
in the country which is for agricultural development. Elevation of cultivation area is about 1 –
2m. Residential area is located on higher area with elevation ranges from 3.5 – 4m. Local
roads surface are in range of 5 to 6m.
Residential distribution and local infrastructure
Residential areas are distributed sparsely nearby cultivation area as a popular habit of Vietnam
agriculture. The expressway crosses rural areas and cultivation areas of 7 districts of Thanh
Hoa province namely: Ha Trung, Vinh Loc, Yen Dinh, Thieu Hoa, Dong Son, Trieu Son and
Nong Cong.
In each commune of the region, public infrastructure are fully provided including medical
station, schools, cultural houses, electricity and telephone system. Especially, local road
systems have been upgraded from earth road to concrete and asphalt facilitating local traffic
demand. Drinking water sources for local residents are mainly open wells or drilled wells. But
domestic water freely spreads to home gardens or nearby irrigation & drainage canals.
Main crops of the regions changes following seasons but mostly includes water rice, sugar
canes, and other upland crops as vegetables, cucumbers.
Road system
The expressway crosses roads at levels: national roads, provincial roads, inter-district roads,
inter-commune roads, and other local roads. However, National road No.45 (Km326+200),
national road No. 47 (Km328), national road no. 45 (Km341), provincial road No.520
(Km348+036), provincial road No. 506 (Km357+263) are main roads for regional
transportation which has been mainly upgraded for asphalts.
Water sources
4-8
Ma river
The expressway crosses Ma river in Vinh An commune of Vinh Loc district, Thanh Hoa
province. Width of Ma river is about 500m by two dykes system on both river sides. The river
is located in the Ma catchment area of 28,400 km2. Water level changes by season, especially
in flooding season (June to December annually); it reaches 9 – 11m of elevation. The highest
water capacity of the river is in months from July to September, counting up to 55% of total
yearly water volume. Flooding phenomenon lasts about 2 – 2.5 days.
Other rivers within Ma catchment area is Cau Chay river (Km313+900), Mau Khe
(Km316+680), Chu river (Km318+900), Hoang river (Km335+969), Nhom river
(Km342+240), Muc river (Km349+392) which requires bridges alternative for the
expressway.
Yen My Reservoir
The expressway crosses Yen My Reservoir. The Reservoir is located in Tinh Gia district,
Thanh Hoa province which has been in operation since 2006. Total water capacity is estimated
about 124 x 106 m3 with 23m water height in the reservoir. Main purposes of the reservoir are:
(i) water supply for more than 5,000 ha of agricultural area in Tinh Gia district; (ii) flooding
protection for residential areas in Tinh Gia and Nong Cong districts; (ii) water supply for Nghi
Son industrial area with total capacity of 55,000 m3/day.
•Section 4:
Km365 – Km416
Cultural relics
The express way is closed to the cultural relic’s protection area within Do mountain. Location
is at Km 320 of the express way an in Thieu Tan commune, Thieu Hoa district, Thanh Hoa
province. The road is separated from the Do mountain by a range of residential houses of
Thieu Tan commune distributing along the foot of Do mountain.
The basalt Do Mountain with height of 158m is located nearby Chu river. The ancient relics
were found mainly on the mountain side with height of 70 - 80m. Archeological survey has
been conducted since 1960th for more than 2,500 relics in which, 90% contains pieces as
choppers for ape-men’s daily life. Time period of those pieces has not been clearly defined but
in the stone age. Some estimated about 400,000 years ago but others supposed 5,000 years
ago.
Antiques have also been discovered surrounding residential areas as well as in their garden.
Some are ancient stone choppers and some are bronze-money, eating bowls and plates from
Ly or Tran dynasties (about 1000 years ago). Antiques’ hunting for trading has been popular
recently in the areas by residents from neighbor communes as Thieu Van, Thieu Giao.
Thanh Hoa province has met difficulties in management of the cultural relic’s area. However,
the area is mainly for scientific study.
Geographic condition
The expressway crosses mountainous areas in both Thanh Hoa and Nghe An provinces. The
elevation of hills that the expressway crosses by is in range from 12 – 25m. Elevation of
cultivation areas changes from 7 – 8m. Residential areas and local roads are located
surrounding hill sides and in valleys of high mountains with elevation changes from 12 – 15m.
Residential distribution and local infrastructure
Three districts are located within the project area are Tinh Gia (Thanh Hoa province), Quynh
Luu and Dien Chau (Nghe An province). Residential areas are distributed on hill sides and
valleys of mountain ranges in which, Tan Binh commune village (Quynh Vinh commune,
Dien Chau district, Nghe An province) is the most separated by the expressway.
Living condition of residents has been improved by public infrastructure upgrading and fully
provided with schools, cultural houses, medical stations, electric and telephone systems. Local
roads in some areas are still earth roads creating difficulties for traffic and transportation.
Water for daily life is popularly provided by open wells and drilled wells.
Road system
Beside local roads from communities, main roads of the region crossing the expressway are:
Provincial road No. 537 (Km405+800), National road No. 48 (Km414+250), Provincial road
No. 538 (Km424+600). National railway is also cut through (Km405+800). Those are main
transportation routes for provincial demand. Provincial roads and national roads are almost
asphalt facilitating transportation requirements.
Water sources
Hoang Mai river originating from Vuc May Reservoir is a main water source that the
expressway crosses. The river supports water for irrigation system in Quynh Luu district and
flooding relief from Vuc Mau Reservoir to the sea.
Some reservoirs close to the expressway are mainly for agricultural water purposes, such as
Khe Nhoi Reservoir (km385 with less than 100m from the road center to the reservoir), Khe
Hung Reservoir (separated from the expressway by a range of a mountain in Tan Hoa village,
4-9
Quynh Vinh commune), An Nghia Reservoir (200m away from the road center at km 399),
Khe May and Dong Lam Reservoirs (about 150 – 400m away from the road center at Km400).
•Section 5:
Km416 –Km478 (end
of the expressway)
Cultural relics
No cultural relics are suspected in the region
Residential distribution and local infrastructure
The area along the road represents rural areas of Nghe An and Ha Tinh provinces except minor
road section from 439 – Km444 crossing a range of mountain without residential area. The
expressway alignment is adjusted to run within agricultural area and nearby residential area.
However, some communes will be separated as Dien Phu, Xuan Duong and Nghi My in Dien
Chau district, Nghe An province.
In each commune, public infrastructures are fully provided including schools, medical station,
electricity and telephone lines and concrete/asphalt local roads. Open wells and drilled wells
are popular for daily water usage of local residents. Regional drainage follows local
agricultural canal systems while no domestic sewerage systems are installed. Waste water
from households is freely discharged to home gardens or local canals.
Road system
Besides local roads in communes, main roads for regional transportation amongst districts and
connecting provinces are cut through by the expressway as: provincial road No. 538
(km424+600), provincial road No. 7 (429+500), provincial road connecting to South East
Economic zone (Km434), provincial road No. 534 (446+600), provincial road No. 46 (Km
462+800), provincial road No. 558 (Km467), National road No. 8B and existing national
railway (Km469), provincial road No. 542 (Km473+700), and National road No. 8A
(Km479 at the end of the expressway). All provincial and national roads and some other local
roads are asphalt roads with regular maintenance to support regional traffic demand.
Water sources
Lam river
The expressway crosses the Lam river at Km 473+700. The main river of Nghe An and Ha
Tinh provinces is Lam river with multi-purpose for industrial and agricultural development
including: (i) water for agricultural irrigation & drainage in districts of Nghe An and Ha Tinh
provinces; (ii) flooding relief from up streaming areas in Nghe An, Ha Tinh provinces; (iii)
water supply for industrial and residential areas in the two provinces; (iv) important traffic
demand by waterway within and amongst the two provinces. Total catchment area of the
region is estimated about 27,200 km2. In the region, flooding season lasts from June to
November annually however, dyke system on both river sides have been maintained flooding
situation for the region which is under management of relevant Department of Agriculture and
Rural Development in each province.
Some other small rivers in the project areas as La river (a branch of the Lam river), Dao river,
Vach Bac canal and local irrigation & drainage canals mainly support regional irrigation and
drainage purposes.
In the road section crossing mountainous area (Km 438 – Km445), some reservoirs are close
to the expressway with main purposes of flooding relief and irrigation for down streaming
agriculture development in Dien Chau district (Xuan Duong Reservoir – 200 m away from the
road at Km 440,000 reservoir – 100m away from the road at Km 443+600).
Cultural relics
No cultural relics have been found in the region due to consultation from relevant agencies in
the provinces.
Source：Study Team
(4)
Future Prediction (case of without project)
a.
Expressway Construction
According EIA report by TEDI, generally the expressway construction project includes and conducts
prior analysis of impacts by environmental impact assessment and prediction of these impacts under
the environmental related law and regulations, the project will not give such serious impacts to
natural and social environment.
4-10
1) Without project case
An alternative of without expressway project, due to increase of traffic volume, serious traffic
congestion may be accelerated on existing trunk roads as well as whole regional roads, and it may
lead to increase of vehicle emission gas, and these may become global warming cause. Also these
conditions will lead to accelerate the degradation of level of regional social environment and living
environment for local residents. As a result, these would be affected to the development of regional
economic development as well as Vietnamese economic development.
2) Other transport measure
There are not an effective and representative transport mean to fulfill recent increased traffic demand
and future traffic demand.
3) Alternative route alignment
The expressway project is composed an important role of the North-South expressway, the project
will be correspondent for congested issues of increased traffic volume and industrial development
plan with large volume of distribution of various goods. The project will save transport logistic
distance and hours from the northern delta region to the central and the southern region, also it is
important role to solve transportation demand within the objective project region and neighboring
region. Therefore in case of without project it will be given damage to socio-economic development
and health maintenance of local residents in view of regional and national society. Due to high speed
traffic and dangerous risky status on existing trunk roads, and these would be resulted accelerate
more traffic congestion and difficult to keep road traffic safety.
Vietnamese government has been requested to TEDI for FS study on the expressway project for
assessing land acquisition, resettlement and environmental impacts. in2010. On the basis of the FS
study, in order to minimize and avoid impacts on populated area, agriculture land protected area the
project section of the expressway had been proposed.
4-11
4.2 Environmental Improvement Effects with the Project
4.2.1 Project implementation and Environmental Improvement Effects
(1)
Fuel Consumption and Reduction Effect of Vehicle Emission Gas
The project will contribute to solve increase of traffic volume and traffic congestion in future, while
increase of CO2 will affect global warming impact due to traffic volume increased. Regarding
reduction of vehicle emission gas and fuel consumption due to shorten traveling distance and
reduction of traffic congestion, it will effect plus impact to the environment. However the benefit of
effect may be canceled by increase of travel distance. The design of the road with median and
regulation of bike access in the expressway, it will be safety driving and reducing traffic accident per
vehicle hour.
(2)
Saving of Travelling Hour and Contribution to the Regional Economic
The expressway will affect generation of economic cost due to loss of agriculture beside the
construction cost, economic advantage by saving fuel consumption and travelling hour will cover
these losses. The expressway will vitalize agricultural production, increase of vocational opportunity,
and improve accessibility of social services, and balanced fair economic development to the region.
(3)
Application and Transfer of Japanese Advance Technology
To apply Japanese advanced technology and transfer to the project, improvement of O&M efficiency
for the expressway, it may expect improvement of service level and management of operation,
maintenance. The regional traffic, of which serious traffic congestion will be accelerated worth in
near future, will be efficient and improved. Application of Japanese advanced technology will
contribute smooth transport logistics, and it will contribute industry and economic in the region. As a
result it will give a desirable effect to social environment.
(4)
1)
Quantitate Analysis on Reduction of Emission Gas as Green House Effects
CO2 Emission from Traffic Vehicles at the Project Vicinity Area in Target Year (with project case)
Traffic volume demand forecast by vehicle types in target years was analyzed by the study team. CO2
emission per vehicle type per traveling speed (g-CO2/km. vehicle):
CO2 emission volume is depends on traveling vehicle speed, the predictive calculation has been
applied by the Civil engineering data, Vol. 43, No.11,pp. 50-55, Institute of Japan Civil engineering
Assn. The CO2 emission per km per vehicle was applied 4 type vehicles in accordance with different
4-12
level of traveling speed. The demand forecast result was classified in 8 vehicle types, then 8 vehicle
types have been converted in to 4 types of vehicle for CO2 emission calculation.
For analysis and prediction of CO2 emission g-/km in vehicle by type is shown formula on 4 type of
vehicle classified CO2 emission rate in Table 4-7.
Table 4-7 Formula on 4 Type of Vehicle Classified CO2 Emission Rate
Type of vehicle
Formula of CO2 emission rate (Unit: g-CO2/km)-1
Passenger car
EF= 1864.3/v-2.3201v + 0.020070v2+166.85
Small truck
EF= 521.8/v-4.9862v + 0.039262v2+308.57
Truck
EF=50.285/v- 27.312v+0.20875v2+1592.7
Bus
EF=2784.6/v- 12.752v+0.10590v2+854.18
Note: EF: CO2 emission rate(g-CO2/km・vehicle)､ v：Average traveling speed (km/h)
Source: Civil engineering data, Vol. 43, No.11,pp. 50-55, Institute of Japan Civil Engineering Association.
2)
Traffic Volume Converted in 4 Type Vehicle Classification
The CO2 emission per km per vehicle was applied 4 type vehicles in accordance with calculation
procedure. Table 4-8 shows 4 type vehicle conversions for 9 surveyed vehicle types and Table 4-9 to
Table 4-10 shows traffic demand forecast in target year in 4 types vehicle classification with project
case.
Table 4-8 4 Type Vehicle Conversions for 9 Surveyed Vehicle Types
Vehicle Type by the Study
Team
Passenger
Car
Bus<16
parson
Bus<35
parson
Bus>35
parson
Light Truck
Truck 2axles
Truck 3axles
Truck>3
axles
Motobike
Converted 4 type vehicle
Passenger
Car
Small
Truck
Bus
Bus
Passenger
Car
Small
Truck
Truck
Truck
0.3* Passenger
Car
Source： Study Team
Table 4-9 Traffic Demand Volume by Converted into 4 Type Vehicle Classifications
(with project case)
With Project Case
Unit: Vehicle/day
Target Year
Length (km)
Passenger Car
Small Truck
Truck
Bus
2015
216.2
19,963
57,551
66,565
85,153
2020
216.2
25,601
68,859
88,019
102,517
2025
216.2
28,330
79,563
110,609
121,477
2030
216.2
37,565
86,989
129,100
138,012
2035
216.2
51,115
103,991
131,708
149,633
2040
216.2
60,064
106,128
145,789
170,160
Source： Study Team
4-13
Table 4-10 Traffic Demand Volume by Converted into 4 Type Vehicle Classifications
(without project case)
Without Project Case
Target Year
2015
2020
2025
2030
2035
2040
3)
Vehicle/day
Highway
Length (Km)
Passenger Car
Small Truck
Truck
Bus
NH-1
212.4
280,261
129,954
50,046
115,036
NH-15
212.4
12,515
13,577
44,271
10,089
NH-1
212.4
311,912
145,946
53,406
128,014
NH-15
212.4
26,118
24,785
61,755
21,297
NH-1
212.4
342,320
157,105
55,743
137,236
NH-15
212.4
42,259
34,814
85,519
31,949
NH-1
212.4
364,174
176,106
70,777
147,287
NH-15
212.4
53,662
42,001
92,342
38,770
NH-1
212.4
391,098
198,945
84,763
160,200
NH-15
212.4
60,084
41,646
96,870
43,366
NH-1
212.4
441,610
208,260
100,846
174,587
NH-15
212.4
55,637
110,730
54,074
77,429
Source： Study Team
CO2 Emission Calculation in Target Years for With and Without Project Cases.
Traffic volume of 8 vehicle types was converted in to 4 types of vehicle for CO2 emission calculation
and following Table 4-11and 4-12 show predicted CO2 emission with project case in target years.
Table 4-11 Predicted CO2 Emission with Project Case in Target Years
With Project Case
Length
Target Year
(Km)
Passenger Car
Small Truck
Truck
Bus
Unit: Ton-CO2 /day
Total CO2
Total CO2 (Kg)
(Ton)
2015
216.22
62,220.7
306,219.5
1,693,019.4
1,504,357.7
3,565,817.3
3,565.8
2020
216.22
78,292.2
351,472.4
2,417,353.8
1,752,482.6
4,239,601.0
4,329.6
2025
216.22
89,653.2
393,057.1
2,595,047.5
2,004,485.3
5,082,243.2
5,082.2
2030
216.22
118,966.5
418,813.0
2,940,981.8
2,220,733.9
5,699,495.2
5,699.5
2035
216.22
170,455.3
496,972.5
2,927,462.1
2,363,272.4
5,958,162.3
5,958.2
2040
216.22
204,168.5
495,735.4
3,171,927.7
Source：Study Team
2,608,905.3
6,480,736.8
6,480.7
4-14
Table 4-12 shows predicted CO2 emission without project case in target year.
Table 4-12 Predicted CO2 Emission without Project Case in Target Years
Without Project Case
Target Year
2015
2020
2025
2030
2035
2040
Unit: Ton-CO2 /day
Total CO2
Total CO2 (Kg)
(Ton)
Highway
Length
(Km)
NH-1
212.4
897,299.5
492,943.2
996,498.7
1,456,142.3
3,842,884.4
3,842.9
NH-15
212.4
36,733.9
50,793.8
751,778.0
106,619.0
945,924.7
945.9
Passenger Car
Small Truck
Truck
Bus
NH-1
212.4
1,017,311.7
557,085.2
1,061,023.0
1,622,875.0
4,258,294.9
4,258.3
NH-15
212.4
80,053.0
94,879.6
1,070,715.0
243,218.1
1,488,865.8
1,488.9
NH-1
212.4
1,136,125.0
611,700.3
1,101,338.1
1,764,767.3
4,613,930.8
4,613.9
NH-15
212.4
139,817.9
142,740.8
1,585,149.3
391,152.9
2,258,860.9
2,258.9
NH-1
212.4
1,281,056.3
724,839.4
1,539,905.9
1,983,755.9
5,529,557.5
5,529.6
NH-15
212.4
192,216.4
185,610.3
1,832,900.9
506,054.4
2,716,782.1
2,716.8
NH-1
212.4
1,380,420.1
827,459.0
1,850,106.3
2,171,245.1
6,229,230.5
6,229.2
NH-15
212.4
221,801.7
187,779.4
1,968,215.1
583,540.0
2,961,336.2
2,961.3
NH-1
212.4
1,542,886.1
864,771.0
2,138,149.0
2,358,516.6
6,904,322.8
6,904.3
NH-15
212.4
245,577.6
216,100.9
1,915,547.2
645,172.0
3,022,397.6
3,022.4
Total CO2 (Ton)
NH1 + NH15
4,788.80
5,747.20
6,872.80
8,246.30
9,190.60
9,926.70
Source： Study Team
4)
Possibility of CO2 Reduction Effect
With regard to analysis shown in Table 4-11 and Table 4-12 of with and without projects, CO2
emission of with project case through entire route of 212km it will reach 3,566 ton per day in target
year of 2015, and in 2040 CO2 emission will reach 6,481 ton per day. While the without project
case CO2 emission will be 4,789 tons per day in years of 2015, and1m 2040 CO2 emission will reach
9,927 tons per day.
In comparison of with and without project, with project will reduce 34% to 53% of CO2 emission
than the without project case. This is a significant possibility on CO2 reduction effect accordingly.
5)
CDM (Clean Development Mechanism)
Implementation of the project will reduce greenhouse gas emission, developed countries will
promote their advanced environmental technology, energy saving technology will transfer to the
under development country. Project with reduction of global warming measure in objective country
will be implemented, and comparing to the project without measure, additional emission reduction
will be identified, the reduction volume of emission gas CER (Certified Emission Reduction) will be
possible to issue. It is able to apply the objective country’s achievement of emission reduction on
CER which received by the project implementation,
4-15
4.3 Environmental and Social Impact on the Project
Implementation
4.3.1
(1)
Environmental Social Consideration Items Necessary in the Next Phase
Impact by Expressway Project
Appendix 4-1, Table 4-2, screening format and Appendix 4-1, Table 4-3, preliminary environmental
review result, will be examined required items of environmental social consideration in next phase.
In this sub chapter, related impacts and issues on the expressway project, and mitigation measures
shown in detail.
a.
Summary
EIA of the expressway construction project had been done by TEDI in 2010. Mitigation measures
which described in environmental management plan (EMP) will be sufficiently conducted, the
expressway project will be carried without very serious environmental impact. Implement of
effective EMP which includes mitigation measures and monitoring plan, Environmental training and
supervision, monitoring will be necessary. The project implementation capability, the owner (PMU1
and PMU6), will be enforced the sufficient supervision capacity to the construction and monitoring.
b.
Environment
1) Water pollution caused by construction work
Construction activities generate temporally water pollution, silting by drainage and excavated earth
when sufficient measures will not be taken. These impacts which erosion control, construction
activities, drainage treatment discharged from camp site, detail care of chemicals and fuel handling
will be effectively mitigated. Solid waste generated by construction site and camp site will be
required in properly managed and disposal.
2) Soil erosion
Erosion may cause in earthwork section, bridge construction site and steep sloped section in
temporally.
Mitigation measure will include proper drainage in construction site, careful
preservation of surface soil. Downstream of the river at bridge construction site will require concrete
and gabion protection if necessary.
3) Water quality changes
Construction activities may temporally alteration of water regime of river system and sometime
affect clogging the stream. Excavation of borrow pit and reclamation may give attention in dry
season of which occur irrigation and drainage problems. The contractor shall be requested secure on
4-16
disturbance of channel flow and irrigation channel for farm land. When irrigation channel has given
damage, it should be improved as quickly as possible.
4)
Waste and disposal of surface soil
Generated waste in the construction site including demolish of structure before main construction
begin shall be required recovery and recycle as much as possible. The contractor shall be requested
that collection of wastes from camp site, construction site and shall keep clean and hygienic
condition.
5)
Air pollution
During construction, dust generated with construction vehicles and equipment, plants (asphalt and
stone crasher) may cause dust and air pollution on air environment. To apply fuel efficiency vehicle
and equipment, operation and maintenance of vehicle and equipment, it may be minimize minus
impact.
6)
Noise and vibration
Construction work and transport of truck and heavy equipment will cause noise and vibration impact.
Vehicles and equipment shall be maintained properly to avoid noise and vibration. Plant should be
allocated apart from inhabited area due easy to give impact. Construction work with noise and
vibration shall be made during day time.
7)
Handling of hazardous materials
During construction, fuel, oil and other hazardous chemicals shall be carefully handled with
transportation and storage. Lack of sufficient mitigation measure will cause spillage to surrounding
area. The contractor shall apply a certification on hazardous materials and handling, emergency
accident action plan shall be prepared.
i)
Accidents causing injuries
Accidents include traffic incidents and labor accidents during construction. The type of accidents
causing injuries is a dominant characteristic due to infrastructure construction activities on urban
routes. This accident type always sparsely happens. When it occurs, accidents always cause damage
at various levels.
ii)
Accidents caused by chemical explosion/fire
This type of accidents always relates to material storage yards. Chemical/materials, which may cause
explosion/fire, are mainly gasoline and oil used for plant.
iii) Accident expressive chemicals
4-17
Explosive chemicals in the war time shall be detected prior to construction, and secure safety of
workers and local peoples passing. Bombshell and land mine shall be removed before construction
begin, thee risk should be avoided.
8)
Alteration of Water Environment
The objective project section it has long span bridges and tunnels. Surface water and ground water
will have impact during construction. Minus impact caused by generation of turbid water, diffusion
of oil will increase erosion and impact to aquaculture, and these impacts will reach surrounding farm
land and residential land. During detail design the survey on water environment to rivers and
reservoir, and impacts causing long span bridge and tunnel construction should be identified and
proper mitigation measure will be requested.
i) Potential impact on Ben Quan Reservoir during construction and operation phases
A bridge with length about 688.5m crossing Ben Quan Reservoir is a solution in design. The bridge
connects two sides of the reservoir’s banks with span of 40m. Therefore totally 16 piles will be
constructed in the reservoir.
By the new technology of steel stake-piling for drilled piers, irrigation supporting capacity of the
reservoir will not be affected but water quality. Oil spreading and increase of suspended solid due to
unused soil, concrete during construction could impact on fish productivity and water quality for
irrigation purpose.
During operation, risk of unexpected car accidents falling down to the reservoir could increase oil
and gasoline spreading as a result, fish productivity and water quality for irrigation will be reduced.
Major impact on Ben Quan Reservoir during construction and operation phases shows in Figure 4-1.
Figure 4-1 Major Impact on Ben Quan Reservoir during Construction and Operation Phases
The expressway crosses Ben Quan Reservoir at Km
295 in Dai Son village, Ha Long commune, Ha Trung
district, Thanh Hoa province.
Ben Quan Reservoir is located in Ha Long commune,
Ha Trung district, Thanh Hoa province. Total water
storage capacity is 1.18 x 106 m3 with catchment area
of 22 km2. The reservoir supports 500 ha of irrigation
in Ha Long commune. Aquatic growing in Ben Quan
has been considered by DARD recently.
Ben Quan Reservoir
Ha Long Commune
Road Alignment
Source： Study Team
4-18
ii) Impact on water quality in Yen My Reservoir
The expressway will pass Yen My Reservoir as shown in Figure 4-2 and water quality of the
reservoir will have some impacts.
The Yen My Bridge is constructed crossing the Yen My Reservoir with total length of 1,386 m with 4
spans. The location of the bridge is considered 500 off the Yen My dam and 4km away from Water
Treatment Plant for Nghi Son industrial zone.
However, total three piers will be constructed within the reservoir that may affect water quality level
for irrigation and aquatic biomass within the reservoir during construction due to spreading of
uncontrolled oil leaks.
Figure 4-2 Impact on Water Quality in Yen My Reservoir
The expressway crosses Yen My Reservoir
by a bridge at Km 365 in Yen My
commune, Tinh Gia district, Thanh Hoa
province.
Water storage capacity in Yen My
Reservoir is 124.6 x 106 m3 with depth of
23m. Yen My Reservoir supports: (i) water
for irrigation of 5,000 ha of agricultural
area in Nong Cong and Tinh Gia districts;
and (ii) use of portable water and
production activities in Nghi Son industrial
zone with total capacity of 55,000 m3/day.
Source： Study Team
A conflict between acceptable water level for construction of bridge-piers and minimum water level
for irrigation and Nghi Son industrial zone demands, especially in dry season might be a risk by the
construction activities. According to consultation with the reservoir managers, minimum water
requirement for irrigation is 12.0m in depth. The Nghi Son Water treatment plan will be operated in
the year of 2012, of which total water capacity become up to 55,000m3/day. Therefore, minimum
water level in the reservoir should be recalculated to ensure both use of irrigation and industrial zone
purposes. Before construction, calculation of minimum water level in the reservoir shall be analyzed
with updated technologies applied to the bridge-pier construction within the reservoir.
During operation, risk of unexpected car accidents falling down to the reservoir could increase oil
and gasoline spreading as a result, fish productivity and water quality for irrigation will be reduced.
4-19
c.
Biogeocenosis
1)
Biogeocenosis in the Project Area
Almost biogeocenoisis in the project area is forest and agricultural land expected resident area.
Possibility of affection by expressway construction to biogeoenosis is low.
2)
Fauna and Flora
There is no valuable fauna and flora in the project area. However, common fauna (bug, mammal and
crawler) range along expressway. Expressway will pass through beside of prevention forest, and
capful observation is required at detail design and construction stage.
At construction stage, noise and vibration prevention measures are essential to protect from pollution
of construction stage.
(i) Tam Quy Forest (Protection Area in Thanh Hoa Province)
Figure 4-3 Impact on Tam Quy Forest (Protection Area in Thanh Hoa Province)
The expressway is directed nearby the national
protection area (Tam Quy-Sen forest) about 200m in
distance.
Forest management office
Location is at Km 305 of the express way and within
areas of Ha Linh, Ha Tan, Ha Dong communes, Ha
Trung district, Thanh Hoa province.
Tam
Quy
Sen
forest
The forest is located in the mountain with elevation
ranges from 50 – 350m while the express way is located
nearby the foot of the mountain.
200m
Expressway Alignment
Source： Study Team
i) Brief explanation of Tam Quy – Sen Forest
Sen Forest (forest of Madhuca pasqueri) has been a national protection area following Decision No.
194/CT in 1986 by the prime minister. The protection area has been under management of Center for
forestry technology application in Ha Trung district. Total area is about 500ha. Sen Forest is the last
natural forest on the species in Vietnam. Average population is 450 trees/ha in which, E. Fordii is 87
and M. pasqueri counts up to 363.
4-20
Two economically valuable species in the protection area are Madhuca pasqueri and Erythrophleum
fordii (Scientific names) which has been gradually loss in many regions of Vietnam, but in Ha Trung
district. While E. Fordii is a good timber, the M. pasqueri provides multiple purposes: wood
production, oil extracting from its grain for food, and leaves and its skin for traditional medicine.
Fauna species within the protection areas are not in the red list, including: wild boar, Muntjac,
squirrel, jungle fowl and lizards. However, fauna species could play some contribution in maintaining
the forest. Main threats to the protection areas have been considered as illegal timber exploitation,
animals hunting and M. pasqueri-grain collecting for oil.
ii) Impact consideration
The expressway section crossing area of Tam Quy forest is estimated about 5km from Thung Thi
tunnel to the National road No. 247, which is relevant to environmental impact on Tam Quy forest.
Road construction requires hundreds of work forces in the 5km of road and hundreds of shifts of
transportation vehicles of 7 and 10 tons in 1km section, which is closest to the forest. Therefore, a
competitively great number of workers and machines mobilized during construction of the road
section.
During construction, appearance of workers increases risk of illegal timber exploitation, grain
collection and animals hunting within the protection area. The area is characterized by locating
within the boundary of three communes, creating difficulties in workers management and relevant
administration procedures. This could increase difficulties in forest protection to the center for
forestry technology application in Ha Trung District.
Dust generation during construction could also affect growth of the trees in the forest by dust
covering on the tree-leaves reducing photosynthesis process;
Noise generated during construction might give impacts on relocation of the existing animals in the
protection areas, threaten to ecological equilibrium;
In operation phase, the express way facilitates the evils in escaping and transporting the illegal
exploitation activities to the protection area.
iii) Proposed mitigation measures
However, surrounding the protection area is low population of residential areas. Therefore,
effectiveness of the buffer zone shall be considered. Alternative of the mitigation measure may be
hard fence separating the protection area and residential areas which has been more considered
during detailed design. Figure 4.4 shows a proposed mitigation measure.
4-21
Figure 4-4 Proposed Mitigation Measures
By consultation with representative of
the Center for forestry technology
application in Ha Trung District, green
cover for buffer zone along the
express-way is necessary for the forest
protection in harmony with regional
environment. A 200m-range of buffer
zone should be covered by a popular
tree.
Tam
Quy
Sen
Forest
Buffer zone or fence
consideration
Road Alignment
Source： Study Team
3)
Social Environmental Impacts
(i) Resettlement plan
i) Project introduction and legal framework
The project study is based on the decision of a Prime Minister no.412/QD-TTg dated 11 April 2007
approved for the list of transport investment projects up to 2010; Decision no.7490 dated 26
December 2007 of the Premier office on the implementation of Ninh Binh - Bai Vot Expressway
project and Decision no.2667/QD-BGTVT dated 30 August 2007 of Ministry of Transport. The
project design considered some alternatives in order to mitigate impacts on environment and social
such as minimize passing the residential areas, the public works, cultural or sensitive assets and
protection areas etc.
ii) Efforts in minimizing land acquisition impacts
In a report of TEDI-March 2011, the engineering teams studied about alternatives of the cross
sections and alternatives of the routes. The cross sections studied and proposed by TEDI for a
Section Ninh Binh- Nghi Son of Thanh Hoa are with three alternatives for phase 1: (i) cross section
with 27.5 meter wide (4 lanes) and (ii) two alternatives of cross section with 35 meter wide (6 lanes).
The collection road proposed by TEDI is with 5.0 meter wide. There are also 3 studied alternatives of
the routes and the comparison of land acquisition impacts analyzed by TEDI is summarized as Table
4-13.
4-22
Table 4-13 Comparison of Three Alternatives of the Routes by TEDI
(Section Ninh Binh, Nghi Son of Thanh Hoa)
Item
Unit
1. Length
Alternative 1
Alternative 2
Alternative 3
Km
122
117
121
2. Number of bridges crossing rivers
Bridge
20
34
22
3.Number of bridges at interchanges
Bridge
19
16
16
4. Number of overfly bridges
Bridge
25
30
25
5. Tunnels
Tunnel
2
1
2
2
30,200
33,952
25,249
7. Affected houses (class 4)
2
m
35,585
41,932
29,752
8. Residential land
m2
3,180,000
3,730,000
2,650,000
2
6,301,000
7,258,000
5,268,000
m
2,073,000
Source： Study Team
1,585,000
1,733,000
6. Affected houses (class 3)
m
9. Agricultural land
m
2
10. Other lands
Alternative 1 and 3 pass less residential areas than Alternative 2, Alternative 3 acquires less
residential land than Alternatives 1 and 2. TEDI proposed Alternative 3.
The cross sections studied and proposed by TEDI for a Section Thanh Hoa – Bai Vot of Ha Tinh are
with two alternatives for phase 1 of a cross section with 34 meter wide. The collection road proposed
by TEDI is with 5.0 meter wide. There are also 2 studied alternatives of the routes and the
comparison of land acquisition impacts analyzed by TEDI is summarized as Table 4-14.
Table 4-14 Comparison of Three Alternatives of the Routes by TEDI
(Section Thanh Hoa- Bai Vot of Ha Tinh)
Item
Unit
1. Length
Km
Alternative 1
Alternative 2
98.2
100.7
2. Number of bridges crossing rivers (phase 1 and phase 2)
Bridge
21
18
3.Number of bridges (phase 1 and phase 2 including overfly bridges)
Bridge
8
9
site
52
52
4. Site over residential areas (phase 1 and phase 2)
Source：Study Team
There are also 4 alternatives studied for the specific subsections (i) subsection 1 at Km 393+678 to
Km 403+548 (Ba Chop mountain); (ii) subsection 2 at Km 425 to Km 439 (Tho Loc Industrial zone);
(iii) subsection 3 at Km 443 to Km 459 (Nam Cam B industrial zone); and (iv) subsection 4 at Km
460 to a junction with National Road 46). The alternative of route with less impacts on environment
and land acquisition impacts was proposed by TEDI.
iii) Land acquisition impacts
a. Project route
4-23
The route of the project passes through the communes, districts and provinces are shown as in Table
4-15. Detail data is shown Appendix 4-1, Table 4-6.
Table 4-15 The Route of the Project Passes through Communes, Districts and Provinces
Location
Number
District
Number of
Communes/ward
1
2
Km 260+000
Km 264+500
4,500
Nam Dinh
5
8
Km 264+500
Km 288+600
24,100
Thanh Hoa
8
36
Km 288+600
Km 386+577
97,977
Nghe An
5
34
Km 386+577
Km 474+095
87,518
Ha Tinh
1
3
Km 474+095
Km 478+918
4,823
20
83
Km260+000
Source：Study Team
Km478+918
218,918
Province
Nam Dinh
Total
From
To
Length (m)
b. Land acquisition impacts
Land acquisition impacts were analyzed by TEDI in early 2011 for two alternatives and as per TEDI
descriptions for the survey.
Scope of planning clearance boundary to withdraw land permanently for building the route has road
base for 6 traffic lanes, including farm road. Clearance boundary is determined to be road protection
land proportion in accordance with the Decree No.11/2010/ND-CP dated February 24th, 2010 of the
Government prescribing the management and protection of road infrastructure facilities, accordingly,
the road protection land proportion is calculated from the outer edge of road base (time of the
embankment or outer margin of the longitudinal groove at un-excavated and un-embanked road or
top margin of cut roof) to each side 10m.
In accordance with the Decree No.11/2010/ND-CP prescribing the management and protection of
road infrastructure facilities, safety corridor of the expressway with width from road base to each side
is 47m.
Withdrawn land is the area in clearance boundary of the Project. Surveying results show that
following types of lands will be affected in the project area:
- Residence land (Land for building house)
- Garden land adjacent to housing area. Garden area adjacent to residence land is understood as
garden areas in the same campus with housing area.
- Forestry land: hill land for growing eucalyptus tree, etc.
- Land for growing concentrated fruit trees: mango, pomelo, orange, mandarin, custard-apple, etc.
- Agricultural land: rice, vegetable and farm produce
4-24
Results of survey by alternatives are shown in Table 4-16 to Table 4-19 and detail result shown in
Appendix 4-1, Table 4-7 to 4-10.
c. Ninh Binh-Thanh Hoa Section
Table 4-16 Land Acquisition Impact by Alternative 1 with Width of 80 m
(Land in ROW is not included)
No.
Province/District
No. of District
No. of Commune
Area (Ha)
A
Nam Dinh
1
2
36.65
B
Ninh Binh
5
8
208.95
C
Thanh Hoa
8
36
597.79
46
843.39
Total (A+B+C)
14
Source：Study Team
Table 4-17 Impacts on Land Types by Alternative 1
Area (m2)
Province
Residential Garden Land Forestry Land
Land
Orchard
Agricultural
Land
Fish Pond
NAM DINH
17,446.80
38,833.20
0.00
0.00
30,6841.00
3,378.99
NINH BINH
141,236.00
314,361.01
0.00
596,300.00
1,007,514.00
30,036.00
TOTAL
410,069.12
1,061,332.95
354,563.88
1,089,366.32
5,469,681.73
48,737.16
4.86%
12.58%
4.20%
12.92%
64.85%
0.58%
Percentage (%)
TOTAL AREA
8,433,751.16
Source：Study Team
From 547 ha of agricultural land, there are 447.84 ha of paddy land and 99.16 ha of other annual
crops.
Table 4-18 Land Acquisition Impact by Alternative 2
(Land in ROW- 50 m each side is included)
Area
(Ha)
Province
89.71
NAM DINH
446.50
NINH BINH PROVINCE
1,473.88
THANH HOA
GRAND TOTAL
Source：Study Team
4-25
2,010.09
Table 4-19 Impacts on Land Types by Alternative 2
Area (m2)
Province
Residential
Land
Adjacent Garden
Forestry Land
Land
Land with Fruit
Trees
Agricultural
Land
Fish Pond
NAM DINH
64,680.00
97,020.00
0.00
0.00
732,018.31
3,378.99
NINH BINH
275,904.00
512,916.00
0.00
1,308,300.00
2,301,960.56
65,899.88
THANH HOA
690,211.41
1,368,664.94
1,124,870.62
1,632,712.05
9,869,650.85
52,680.18
1,030,795.41
1,978,00.94
1,124,870.62
2,941,012.05
1,290,3629.72
121,959.05
5.13%
9.84%
5.60%
14.63%
64.19%
0.61%
TOTAL
TOTAL AREA
20,100,867.79
Source：Study Team
The estimated number of households who would be affected by land acquisition for the alternative 1
(with 6 lanes = 10 m each side) is 4,823 households and with about 19,292 persons.
d. Thanh Hoa - Bai Vot (Ha Tinh) Section
Appendix 4-1, Table 4-11 shows names of communes, districts are affected.
Impacts on land types for Nghi Son (Thanh Hoa)-Bai Vot (Ha Tinh) area are shown in Table 4-20.
Table 4-20 Impacts on Land Type: Nghi Son (Thanh Hoa)-Bai Vot (Ha Tinh)
No
Commun,Ward
THANH HOA PROVINCE
1
Tan Truong
2
Truong Lam
Total
NGH AN PROVINCE
3
Quynh Vinh
4
Quynh Trang
5
Quynh Tan
6
Quynh Hoa
7
Quynh My
8
Quynh Lam
9
Quynh Giang
10
Dien Doai
11
Dien Yen
12
Do Thanh
13
Dien Lien
14
Dien Dong
15
Dien Hanh
16
Dien Quang
17
Dien Cat
18
Dien Loi
19
Dien Tho
20
Dien Phu
21
Nghi Dong
22
Nghi Phuong
23
Nghi My
24
Hung Trung
25
Hung Yen Bac
26
Hung Yen Nam
27
Hung Tay
28
Hung ao
29
TT Hung Nguyen
30
Hung Tan
31
Hung Thong
District
Area (m2)
Land
for
Garden land, crop Forest land
building house
Tinh Gia
0.0
0.0
67,186.18
259,945.63
0.0
97,803.73
0.0
0.0
0.0
0.0
23,972.20
8,020.22
20,818.65
34,621.04
0.0
6,128.29
0.0
12,717.72
00
12,105.01
171.73
0.0
0.0
0.0
28,094.02
4,500.44
12,675.25
60,593.50
3,000.00
1,168.81
0.0
12,350.00
0.0
6,250.00
9,905.56
7,066.67
533.33
0.00
0.00
55,049.87
0.0
0.0
0.0
0.0
0.0
0.0
5,000.0
5,908.01
4,331.31
74,836.94
0.0
137,542.24
15,437.82
0.0
0.0
0.0
0.0
6,089.96
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
177,791.73
399,198.43
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
183,320.04
369,140.01
187,794.13
229,379.75
68902.81
273,501.13
58,173.77
257,867.85
112,838.10
238,935.89
297,656.20
76,100.60
113,347.68
107,993.76
347,344.19
41,187.87
187,848.92
115,739.37
Growing concentrated
Agricultural
fruit trees
464,266.00
Quynh Luu
Dien Chau
Yen Thanh
Dien Chau
Nghi Loc
Hung Nguyen
55.82
0.0
48,500.0
11,720.21
45,447.14
20,483.00
0.0
17,666.67
13,33.33
0.00
15,976.87
4-26
108,806.1
84023.61
96,541.17
105607.15
153,157.69
445,815.63
199,822.47
38,369.83
162,647.00
34,100.34
32
Hung Tien
33
Hung Thang
34
Hung Chau
35
Hung Khanh
36
Hung Phu
Total
HA TINH PROVINCE
37
Duc Vinh
38
Yen Ho
39
Duc Thinh
Total
Total of project
1,866.67
800.00
2,266.67
0.00
1,600.00
4,666.67
7,544.21
5,199.40
0.00
4,000.00
0.0
0.0
0.0
0.0
6,000.0
0.0
0.0
0.0
0.0
0.0
80,263.67
117,988.10
47,468.00
63,109.53
92,485.00
15,600.00
2,400.00
266.67
39,000.00
6,000.00
666.67
0.0
0.0
0.0
0.0
83,155.00
113,016.84
12,557.43
289,942
572,181
914,701
0
5,417,367
6,906,011.70
Duc Tho
272,662.60
7,642,940.30
Source：Study Team
Based on the comprehensive survey, there are about 3,304 households affected by the Project,
equivalent to 16,520 affected citizens. This is the total number of households and citizens including
households losing land for building land, agricultural and production forest land.
The number of households losing residential land and houses is about 672 households, of which,
approximately 95 households in Thanh Hoa, 486 ones in Nghe An and 91 ones in Ha Tinh.
(ii) Compensation, assistance and resettlement
i) Affected Persons (APs)
The APs include the following persons and organizations:
a. Persons whose houses and/or property are in part or in total affected by the Project;
1. Persons whose agricultural and/or residential land are in part or in total affected (permanently
or temporarily) by the Project;
2. Persons whose crops (annual or perennial) and trees are affected in part or in total by the
Project;
3. Persons who affected by land acquisition for the relocation sites, if required to be developed for
the project APs.
ii) Non-eligible APs include those making claims based on subsequent occupation after the project cutoff date. Cut-off date of eligibility to compensation, assistance and resettlement
The cut-off-date means the date prior to which the occupation or use of any part of the project area
makes residents or occupiers or users of the same eligible to be recognized as APs. The cutoff date of
the project will need to be decided by the PMUs and Project Provinces and then announce to all of
APs. The cut-off date will be stated in RP later.
iii) Compensation, assistance and resettlement entitlement
The project entitlements developed and presented in the entitlement matrix below correspond to the
potential of impacted categories identified during the initial survey. Entitlements adopted are based
on Government laws and International Standards on Involuntary resettlement. It should be noted that
4-27
these entitlements may be enhanced, as necessary, following the conduct of IOL and consultation
with APs in next phase of the project study to ensure that losses are restored and peoples’ livelihood
are stabilized or improved.
(iii) Resettlement arrangement and income restoration and rehabilitation
i) Number of relocating households
The compensation for residential land plots will be either in kind (plots) at the relocation sites or in
cash at replacement cost.
The estimated number of households who would be affected by residential land and houses by a
section Ninh Binh-Thanh Hoa are about 1,285 households (56 households in Nam Dinh, 320
households in Ninh Binh and 909 households in Thanh Hoa province). The number of households
losing residential land and houses by a section Thanh Hoa-Ha Tinh is about 1,071 households, of
which, approximately 70 households in Thanh Hoa, 853 HH in Nghe An and 148 HH in Ha Tinh.
ii) Budget preparation for resettlement
The number of relocating households will be more accurate through IOL for preparing the RP later in
next phase. Table 4-39 shows cost estimation on preliminary analysis for resettlement. However the
estimation is not IOL survey conducted, it is not accuracy on number of trees, graves, and public
facilities. Detail resettlement cost estimation is shown in Appendix 4-1, Table 4-17.
iii) Relocation arrangement
The resettlement arrangements are followed with the Articles 33 to 38 of Decree 197/2004/ND-CP
and Decree 84/2007/ND-CP. The resettlement site must be at least as the same conditions of the
affected villages or otherwise improved and as close as possible to the affected communities.
Fully affected residential plot with house (households have to be relocated): Plot no longer viable for
continued use and the entire property to be acquired. This will be determined by the District
Compensation, Assistance and Resettlement Committees and concurred with by the affected
household during DMS.
iv) Monitoring and evaluation
a. Internal Resettlement Monitoring
Internal Monitoring is the responsibility of PMU1 and PMU6 and the District Compensation,
Assistance and Resettlement Committees with support from the project consultants and local
authorities.
4-28
PMU1 and PMU6, through their Environment and Resettlement Teams, will submit semi-annual
monitoring reports to the Provinces and financier. Internal monitoring reports will include but not
limited to the following information:
1. Number of displaced persons and categories, status of compensation payment and relocation of
APs.
2. Status of disbursement of compensation payment to APs.
3. Status of income restoration planning and implementation issues
4. Results of complaint handling and any pending issues that require management attention and
action
5. Concerns and needs raised by severely affected households, poor and vulnerable groups and how
these concerns are being addressed.
b. External resettlement monitoring
The main objective of external resettlement monitoring is to provide an independent periodic review
and assessment of (i) achievement of resettlement objectives; (ii) changes in living standards and
livelihoods; (iii) restoration of the economic and social base of the displaced persons; (iv)
effectiveness and sustainability of entitlements; and (v) the need for further mitigation measures as
required.
iv) Grievance mechanism
A well-defined grievance redress and resolution mechanism will be established to address DP
grievances and complaints regarding land acquisition, compensation and resettlement in a timely and
satisfactory manner. All APs will be made fully aware of their rights, and the detailed procedures for
filing grievances and an appeal process will be publicized through an effective public information
campaign. The grievance redress mechanism and appeal procedures will also be explained in the PIB
that will be distributed to all APs.
The AP complaints can be made verbally or in written form. In the case of verbal complaints, the
committee hearing the complaint will be responsible to make a written record during the first meeting
with the AP. The APs will be exempt from or PMU1 and PMU6 will pay for all administrative and
legal fees incurred in the resolution of grievances and complaints.
The external monitoring agency will be responsible for checking the procedures for and resolutions
of grievances and complaints.
(v) Cost estimation proposed
a. Cost for implementation of mitigation measures
4-29
The cost for organization, training, dissemination, procurement, operation of equipment, and
manpower for implementation of mitigation measures in and out of the site in accordance with the
client requirements are integrated in construction package. Contractors will be responsible to study,
prepare alternatives and offer cost estimation for these activities.
b. Monitoring cost
i) Cost for frequent monitoring of Construction Monitoring Consultant (CMC)
The Contractor when participating in bid competition of CMC packages under the project are
responsible for proposing organization and monitoring plan on the Contractor’s compliance of
mitigation measures. CMC will be required to arrange staff and detailed working plan to serve
environmental sanitation and labor safety management on and around the site. The cost for this
assignment will be proposed in the contract agreement with CMC. Cost for CMC hiring will be
defined later depending on construction works.
ii) Cost for community monitoring system
According to Vietnam legislation, the participation of community-based monitoring system will be
primarily in voluntary mode without any assistance cost. Activities from community-based
monitoring system should be approved by Communal Fatherland Organization. Therefore, no cost
estimation is made for this item in the project.
iii) Monitoring cost of Independent Environmental Monitoring Consultant (EMC)
PMU will have a contract with EMC during construction phase of the project. EMC will implement
assignments of all project components as mentioned in TOR. By initial estimation, 13,000 USD is
rated for each periodical monitoring report (every 6 months) in total 48 months of construction and
12 months during operation. Initial cost for EMC implementation is 130,000 USD.
iv) Implementation cost of environmental quality monitoring program
Based on the above-mentioned monitoring program, the estimated cost for implementing
environmental quality monitoring program is presented in the annex. Results for cost estimation are
about 101,694 USD.
c. Cost for implementation of capacity building and training
The cost estimation for implementation of capacity building and training is shown in Table 4-21.
4-30
Table 4-21 Cost Estimation for Implementation of Capacity Building and Training
Training Contents
Subject to be Trained
Training on labor safety and environment
sanitation
Workers and technicians
of Contractors
Training of general
management process
Training on CEMP
PMU’s staff in charge of
construction packages
Environmental staff under
ward/commune PC in the
project area
Staff in charge of labor
safety and environmental
sanitation under CMC
environmental
Training
on
Site
Environmental
Management Program (SEMP)
Number of
Trainees
Unit Cost (USD)
Total Cost
(USD)
-
Based on construction
contractor
determination
-
85 persons
150 USD/person
12,750
208 persons
150 USD/person
31,200
15 persons
150 USD/person
2,250
Total Cost
46,200
Source： Study Team
d. Cost estimation
Cost estimation in the phase of Preliminary Environmental Assessment includes: (i) Cost for
consultant to prepare EIA; (ii) cost for EMP.
Initial estimation for EIA preparation is based on contract between PMU and EIA consultant. One
year survey and environmental assessment from 5 environmental specialists are estimated for EIA
preparation. Based on experience, 150,000 USD is for EIA preparation works. Total cost estimation
for environmental assessment and monitoring during project implementation is shown in Table 4-22.
Table 4-22 Total Cost for Environmental Assessment and Monitoring System
Contents
Cost (USD)
EIA preparation
150,000
Cost for Independent Environmental Montioring Consultant
130,000
Cost for environmental quality monitoring program implementation
101,694
Cost for capability building and training
46,200
Total
427,894
Total; includes Contingency (5%), inflation (17%) and tax (10%)
498,218
Source：Study Team
(i) Opportunity of findings for cultural relics
Major impact on cultural relics during project implementation is shown in Figure 4-5.
4-31
Figure 4-5 Major Impact on Cultural Relics during Project Implementation
The express way is
closed to the cultural
relics protection area
within Do mountain.
Cultural relics area –
Do Mountain
The location is at Km 320
of the express way an in
Thieu Tan commune,
Thieu Hoa district, Thanh
Hoa Province.
The road is separated
from the Do mountain by
a range of residential
houses of Thieu Tan
commune
distributing
along the foot of Do
mountain.
Road alignment
Source： Study Team
i) Brief introduction on Do Mountain – the area of cultural relics
The basalt Do Mountain with height of 158m is located nearby Chu River. The ancient relics were
found mainly on the mountain side with height of 70 - 80m. Archeological survey has been
conducted since 1960th for more than 2,500 relics in which, 90% contains pieces as choppers for
ape-men’s daily life. Time period of those pieces has not been clearly defined but in the Stone Age.
Some estimated about 400,000 years ago but others supposed 5,000 years ago.
Antiques have also been discovered surrounding residential areas as well as in their garden. Some are
ancient stone choppers and some are bronze-money, eating bowls and plates from Ly or Tran
dynasties (about 1000 years ago). Antiques’ hunting for trading has been popular recently in the areas
by residents from neighbor communes as Thieu Van, Thieu Giao.
Thanh Hoa Province has met difficulties in management of the cultural relics area. However, the area
is mainly for scientific study.
Figure 4-6 shows ancient relics found in Do Mountain area.
4-32
Figure 4-6 Ancient Relics Found in Do Mountain Area
Ancient pieces
Ape-man skull
Stone chopper
Source： Do Mountain cultural heritage web site
ii) Impact consideration
By statistic in the FS design, construction of the Nui Do Bridge (crossing Do Mountain) requires
great number of work forces (1,426,159 work forces). Increasing ancient relics hunting within the
mountain area is a main risk during construction and operation phases due to presence of workers and
increase of difficulties in personnel management from both construction contractors and communal
authorities. Therefore, social disturbance, evils and conflicts between local residents and workers
could be a risk during construction.
Loss of ancient relics during road foundation construction is another risk when no warning from
contractors to workers.
iii) Opportunity to find during construction
Cultural relics may be found in the road foundation in Ha Long commune and within reservoir at
piling construction. Damaging of the found relics is a potential risk during construction. For
4-33
mitigation measures, chance find procedure as mentioned above shall be applied. Risk of reducing
water quality for irrigation in Ben Quan Reservoir
iv) Proposed mitigation measures
Strict management of workers as temporary residence registration should be implemented by both
contractors and local People’s Committees; finding chance procedure is proposed bellow of which,
responsibilities of each party is clarified. If the Contractor discovers archeological sites, historical
sites, remains and objects, including graveyards and/or individual graves during excavation or
construction, the Contractor shall:
1. Stop the construction activities in the area of the chance find;
2. Delineate the discovered site or area;
3. Secure the site to prevent any damage or loss of removable objects. In cases of removable
antiquities or sensitive remains, a night guard shall be arranged until the responsible local
authorities or the Department of Culture and Information takes over;
4. Notify the Construction Supervision Consultant who in turn will notify responsible local or
national authorities in charge of the Cultural Property of Viet Nam (within 24 hours or less);
5. Relevant local or national authorities would be in charge of protecting and preserving the site
before deciding on subsequent appropriate procedures. This would require a preliminary
evaluation of the findings to be performed. The significance and importance of the findings
should be assessed according to the various criteria relevant to cultural heritage; those include
the aesthetic, historic, scientific or research, social and economic values;
6. Decisions on how to handle the finding shall be taken by the responsible authorities. This could
include changes in the layout (such as when finding an irremovable remain of cultural or
archeological importance) conservation, preservation, restoration and salvage;
7. If the cultural sites and/or relics are of high value and site preservation is recommended by the
professionals and required by the cultural relics authority, the Project’s Owner will need to make
necessary design changes to accommodate the request and preserve the site;
8. Decisions concerning the management of the finding shall be communicated in writing by relevant
authorities;
9. Construction works could resume only after permission is granted from the responsible local
authorities concerning safeguard of the heritage.
v) Response methods in general
During construction, unrevealed works, vestiges and remains might be detected. The Contractor
and relevant agencies shall be responsible to protect these works/vestiges until they are handed over
4-34
to competent authorized agencies. Risks/hazards are diversified and some response methods for
common events /circumstances are shown in Table 4-23.
Table 4-23 Response Methods in Common Events/Circumstances
No.
1
Events
Detect cultural objects
or those which are
suspected
to
be
archaeological objects
2
Find
out
graves
during excavation
3
Complaints of the
community
on
environmental matters
relating
to
construction activities
Accidents occur in
construction
or
operational phase
4
5
Detect
materials
explosive
Actions
The Contractor keeps unchanged the current site
situation
and
report
to
the
construction
supervision/monitoring consultant (CMC)/PMU, local
museum and Department of Culture and Information in
the local area
Deliver detected objects to museum/functional agency
Review and decide whether excavation can be continued
or stopped for further survey
Director of Department of Culture and Information in the
local area will be responsible to manage objects following
Article 21 of Decree No.92/2002 regarding guidance on
implementing cultural heritage laws
Protect the current status and inform local authority
Determine methods and assign to relevant individuals,
implementation time and relocation places (if any)
Implement proposed methods
Immediately implement improvement methods if
possible
Make notes and records in the construction diary
Discuss with Client/local authority if there is any conflict
Give first aid treatment and move victims to the nearest
medical center if necessary
Install danger sign-boards
Prepare minutes and description of the accident
Protect the site
Inform local authority
Contact local army unit to request for support
Source： Study Team
Responsibility
Contractor,
Supervision
CMC in coordination with
Contractor
Department of Culture and
Information
Contractor,
agencies
relevant
Contractor
Contractor, PMU and local
authority
Workers and community
near the place where
accidents happen.
Contractor, Client and
local authority
Contractor in coordination
with local authority
(vii) Underpasses on potential problems
Underpass is a solution for crossing many local roads, has been considered technically in its design.
Total number of underpasses in the project accounts in 92 along 220km from Nam Dinh to Ha Tinh
province. Their dimensions have been followed national design standard in which, height-distance
is 3.5m to facilitate residential demands in local areas. However, less case of experience on existing
expressways, some minor improvement should be applied in further step of design consideration as
followed:
Direction of underpass should be in line with existing road; elevation height of underpasses should
be incorporated with local road elevation. Figure 4-7 shows underpasses on potential problems.
4-35
Figure 4-7 Underpasses on Potential Problems
When direction of the underpass-alignment is
always perpendicular to expressway route, a
zigzag line incorporated from local road and
underpass could reduce observation capacity of
passengers. Therefore, underpass alignment
should be in line with local road in the detailed
design, facilitating local demand.
Underpass and local road
are in line
Road alignment
Experience learned from existing expressway,
elevation height of the underpass is not
incorporated with planned local road elevation.
Increase of local road elevation lead to local
flooding within underpass area and affects local
environment and local traffic capacity.
Therefore, elevation of the underpass should be
considered with local road elevation plan in
further step of design.
<3.5m
Existing local road
3.5m
Underpass
Planned local road
Source： Study Team
(viii) Impacts on local irrigation system
1) A pumping station is potentially relocated at KM.276+400
Figure 4-8 shows impacts on local irrigation system. The expressway crosses irrigation and drainage
canals in 4 provinces (Nam Dinh, Ninh Binh, Thanh Hoa, Nghe An). Totally 353 culverts crossing
expressway and relocated canals have been shown in the FS study by TEDI which could be seen
popular solutions. Many of them are earth canals. Experiences learned from relevant problems on
existing expressway, sludge and sediment are accumulated in the crossing section of the culverts that
lead to reduce water conveyance capacity. As a result, water-shortage and local inundation along the
expressway are to become a problem during operation.
Technical design of irrigation and drainage standards should be incorporated with practice of
dredging capacity of culverts at crossing the road. Therefore, dimension of culverts should be studied
in the further step of design for both constraints as: (i) irrigation and drainage capacity; and (ii)
dredging capability along the culverts crossing expressway;
Another recommended solution is to reduce sedimentation of sludge and soil along the culverts, and
the construction of tank for collecting sand and sediment soil at location of canal on both sides of the
expressway. Regulation gates for culverts should also be considered in the detailed design.
4-36
Figure 4-8 Impacts on Dong Nan Local Irrigation System.
Dong Nan drainage pumping station is located in
Ninh Van commune, Hoa Lu district, Ninh Binh
province. The pumping station has 3 pumps with
total capacity of 2400 m3/h for 30ha drainage of
agricultural area within Ninh Van commune to Ben
Dang river.
The expressway potentially requires relocation of the
pumping station that should be early considered to
reduce impact of flooding on agricultural area in Hoa
Lu district.
The designed culverts crossing expressway
potentially reduce irrigation and drainage capacity
during operation.
Source： Study Team
(ix) Impacts on local cultural heritages and other sensitive places
According to document review and field site survey, the expressway alignment has been adjusted that
no cultural relics such as pagodas, temples, churches are affected by land acquisition. All surveyed
pagodas and temples are away of 100m to 234m from the Right of way (ROW) of the expressway.
However, some tombs or cemeteries from local residential areas might be relocated, such cemetery
of about 20 tombs in Phuc Hau village, Dong Xuan commune, Dong Son district, Thanh Hoa
province.
Social Environmental impact emphasized during construction is traffic disturbance and traffic safety
issues by the construction activities to local residents, patients, pupils, students and religion-believers
in rush hours when they travel to schools, hospital, and religion places.
Typical sensitive area may be Dong Xuan primary school in Dong Xuan commune, Dong Son district,
Thanh Hoa province as shown Figure 4-8. The expressway will separate Dong Xuan primary school
and Phuc Hau village area which potentially disturb access capability for pupils to go and come home
from school. Safety access and alternative detour paths during construction shall be prepared in
special attention to avoid risks of accidents.
4-37
Figure 4-9 Sensitive Area at Dong Xuan Primary School in Dong Xuan Commune
National
Rd. 45
National
Rd. 47
Expressway
Dong Xuan Primary School in Phuc
Hau Village, Dong Xuan Commune
Source： Study Team
Location of the school is apart 31m from the expressway. In operation phase, noise and vibration by
vehicle driving is given potentially impact on teachers, pupils and their study activities during class
hours.
Table 4-24 Sensitive Places during Construction and Operation Phase
No.
1.
Place
Trai Me pagoda
2.
Do Quan pagoda
3.
Saint Ca temple
4.
Ha
Tien
kindergarten
Ha Linh primary
school
Ba Bong pagoda
5.
6.
14.
Dong
Thinh
secondary school
Dong Son high
school
Dong Son 1
primary school
Dong
Son
hospital
Dong
Xuan
primary school
Thieu
Hop
primary school
Cong Liem 2
primary school
King Le temple
15.
Voi Phuc temple
16.
Bach Lieu temple
7.
8.
9.
10.
11.
12.
13.
Distance to the
expressway
Administrative location
Station
Yen Khang commune, Y Yen district, Nam Dinh
province
Yen Khang commune, Y Yen district, Nam Dinh
province
Tan Binh commune, Tam Diep district, Ninh Binh
province
Ha Tien commune, Ha Trung district, Thanh Hoa
province
Ha Linh commune, Ha Trung district, Thanh Hoa
province
Vinh An commune, Vinh Loc district, Thanh Hoa
province
Dong Xuan commune, Dong Son district, Thanh Hoa
province
Dong Xuan commune, Dong Son district, Thanh Hoa
province
Dong Xuan commune, Dong Son district, Thanh Hoa
province
Dong Xuan commune, Dong Son district, Thanh Hoa
province
Phuc Hau village, Dong Xuan commune, Dong Son
district, Thanh Hoa province
Thieu Hop commune, Thieu Hoa district, Thanh Hoa
province
Cong Liem commune, Nong Cong district, Thanh Hoa
province
Hung Phu commune, Hung Nguyen district, Nghe An
province
Hung Phu commune, Hung Nguyen district, Nghe An
province
Hung Phu commune, Hung Nguyen district, Nghe An
province
Source： Study Team
Km261+700
80m
Km262+500
90m
Km279+750
140m
Km300+550
350m
Km306+300
98m
Km310+400
234m
Km327+450
50
Km328
100
Km327+500
181
Km327+500
700m
Km327+400
31m
Km349+150
50m
Km358+100
250m
Km473+600
100m
Km473+600
200m
Km473+600
200m
4-38
Mitigation measures considered: Mitigation of noise-barrier such as a range of trees is necessary for
the school. Sensitive places along the expressway: All sensitive places are listed in the Table 4-26
which should be considered during construction and operation phases.
(x) Epidemic
Epidemic should be careful about infrastructure construction site. Generally, epidemic will be caused
because of poor hygiene situation at digging works, material transportation and overflow of
construction discharged water. Labor and resident will be affected by epidemic.
(2)
Impacts during Operation Maintenance Phase
a. Pollution Measures
1) Air pollution
Expressway may secure flow of traffic volume and avoid traffic congestion, air pollution would be
minimizing in operation and maintenance phase. Air pollution will be effect on road alignment
design, especially inter-junction design. To control vehicle exhausted gas within permissible level,
Strengthen of traffic control will be required including regulation of vehicle emission gas. Project
implementation body shall be requested to implement in corporate with local traffic police and
provincial authority. Due to avoid diffusion of dust, tree plantings along the both side of the
expressway will be required as recommended in detail design of future.
2) Water quality
Existing natural water (include underground water) will be polluted by defluxion of baleful surfaced
water, which pavement oil, oil from accident vehicles, tire, etc. In case of parking space on the
expressway development, water should be abided for water regulation in Vietnam.
3) Sedimentary soil
Slope surface soil of embankment and cut section will be flow by heavy rain, and sediment at
drainage facility, and caused flood along the expressway at rainy season. Cleaning of drainage facility
is required at road maintenance.
4) Waste
Waste will be arising from toll gate and parking area. Disposal waste will affect to river pollution and
deteriorate water quality along the expressway. Disposal waste should be managed by environmental
management role and monitoring plan.
4-39
5) Noise and vibration
In general noise from expressway may assume to reach the permissible level of residential area even
100m apart from the expressway. Receiver of Noise impact is always residential area. In the detail
design stage, location of most nearest residential area shall be identified and considered anti-noise
measure, facilitation of anti-noise fences and/or, densely planting of trees will be considered to
control less than permissible level of 60dB.
b.
Natural Environment
1) Prevention area
Proposed expressway will pass through beside Tam Quy Sen preservation forest (Thanh Hoa
Province). By consultation with representative of the Center for forestry technology application in Ha
Trung district, green cover for buffer zone along the express-way is necessary for the forest
protection in harmony with regional environment. A 200m-range of buffer zone should be covered by
a popular tree.
2) Biogeocenosis (animal)
Proposed expressway will not affect to agricultural biogeocenosis. Pavement surface oil from
vehicles will affect to existing river water and water biogeocenosis, and interceptor tank should be
facilitated to prevent water pollution.
3) Underground water
Water vein of tunnel section should be surveyed at detail design phase by boring exploration.
Periodic monitoring is required for underground water level and quality.
4) Topography and geology
After construction at cut section especially tunnel, slope protection by seed spreading should be
considered at detail design and construction phase.
c.
Social Impact
1) Resettlement
Living environment and living recovery is important issue for resettlement residents. Government
should monitor and support to influence household cooperation with provincial DOT and
resettlement committee especially to the socially vulnerable.
2) Living and livelihood
Traffic of motorbike cannot pass through on the expressway, and use existing National Highway
No.1. Traffic volume on existing road will reduce because of expressway development. Along area
4-40
will divided by expressway, so box culvert and over pass bridge should be development for resident
along the expressway.
3) Land use and local resources
Convenience, value of land use along expressway will increase, and economic activities will improve
by expressway. And transportation of agricultural goods and industrial goods also will be increased.
Land use and local resources condition will improve by the expressway.
4) Distribution baneful influence and benefit
Government should monitor fairness of resident along expressway because baneful influence and
benefit by development expressway will be caused. Provincial committee should settle the issue
regarding fairness of resident along the expressway.
5) Resident of minority and the socially vulnerable
There is no minority along the expressway, however should consider for the social vulnerable such as
female, children and elderly people. Measurement to the social vulnerable should be studied based on
JICA guideline.
6) Cultural assets
Increasing ancient relics hunting within the mountain area is a main risk during construction and
operation phases due to presence of workers and increase of difficulties in personnel management
from both construction contractors and communal authorities. Therefore, social disturbance, evils and
conflicts between local residents and workers could be a risk during construction. Loss of ancient
relics during road foundation construction is another risk when no warning from contractors to
workers.
7) Landscape
Long span bridge has possibility to affect existing landscape. In detail design phase, bridge design
should be paid attention carefully.
8) Right to use for water resources
Oater pollution and fisheries right at river and reservoir should be compensated by provincial
government and system for compensation should be established.
9) Labor environment
Opportunity of work along the expressway will be increased because of industrial development along
the expressway. Labor environment for public welfare and health should be considered.
10) Risk and Hazard
4-41
Population along the expressway will increase and HIV/AIDS hazard will be increased to local
communities. Traffic accident on the expressway and along existing highway will be increased.
Sufficient management by government should be conducted to occupational health program and
traffic safety.
4.3.2
Comparison of Smaller Alternative Selection on Environmental Social Impact
Other Than the Project
(1)
Alternative Analysis
Through design review of TEDI’s study, as a whole route alignment of the Expressway would be
considered to avoid and reduce local residential area and the protected area. Following 2 section as
Ben Quan Reservoir and Yen My Reservoir have been analyzed as alternative alignment.
1) Expressway section from Km292+500 to Km 299 – Crossing Ben Quan Reservoir
Description of alternatives is shown in Figure 4-10 and in Table 4-26.
Alternative 1: The expressway crosses Ben Quan Reservoir and the army region by a bridge;
Alternative 2: The expressway crosses up streaming are of Ben Quan Reservoir to avoid crossing the
reservoir.
Figure 4-10 Alternative Alignments at KM.292+500 to KM.299 – Crossing Ben Quan Reservoir
Alternative 1
Ben Quang Reservoir
Alternative 2
Source： Study Team
4-42
Table 4-25 Comparison Analysis of Main Impacts of Alternatives (KM.292+500 – KM.299 section)
Main factors
Land
occupation,
resettlement
Alternative-1
Alternative-2
Almost no residential areas are affected by the
Households in 3 villages as Gia Mien 1, Gia
express way
Mien 2 and Quang Chiem in Ha Long commune
will be affected by relocation
Water quality in Ben
Directly affect water quality in the Reservoir
Water quality in upstream region of Ben Quan
Quan Reservoir
during construction and operation due to
Reservoir will be affected. Ben Quan Reservoir
pollution of oil leakages from machines,
is minor impacted
transporting vehicles
Cultural relics findings
Regional landscape
Some cultural relics surrounding Ben Quan
Major cultural relics are potentially found in the
Reservoir
The
old villages as Gia Mien 1 and Gia Mien 2. The
alignment takes minor impact on old cultural
are
potentially
excavated.
construction process may be difficult to estimate
villages as Gia Mien 1 and Gia Mien 2.
lasts longer due to finding process.
Existence of the expressway increase regional
Changes of plan-view of the expressway section
landscape by the combination of the Reservoir
do not increase positive landscape in the region.
and the bridge in the expressway crossing the
Reservoir.
Cost
Straight line of the expressway causes minor cost
In contradiction to the alternative 1
due to short distance.
Evaluation
Recommended
Not recommended
Source： Study Team
2) Expressway section from KM. 355 to KM. 370 – Crossing Yen My Reservoir
Description of alternatives from Km 355 to Km 370 of the express way: Selection of the alignment
when the expressway crosses Yen My Reservoir as shown in Figure 4-11 and Table 4-26 shows
comparison analysis of the alternatives.
Alternative 1: The expressway crosses mainly cultivation areas and Yen My Reservoir with main
bridge of 1,392m in length.
Alternative 2: The expressway follows the previous alignment, crossing Bong Bong Reservoir (down
streaming of Yen My Reservoir) by a bridge of 960m and cutting through Cac
Mountain by a tunnel with length of 1,100m.
4-43
Figure 4-11 Alternative Alignments at KM.355 to KM. 370 – Crossing Yen My Reservoir
Alternative 2
Bong Bong
Reservoir
Alternative 1
Yen My
Reservoir
Source：Study Team
Table 4-26 Comparison Analysis of Main Impacts of Alternative 1 and Alternative 2
Main Factors
Alternative 1
Alternative 2
Land
Affected households is reduced due to
acquisition,
avoidance of the route
Much more households will be affected by relocation
resettlement
Water quality in
Water quality in Yen My will be directly
Yen My water quality will not affected. Therefore, Yen
Yen
affected by spreading of oil and other
My Reservoir ensures water quality for Nghi Son
construction material during construction
industrial zone.
or by substance generated by transporting
However, water quality in Bong Bong Reservoir will be
vehicles during operation.
reduced affecting on downstream irrigation purpose.
Without tunnel construction, cost for the
Much more than alternative 1 due to existence of tunnel.
Reservoir
Cost
My
expressway is less than the alternative 2
about 1,150 billion dong.
Conclusion
Recommended
Not recommended
Source： Study Team
4.3.3 Information and Data Collection from the Project Implementation Body and Related Local
Administrative Organization
(1)
Environmental Social Information and Data by Local Stake Holder Meetings
Through the review on F/S study, field survey and screening by the study team, the expressway
project in the environmental point of view will be feasible.
As considerable issues during the construction and operation/ maintenance period, following items to
be identified; (i) pollution on ambient air, water quality and soil contamination. (ii) Social affection of
4-44
labor that working in local area, and threat of cultural assets lost, (iii) debasement of water quality in
Yen My Reservoir, and other minor affection. However, this affection can be avoided by appropriate
operation measures and alleviation measures.
Environmental monitoring should be implemented and result of monitoring will be reported to PMU
and provincial government.
1)
Community Consultation
The summary report is based on information collected during field site survey and detailed public
consultation reports. This report provides: (i) list of meetings conducted and participants; (ii) general
issues reflected from local governments and local representatives of relevant agencies; (iii) typical
samples of meeting minutes, list of participants and photos. Table 4-27 shows list of meetings
conducted and participants.
Table 4-27 Lists of Meetings Conducted and Participants
No.
Nam Dinh province
1.
2.
3.
4.
Ninh Binh province
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
Thanh Hoa province
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
Agencies
Venue / Location
DONRE
Y Yen district PC
Yen Bang commune PC
Yen Khanh commune PC
Y Yen district
Yen Bang commune, Y Yen district
Yen Khanh commune, Y Yen district
Department of construction
DONRE
DARD
Yen Mo district PC
Tam Diep town
Hoa Lu district PC
Ninh Binh city
Ninh Phuc commune PC
Yen Khanh district PC
Khanh Hoa commune PC
Quang Son commune PC
11/10/2011
12/10/2011
11/10/2011
11/10/2011
Khanh Hoa commune, Yen Khanh district
Quang Son commune, Yen Khanh district
20/09/2011
20/09/2011
20/09/2011
10/10/2011
21/09/2011
21/09/2011
22/09/2011
22/09/2011
22/09/2011
22/09/2011
22/09/2011
Ha Long commune, Ha Trung district
Ha Trung district
23/09/2011
28/09/2011
28/09/2011
28/09/2011
28/09/2011
Ninh Binh city
DONRE
DARD
Ha Trung district PC
Ha Long commune PC
Tam Quy forest management
center
Yen Dinh district PC
Thieu Hoa district PC
Thieu Tan commune PC
Trieu Son district PC
Dong Son district PC
Nong Cong district PC
Te Thang commune PC
Trung Y commune PC
Tinh Gia district PC
Truong Lam commune PC
Dong Tien commune PC
Vinh Loc district PC
Vinh An commune PC
Date
(D/M/Y)
Yen Dinh district
Thieu Hoa district
Thieu Hoa district
Trieu Son district
Dong Son district
Nong Cong district
Nong Cong district
Nong Cong district
Tinh Gia district
Tinh Gia district
Trieu Son district
Vinh Loc district
Vinh Loc district
4-45
29/09/2011
29/09/2011
24/09/2011
29/09/2011
30/09/2011
30/09/2011
30/09/2011
30/09/2011
30/09/2011
1/10/2011
8/10/2011
8/10/2011
Nghe An province
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
Ha Tinh province
49.
50.
51.
52.
2)
DONRE
DARD
Department of Transportation
Hung Nguyen district
PC
Nghi Loc district PC
Nghi Son commune PC
Hung Tan commune PC
Hung Phu commune PC
Dien Chau district PC
Dien Doai commune PC
Dien Lien commune PC
Village no. 9 in Dien Phuc
commune
Quynh Lam commune PC
Quynh Hoa commune PC
Do Thanh commune PC
Hung Nguyen district
3/10/2011
3/10/2011
3/10/2011
3/10/2011
Nghi Loc district
Nghi Loc district
Hung Nguyen district
Hung Nguyen district
Dien Chau district
Dien Chau district
Dien Chau district
Dien Chau district
5/10/2011
5/10/2011
6/10/2011
6/10/2011
6/10/2011
10/7/2011
7/10/2011
7/10/2011
Quynh Luu district
Quynh Luu district
Yen Thanh district
7/10/2011
7/10/2011
7/10/2011
DONRE
Department of Transportation
Duc Tho district PC
Duc Tho district
Yen Ho commune PC
Duc Tho district
Source： Study Team
4/10/2011
4/10/2011
4/10/2011
4/10/2011
Discussed issued Through Consultation and Feedback
The general objectives of the Public Information Campaign and the Consultation Program are to
inform and get feedback from key stakeholders about all aspects of compensation and resettlement
planning.
For this METI study on RP, the survey team staffs of local consultants EPC has meetings with people,
institutions to consult about their views on the project, issues related to land acquisition and
compensation costs enacted by the provinces, possibility of sites for resettlement and possible
activities in the localities for income restoration. The meeting with APs and commune authorities are
not done at this phase and will be done later when IOL started.
The number of peoples and institutions which were consulted by EPC team staffs is shown in Table
4-28. Names of people and institutions which were conducted by the survey team shows in Appendix
4-1, Table 4-12 to Table 4-16.
Main feedbacks are;
4-46
Table 4-28 Persons and Institutions Which Were Consulted by the Survey Team.
No.
Province
Organization
1
Nam Dinh
2
Ninh Binh
3
Thanh Hoa
4
Nghe An
5
Ha Tinh
DOT, DOF, DARD, DOC, DONRE, Other
Districts & Commune organizations
PPC, DOT, DOF, DONRE, DARD, Other
Provincial,
District
and
commune
Organizations
PPC, DOT, DOF, DONRE, DARD, Other
Provincial,
District
and
commune
Organizations
PPC, DOT, DOF, DONRE, DARD, Other
Provincial,
District
and
commune
Organizations
DOT, DOF, DOP, DONRE, DARD, Other
Provincial,
District
and
commune
Organizations
Source：Study Team
No. of Person
Consulted
20
Date & Period
Consultations
11, 12, Oct.
53
20, 21, 22 Sept.
79
23, 24, 25, 26, 27,28, 29,
30 Sept.
1, 8, Oct.
26 Sept.
3,5,6,7, Oct.
71
16
of
4 Oct.
(i) Most of people who are met support for the project
(ii) Local authorities advised that land for the resettlement sites and even agricultural land are
available for “land for land” compensation. In case no land available, the compensation for land
would be in cash.
(iii) Most of the provinces commented that the compensation unit prices for the assets enacted by the
province are lower than the market price of replacement cost and just equivalent to about
- Residential land: about 50% – 60% of market price.
- Building: About 70%-80% of market price.
- Trees, crops: about 80%-90% of market price
(iv) Income restoration could be done through: Vocational training; farming activities etc. and
possibility to get employment in industrial zones. All provinces have their vocational training
and Agricultural E extension Centers of the Provinces could do training on husbandry and
farming activities.
(v) No ethnic Minorities are affected by the project.
4.4 Summary of Environmental and Social related Legislation of
the Objective country
4.4.1
(1)
Legal Framework on Environmental and Social Issues for the Project Implementation
Law on Environmental Protection ( LEP) and Strategic Environmental Assessment (SEA)
4-47
Establishments of environmental laws and regulations in Vietnam, began after interests toward
environmental problems regarding development issues rose during the 1980s, which led to serious
consideration of related legislation establishments. In 1991, participation to the “United Nations
Conference on Environment and Development” was decided, which enhanced mood for Vietnam to
adopt the “National Plan for Environment and Sustainable Development: NPESD 1991-2000”, with
the assistance of UNDP, etc. In the National Plan, establishments of environmental administrative
laws and formation of authorities were suggested, and this became the foundation of enacting
environmental law and instituting related administrative system of Vietnam today.
The environmental protection basic law in Vietnam is the Law on Environmental Protection (hereon
after stated as “LEP”) enacted in December 1993 (effective from January 1994), is stipulated by the
Constitution of Vietnam. In article 18 of the legislation, it clarifies on the obligation of the
environmental impact assessment (hereon after stated as “EIA”) stating that “the auditing result of
the EIA report will be one of the requirements for approval of projects by the competent authority, or
receiving approval for the implementation of projects”. However, in fact, there were many cases
where EIA reports were drafted and approved after the project’s construction began, and therefore,
during the initial stages after the establishment of the old LEP, there were cases lacking in its
effectiveness.
Among the early Strategic Environmental Assessment (SEA) and EIA procedural basic regulations,
such regulations as “Decree on the enforcement (enactment) of Environmental Protection Law
(Decree No. 175, 1994)” and “Circular on the auditing, etc., of EIA for investment projects (Circular
No. 490, 1998)”, etc. existed. But in the initial stage of its establishments, there were some
differences in their contents, and in parts, implementation requirements were not so clear.
Such being the background, previously, the quality of EIA was not so good, the auditing system was
not established, and decision making of EIA, and review of project plans were insufficient.
On the other hand, in preparation for acquiring WTO’s official membership, mood for establishing of
new environmental laws rose, and so the “Vietnam Agenda 21” and “Long term National
Environmental Protection Strategy” was drafted, and thus strengthened policy including
establishment of global standard legislations were taken into concern (acquired WTO membership in
January 2007). Keeping up the trend, in recent years, firstly, the LEP was amended (amendment
2005) by “Decree No. 52/2005/QH11 approved by the 8th congress, 11th National Assembly, dated
November 29, which came into effect from July 1, 2006”, and other related law and regulations such
as “Providing strategic environmental assessment, environmental impact assessment and
4-48
environmental protection commitment” (Decree No.29/2011/ND-CP dated April 18, 2011 regarding
amendments and additions to some articles of Government’s Decree No. 21/2008/ND-CP), ”Law on
protection of the environment and detailed regulations, and function, role, authority and organization
of MOT (Decree No.51/2008/ND-CP dated April 22, 2008)”, ”Detailed guidance on strategic
environmental assessment, environmental impact assessment and environmental protection
commitment (MONRE’s Circular No.26/2011/TT-BTNMT dated July 18, 2011)”, “Decree No.
29/2011/ND-CP. Establishment of related laws and regulations, and amendments led to creating the
foundation of today’s EIA system in Vietnam.
(2)
1)
Related Agencies
Ministry of Natural Resources and Environment (MONRE)
In accordance with approval by the 9th People’s Congress of the National Assembly held in August 5,
2002, Resolution No,2/2002/QH11 stipulating the list of governmental ministries, offices and
agencies including MONRE was adopted. MONRE was established by setting subordinate bodies as
integrated authorities.
Former General Department of Land Administration
Former General Department of Hydro and Meteorology
National Environment Agency of (former) Ministry of Science, Technology and Environment
Vietnam Department of Geology and Minerals and Institute of Geology and Minerals
Section of Water Resources Management, Ministry of Agriculture and Rural Development
In November 2001, Governmental Degree No.91/2002/ND-CP was issued, stipulating MONRE’s
function, role, authorization and organization. In the following December 2002, MONRE took the
lead in stipulating the affiliated agencies’ function, role, authorization and organization, and
numerous ministerial ordinances were issued, stipulating MONRE’s initiative authorization over the
affiliated agencies. Figure 4-12 shows an organ
4-49
Figure 4-12 Organizational Structure of Ministry of Natural Resources and Environment（MONRE）
Minister
Vice Minister
Organizations performing state
management functions
Service Organization
Gerneral department of Land
administration
Gerneral department of Geology
and Minerals of Vietnam
International Cooperation
Department
National Hydro-Meteorological
Service
Vietnam Environment
Administration
Department of Water Resources
Management
Department of Planning
Center for Water Resources
Planning and Investigation
Vietnam Administration of Seas
and Islands
Information and Communication
Technology Department
Ministry's Office
Department of Survey and
Mapping Vietnam
Department of Science and
Technology
The Rehabilitaion and Nursing
Center
Viet Nam Publishing House of Natural
Resources, Environment and Cartography
Vietnam Hydrometeorogical and
Environment Equipment Joint Stock
Company
Natural Resources and
Environment Newspaper
Natural Resources and
Environment Journal
Finance Department
Vietnam Environmental Protection
Fund
Emulation and Reward
Department
Ministry's Party Office
Organization and Personnel
Department
Ministry's Labour Union Office
Ministry Inspectorate
Office of National Steering
Committee 33
Vietnam Natural Resources and
Environment Corporation
National Remote Sensing Center
Legislation Department
Department of Meteorology,
Hydrology and Climate Change
Enterprise
MoNRE's Representative
Office in HCM city
Representative Office of Vietnam
National Mekong Committee
Institute of Strategy and Policy on
Natural Resources and
Environment
Institute of Geology and Minerals
Institute of Meteorology,
Hydrology and Environment
Vietnam Institute of Geodesy and
Cartography
Hanoi University for Natural
Resources and Environment
College for Natural Resources and
Environment in HCM city
College for Natural Resources and
Environment in the Center area
Office of Evaluation Council for
Mineral Reserves
Source: adopted MONRE website
2) Departments of Natural Resources and Environment (DONRE)
MONRE, in cooperation with the Ministry of Home Affairs, drafted the Decision No.
45/2003/QD-TTg regarding establishment of provinces’ Department of Natural Resources and
Environment (DONRE) and in April 2003, the Prime Minister enacted the draft. Following the
decision, DONRE was established at 64 locations including each provinces and the 5 cities under
central control (Hanoi, Ho Chi Minh, Hai Phong, Da Nang, Can Tho), and through these
Departments, local environmental administrative policies are conducted.
(3)
Legal Measures and Standards on Environmental and Social Consideration
1) The SEA & EIA System
With regard to the environmental procedure, upon amendment of the LEP in July 2006, below three
points were stipulated under chapter 3 of the subjected legislation.
Item one：Strategic Environmental Assessment (SEA)
Item two：Environmental Impact Assessment (EIA）
4-50
Item three：Environmental Protection Commitment (EPC)
2) Strategic Environmental Assessment (SEA) Procedure
a. Article 14
Obligating SEA at the drafting stage of Strategies and Plans as follows:
i) Economic Social Development Strategies, Planning, Plans at the National level
ii) Development Strategies of Industrial Sector, etc., Planning, Plans nationwide
iii) Provincial, Cities’ under central control (here forth stated as “provincial level”) Economic Social
Development Strategies, Planning, Plans
iv) Land use plans, forest preservation & development, other natural resource development and
utilizations covering two or more provinces and districts
(v) Key Economic District Development Plans
vi) River Basin Integrated Plan covering more than one local provinces
b. Implementing period of SEA
SEA is an important part of the plans, and therefore, the SEA report must be drafted at the same time
as drafting of the plans, etc. (Article 15, item 2).
c. Items to be incorporated in the SEA Report
i) Project objective, scale, outline of characteristic
ii) General outline of nature, socio-economic, and environmental conditions regarding the project
iii) Possible negative impact projection, due to implementation of the project
iv) Numerical data, and footnote on source of method regarding evaluations
v) Overall direction of environmental issues’ solution, during the course of implementation of the
project, and presentation of its measures
d. Assessment board
A SEA Assessment Board will be established and its result of auditing shall become an important
evidence for approval of the subjected plan, etc. (Article 17, item 6). Incidentally, the composition of
the SEA Assessment Board and the responsible authorities for its establishment is stipulated, in
Article 17, items 2, 3, and 7.
Table 4-29 Composition of the SEA Assessment Board and Authority in Charge of Establishment
Kind of Plan &
Strategy
Nationwide
Composition of Auditing Council
Authority in Charge of Establishment
in Representative of the project approving agency, project related Plans and Strategies approved by the
scale of Plan and central ministries and government offices, agency under direct National Assembly, Government or
Strategy,
also control of the government, representative of people's Prime Minister: MONRE
4-51
related to multiple committee of local provinces, expertise experts with Projects of which central ministries and
local provinces
appropriate experience in accordance with project content and government offices possessing the right
characteristics, other representative of organization and of approval: Central ministries and
individual appointed by authorized body possessing right for government offices
establishment of the Assessment Board.
Plan and Strategy Representative of people's committee at the local provincial Peoples
Committee
at
the
local
local level, expertise agency of environmental protection and related provincial level
under
provinces or cities department or bureau at provincial level, expertise experts
central with appropriate experience in accordance with project content
of
jurisdiction
and characteristics, other representative of organization and
individual appointed by authorized body possessing right for
establishment of the Assessment Board.
Source: MONRE website information
e. Consultations and information disclosure
It was noted that during consideration of drafting of Development Strategies and Plans, opinions
must be collected from related central ministries, divisions, districts, and scientist and experts. And
especially during the consideration of drafting stage of Development Planning with the subjected
cities and districts, its draft was stipulated be disclosed to public and must recruit opinion from the
residents and people’s committees of the plan’s subjected district (Article 6, item 1 d ., Governmental
Decree No. 140/2006/ND-CP)
Also, organizations and individuals, were to possess a right to send claims or petitions regarding
environmental protection to the auditing committee of the project and organizing agencies and
approving authorities, and the auditing committee of the project and approving authorities must
consider on these claims and petitions before forming results and making decisions (stipulated in
Article 17 item 5 of LEP).
3) Environmental Impact Assessment（EIA）Procedure
Previously, the administrative law on EIA procedure was based on Article 18, item 2 of the old LEP.
However, EIA subjected projects were not made clear at that point. Thus, a project list in need of EIA
was stipulated through “Circular on EIA report auditing, etc., for investment projects (Circular No.
490/1998/TT-BKHCNMT)” enacted in 1998. By amendment of the LEP (which came into effect,
from July 2005), projects in need of EIA reporting was presented and initially clarified at the
legitimate level (Article 18, item 1).
a. Legitimate ground for screening procedure
Also, after the amendment of LEP, through Appendix II of “Decree 29/2011/ND-CP on providing
strategic environmental assessment, environmental impact assessment and environmental protection
commitment” dated April 18, 2011, a detailed list of projects in need of EIA reporting and approval
4-52
was presented, and detailed stipulation on 146 projects were decided. Incidentally, traversing projects
of sectors and provinces enlisted in the Decree’s Appendix III comes under the jurisdiction of
MONRE, and for other projects, it was decided that the division in charge at DONRE of the district
level to handle the case (jurisdiction as per shown below).
Divisions in charge
1. Central governmental level: MONRE and competent government offices
2. Local governmental level: People’s Committee (authority in charge: DONRE)
Under Appendix II of Decree No. 29/2011/ND-CP dated April 18, 2011 (see Table 4-30), the above
stated detailed project list have now been renewed, and currently, based upon this appendix the
“screening” procedure in which the necessity of EIA is determined are been processed. Here under,
the table shows an extracted part of this appendix, of which items centering around items that may
have connection with the subjected project of this report in particular. Table 4-30 shows Decree
29/2011/ND-CP, enlisting projects for which an EIA Report must be prepared.
Table 4-30 Decree 29/2011/ND-CP, Enlisting Projects for which an EIA Report must be Prepared
No.
1
Project
Scale
Projects in which investment is decided by the National Assembly or the
All
Prime Minister
Projects using part or all of the land of a natural conservation zone,
national park, historical and cultural site, world heritage site which is
2
All
classified, or which is not yet classified but is the object of a protection
decision made by a people's committee of a province or city under
central authority
3
23
24
Projects with a potentially direct adverse impact on a river watercourse,
All
coastal area or area containing a protected area
Projects to build automobile highways and automobile roads from grade
All
I to III; overhead railways; and airports
Projects to renovate and upgrade automobile highways, automobile
All
roads from grade I to III, and railways
25
Projects to build grade-IV and –V automobile roads
26
Projects to build road and rail bridges
40
Projects to build telecommunications routes
With a length of 100 km or longer
Projects to build reservoirs
With a capacity of 100,000 m3 of
41
With a length of 100 km or longer
With a length of 200 m or longer
(excluding feeder roads)
water or more
4-53
No.
Project
Scale
Projects to build irrigation and water supply and drainage works for Irrigation and water supply and
42
agricultural, forestry and fishery production
drainage for an area of 100 ha or
larger
44
Projects to build dykes and sea and river embankments
Projects to exploit solid minerals (without using hazardous substances,
50
chemicals or industrial explosive materials)
With a length of 1,000 m or longer
With an annual mining volume
(including minerals and earth and
rock waste) 50,000 m3 of primary
materials or more
Source: Appendix, Decree No.29//2011/ND-CP dated April 18, 2011, partially extracted
b. Vietnam’s EIA Procedure
The outline of the EIA procedure in Vietnam based upon current related laws and regulations. Based
on Article 18 of the LEP, the project proponent or implementer, upon reference to Appendix of
Decree No.29/2011/ND-CP, identifies whether the subjected project requires EIA procedure in which
an EIA Report must be drafted. Incidentally in Vietnam, even when EIA procedure is exempted, a
substituting procedure called Environmental Protection Commitment (EPC) must be conducted. In
Vietnam, however, there are no stipulations on required conditions of consultant firms and
researching institutions for conducting EIA.
On the other hand, previously, implementing period of EIA was not clarified, but through amendment
of the LEP, it is stipulated that EIA reports must be drafted at the same time as the project feasibility
study (F/S). (Article 19, item 2 of LEP)
Incidentally in the amended LEP, for those projects that requires the EIA procedure, it is clearly
stated that “only after the approval of the EIA report, the approval on investment, construction and
development can be issued” as opposed to the old LEP (amended LEP, Article 22, item 4)
As for reference, items that should be incorporated in the EIA reports are as follows:
Detailed outline of the project
i) The environmental condition of the project implementing site and surrounding areas,
environmental impact sensitivity and evaluation on environmental thresholds
ii) Environmental impact, evaluation on to-be-affected environmental constituent factors and
socio-economic factors, and risks of accidents, etc.
iii) Mitigation measures, and preventive, counter measures of environmental accidents
iv) Environmental protection commitment during construction and operation phase of the project
v) Environmental management and monitoring plan
4-54
vi) Budgeting for environmental protection
vii) Opinions and objections raised from communes and residential communal representatives of the
project implementing site
viii) Figures for evaluation, and source of data, etc.
Figure 4-13 shows EIA procedure in Vietnam
Figure 4-13 EIA Procedure in Vietnam
Project Determination & Project
Investment Report
Project listed in Decree No.29/2011/ND-CP
Project not listed in Decree No.29/2011/ND-CP
Screening
EPC(Environmental
Projection
Commitment)
Public consultation / Stakeholder Meeting
EIA
Project Feasibility
Study
Scoping
Environmental
Baseline Survey
Impact Analysis
Project Assessment
Project Implementation &
EMP Implementation
(Conducting Mitigation)
Mitigation Measures
Commune People's Committee (CPCs), corelated
Fatherland Front Committee
Environmental
Management Plan
(i) Project information, (ii) Mitigation Measures must
be disclosed for receiving comment and approval
from CPCs & FFCs, within 15 days after
information discloure.
MONRE /DONRE Internal Auditing
EIA Report
Project Monitoring &
Evaluation (M&E)
Other related Ministries,
Provincial People's
Committee (PPC)
Re-doing
Decision on EIA
Assessment Board
Establishment
EIA Auditing By EIA Assessment
Board
EIA Disapproval
Re-Design / additional Assessment
If time duration for comment & re-correction
of EIA takes more than 24 months, project
owner has to re-establish the EIA for new
assessment process.
EIA Approval
After approved, the Project owner is obliged to, (1) Set up an
executive summery of the EIA Report and
disclosed to the CPC within 5 days after receiving Approval
Letter from the Board (time duration of information disclosure
phaselasts till the beginning of operation) (2) Report tobe
related District People's Committee (DPC) within 15 days
after receiving Approval Letter from the Board. (3) send back
the Authrity having the right of organizing the EIA Assessment
Board (PPC or DPC, etc,) document on (i) Construction Plan
and EMP (following designated form), (ii) trial operation plan
(of structures), (iii) report on fuilfilled requirements enlisted in
the EIA report, untill the beginning of the operation phase,
and on fulfilled requirements instructed upon approval of EIA,
conducted (following designated form)
Source: MONRE website information
4-55
4)
Vietnamese Environmental Standards
a. Ambient air standard
Standards based on QCVN 05: 2009/BTNMT is shown in Table 4-31 as follows,
Table 4-31 Vietnamese Ambient Air Environmental Standard
(QCVN 05: 2009/BTNMT)
Index substance
Avg. per hour
Avg. per 3 hrs.
Avg. per 24 hrs.
Avg. per year
SO2
350
-
125
50
CO
30,000
10,000
5,000
-
NOx
200
-
100
40
O3 (Ozone)
180
120
80
-
TSP
300
-
200
140
PM 10
-
-
150
50
Pb
1.5
0.5
Source: National technical regulation on ambient air quality (QCVN 05:2009/BTNMT)
b. Exhaust gas standard
Previously, based upon TCVN6438-2001, “threshold on vehicle exhaust gas” was set forth and use
of leaded gasoline was prohibited from July 2007. Currently, since July 2008, regulation by the
EURO 2 Standard is implemented.
Vietnam is said to draft the implementation plan for EURO 3 to 5 within 2011, and it plans to
implement the EURO 3 standard in around 2012 or 2013.
Other environmental standard related to air quality in Vietnam are the “concentration threshold of
harmful substances within ambient air” (QCVN 06: 2009), and “industrial emission standard on
inorganic matter and dust (particulate matter)” (QCVN 19: 2009), etc.
c. Water quality environment standard
- Water quality environment standard of surface water: QCVN 08: 2008
Categorized into 4 classes - A1, A2, B1, and B2 (A1: water source supplied for household water,
A2: water source supplied for household water, after proper treatment, B1: water source for
irrigation, B2: water source supplied for water transportation)
Table 4-32 shows Vietnamese Standard on Surface Water Quality（QCVN 08：2008/BTNMT）, and
Table 4-33 and Table 4-34 shows Domestic Regulation on "Domestic water discharge" (QCVN
14:2008/BTNMT)
4-56
Table 4-32 Vietnamese Standard on Surface Water Quality
（QCVN 08：2008/BTNMT）
Item
Unit
A1
A2
B1
B2
-
-
-
-
6÷8.5
6÷8.5
5.5÷9
5.5÷9
Temperature
℃
pH
-
Turbidity
mg/l
-
-
-
-
DO
mg/l
≧6
≧5
≧4
≧2
SS
mg/l
20
30
20
100
BOD5
mg/l
4
6
15
25
Coliform
MPN/1000ml
2,500
5,000
7,500
10,000
Source：QCVN 08：2008/BTNMT
Table 4-33 Domestic Regulation on "Domestic Water Discharge"
(QCVN 14:2008/BTNMT) (Colum B: Discharge into water bodies, not used for water supply)
No.
Parameter
1
pH
2
Unit
Threshold
-
5~9
BOD5 (20℃）
mg/l
50
3
TSS (Total Suspended Solid)
mg/l
100
4
TDS (Total Dissolved Solid)
mg/l
1000
2-
5
S
mg/l
4
6
N-NH4+
mg/l
10
7
N-NO3-
mg/l
50
8
Vegetable Oil and Grease
mg/l
20
9
Surface active agent, surfactant
mg/l
10
10
P-PO43-
mg/l
10
11
Coliform
MPN/100ml
5,000
Source：QCVN 14:2008/BTNMT
Table 4-34 Domestic Regulation on "Domestic Water Discharge"
(QCVN 14:2008/BTNMT)
No.
Parameter
Unit
-
Threshold
1
pH
2
Total hardness
3
Fe
mg/l
5
4
TDS
mg/l
-
5
N-NO3-
mg/l
15
6
As
mg/l
0.05
7
Pb
mg/l
0.01
8
Coliform
MPN/100ml
＜3
mgCaCO3/l
Source：QCVN 14:2008/BTNMT
4-57
5.5-8.5
500
- Others include, National technical standard QCVN25:2009 on wastewater discharge from solid
waste disposal sites
d. Soil quality environment standard
Table 4-35 shows the heavy metal threshold level of such standard, QCVN 03:2008/BTNMT.
Table 4-35 Vietnamese Environmental Standard on Soil Quality
（03/2008/BTNMT）(heavy metal threshold)
No.
Parameter
Unit
Threshold
1
Pb
mg/kg soil
12
2
As
mg/kg soil
5
3
Cu
mg/kg soil
100
4
Cd
mg/kg soil
200
5
Zn
mg/kg soil
300
Source：QCVN03:2008/BTNMT
e. Maximum permitted noise levels
Following Table 4-36 shows Noise in public and residential areas, maximum permitted noise levels
(QCVN 26: 2010)
Table 4-36 Vietnamese Standard on Noise in Public and Residential Areas
Maximum Permitted Noise Levels (QCVN 26: 2010)
Period of time dB (A)
Areas
6:00 – 18:00 18:00 – 22:00
22:00 – 6:00
Class
1
Areas in need of tranquility:(hospitals, libraries, clinics,
kindergartens, schools, churches, pagodas, temples)
50
45
40
2
Residential areas:(residences,
administrative offices)
60
55
50
3
Industry, commercial, trade and parking areas
75
70
50
hotels,
rest
homes,
Source：QCVN 26: 2010
f. Maximum permitted vibration levels
QCVN 27: 2010,
TCVN 7211-2002,
g. Waste management related laws and regulations
a) Amendment of LEP (2005) Chapter VIII “Waste management”
b) Detailed regulation and guidance for implementation of LEP (Decree No.80/2006/ND-CP of Aug.
9, 2006), item 4 “Waste management”, etc.
c) Regulation on harmful waste management (Decision No. 155/1999/QD-TTg) (1999)
d) Directive No.23/2003/CT-TTg of June 21, 2005, on enhancing the management of solid waste in
4-58
urban centers and industrial parks
e) No.23/2003/CT-TTg etc.
5) Law and Regulations on Land Acquisition and Resettlement Plan (RP)
a. Land recovery related laws and regulations
The administrative law on land recovery is the Law of land, and as for its objective, it is said that the
country is able to recover land for the benefit of national defense, security guarantee and public
benefit. The law in question was totally amended in 1993, amended in 1998 and amended again in
December
2003, and by approval from the National Assembly, the New Law of Land came into
effect from January 2004.
- The Land Law (dated Nov. 26, 2003)
- Decree No. 181/2004/ND-CP: Governmental guidance for the implementation of Land Law
- Decree No. 182/2004/ND-CP: Regulation on violation of administrative land property management
- Decree No. 186/2004/ND-CP: Land acquisition for road construction
- Decree No. 188/2004/DN-CP: Regulation on method for land pricing and land frameworks in the
event of land recovery by the government
- Decree No. 197/2004/ND-CP: Regulation on land recovery and compensation
- Circular No. 114/2004/TT-BTC: Detailed guideline of Decree No. 188/2004/ND-CP
- Decree No. 17/2006/VD-CP: Amendment of the Land Law and Decree No. 197/2004/ND-CP
- Decree No. 84/2007/ND-CP: Supplementary stipulations on issue or LURC, land acquisition, land
use right implementation, procedure of compensation, assistance in the event of land recovery by the
state and grievance redress
- Decree No.69/2009/ND-CP, enacted from October 11, 2009: new decree on land acquisition and
resettlement; amending regulation on land use planning, cost of land, land recovery, compensation
and resettlement
- Decree No. 172/1999/ND-CP (clause 39): cultural legacy prevention
- Law on Cultural Heritage: based on National Assembly Decision No. 28/2001/QH10 dated June 29,
2001
b. Procedure on land acquisition and compensation, assistance and resettlement
Land Acquisition Procedure: Figure 4-14 shows Land Acquisition Procedure based upon Decree No.
69/2009
4-59
Figure 4-14 Land Acquisition Procedure Based upon Decree No. 69/2009
STEP 1
(Article 27)
Submission of Project Proposal
Implementer
Competent Authority
For basis of (i) allocating land, (ii) land for leasing, Issuing of Approval of covert the purpose of land use. These
decision s "Investment License" "Project Proposed" will be based on master plan and plan of land use
approved by the competant authorities.
STEP 2
(Article 28)
Define the different cases of land acquisition based on the purposed of the project development
STEP 3
(Article 29)
Location and notice on land acquisition purpose
Implementer
Competent Authority
Submission
Project Dossier +
Land Acquisition needs
PC of Hanoi City
Chairman
Affected Districts
"Declaration"
Announcement
(i) Reaso for Land Acquisition
Loud Speaker system
(II) Project plan, Resettlement Design Plan
Post "Notice" at Public space of the communication
Compensation, Assistance &
Resettlement Committee
(New establishment or )
Land bank Development Dept.
(in case , already existing )
Affected Communes
Chairman
Information on the schedule of
land & Non-affected Assets
Project Affected Persons (PAPs)
STEP 4
(Article 30)
STEP 5
(Article 31)
Allow the survey &
preparation for the
Land Acquisition Impact Study
Compensation, Assistance & Resettlement Plan
Preparation
After approval of the Investment Project
Conduct the Study
Drafting of Compensation, Assistance and Resettlement Plan
Public posted
(Information disclosure: not less than 20days)
based on
Decree 197/2004/ND-CP
Decree 17/2006/ND-CP
Decree 188/2004/ND-CP
Implementer
Revision Plan
Opinion (hearing)
Approval
PC of Hanoi City
Submission
after review
DONRE
Submission of Compensation,
Assistance & Resettlement Plan
Decision on land acquisition, approval of the plan of compensation, assistance and resettlement,
land allocation and leasing land.
(i)
Affected District
Decision on land recovery from households and institutions & information disclosure of
the Compensation, Assistance and Resettlement Plan to PAPs
(ii)
Compensation,
Assistance &
Resettlement Committee
Compensation, Assisstance & Resettlement Plan (within 3 days from approval)
* Information disclosure at Public places
Payment of Compensation based upon Entitlement
(iii)
Within 20 days from the day of the entitlement is paid to the household, the household has to give up the land and other
assets to the project.
STEP 6
(Article 32)
Forcing resettlement will be folledas it is instructed in item 3, Article 39 of the Land Law.
Source: MONRE website information
4-60
c. Drafting procedure of compensation, assistance and resettlement plan（RP）
Next, “Compensation, Assistance and Resettlement (RP)” drafting procedure can be illustrated as per
following Figure 4-15.
Figure 4-15 Resettlement Plan (RP) Procedure
Source: MONRE website information
4-61
As for land recovery, Compensation, Assistance and Resettlement (RP), based on Decree No.
69/2009 shown in Table 4-37, and the following schedule will be taken into process for its
implementation.
Table 4-37 Land recovery, Compensation, Assistance and Resettlement Implementing Schedule
(Based on Decree No. 69/2009)
Legitimately stipulated under
Decree no. 69/2009 (LS) or
average required period based on
Good Practice (GP)
Activity
Period
(days)
A.
Preparation Phase
1
Preparation of map, carrying out of Socio-Economic Survey,
Inventory of Losses (IOL) survey, replacement cost survey,
conducting public consultations
60
GP
2
Preparation of Draft Resettlement Plan (RP)
30
GP
3
Consultation with stakeholders on drafting of RP
45
GP
4
Finalization of RP, submission to project implementer. Submission of
RP by project implementer to competent authorities for approval
20
GP
5
Disclosure & dissemination of the approved RP
15
GP
B.
Implementation Phase
1
Preparation of dossier to obtain a decision on land use for the project
(Article 27). Land use master plan, land use schedule must be
approved by the competent authorities.
2
Land recovery, handing over of the land to the project (Article 28 &
29): Marking (beaconing) of the site for area to be acquired;
declaration of the reasons of acquiring land, and disclosure of
topo-cadastral map of to-be-acquired area to the affected communities
(information disclosure, and dissemination).
45
LS (on required content)
3
Preparation of cadastral map, carrying out the Detailed Measurement
Survey (DMS), preparation for a draft General Compensation,
Assistance and Resettlement Plan. Informing local authorities and
local people about the land acquisition policy and schedule (Article
29 & 30).
90
LS (on required content)
4
Establishment of the district Compensation, Assistance and
Resettlement Committee
30
LS (Article 29, item 5)
5
Public consultation for a draft general compensation, assistance and
resettlement plan at the community level
20
LS (Article 30, Item 2c)
6
Finalization of the general Compensation, Assistance and
Resettlement Plan with documentation on the feedback from
stakeholders, submission to DONRE of Hanoi for its review
30
GP
7
Decision on issue of land recovery, approval for compensation,
assistance and resettlement plan. Handing over of the land to the
project
30
GP
5
LS (period, from the date of
decision on land recovery is
issued) (Article 31, item 2)
No.
Responsibility
by
implementer,
LS (on required content)
Approval of the Compensation, Assistance and Resettlement Plan
8
project
9
Resettlement site planning or resettlement arrangement, detailed
design and tender document preparation for the sites. Must be
reviewed and approved by Hanoi authorities (District, Construction
Dept. and Hanoi People's Committee)
120
GP
10
Bidding invitation, bidding evaluation and awarding the contract to
the contractor for the site
30
GP
11
Information disclosure of approved Compensation, Assistance and
Resettlement Plan
3
LS (from the date of the Plan
approval) (Article 31item 2c)
12
Payment to households
30
GP
13
Construction of the site, construction supervision
120
GP
4-62
14
Allocation of plot to households and house construction
150
Handing over the land from households to the project
15
16
Forcing land acquisition (Article 32; and Article 39 of Land Law)
Monitoring and evaluation
17
20
LS (from the date of payment)
(Article 31, item 4)
45
LS (required date: Article 31)
throughout
project
life
cycle
Source: The study team adopted Decree No. 69/2009 contents
4.5 Measures Required by the Objective Country (Implementing
Body and Related Agencies)
(1)
Budgetary Measures for Vietnamese Government and Implementation Body
As one of the requirements of the recipient country and implementing body, the most important point
stipulated in the JICA new Environmental and Social Consideration Guideline as to which JETRO
should follows suite, is to fulfill full compensation by setting forth relevant “replacement cost” for
PAPs assets based upon market prices.
Firstly, preliminary estimation on total compensation cost of PAPs’ presumed actual loss of assets,
including its scale of impact (residential & commercial structures, residential, agricultural and
aqua-cultural land, etc.) was surveyed. Forming a “tentative entitlement matrix” at this review of F/S
stage was also necessary, for setting conditions of replacement costs of PAPs assets, based upon
marketing price, etc. (for estimation).
1)
Result of the Assessment
In the reviewed assessment, the road alignment of the subjected road routes was set by the METI
study team member by utilization of existing digital maps and aerial maps, and the road design was
drawn on the above maps by CAD software. The residential and commercial structures, residential
land (including fish pond land) and agricultural land was confirmed and plotted, one by one on the
above mentioned CAD processed map. Items to be affected at the project route are shown in the
Chapter 4.2.
2)
Roles and Responsibilities of Relevant Agencies
Roles and responsibilities of relevant agencies on the expressway project are essential in
Environmental monitoring system (EMS), Appendix 4-1, Table 4-19 shows roles and responsibilities
of relevant agencies in EMS.
3)
Estimate of Total Compensation Cost
In reference to the result of the “rapid assessment” and tentative setting of the entitlement matrix, and
taking in concern the market price based on “replacement cost” of PAPs assets (based upon rapid
4-63
marketing survey toward affected communes conducted by the local consultant), and being one of the
requirements based upon JICA guideline as to which JETRO should follows suite, the estimation of
total compensation cost resulted as shown in Table 4-38. As a result, in the Ninh Binh – Bai Voi
expressway route, a total estimate amount of 7,555 billion VND (Vietnamese Don) will be necessary,
or approximately 360 Million USD.
On the other hand, the People’s Committee of each five provinces, releases a public announcement
regarding land price according to districts, every year on January 1. Incidentally, the compensation
cost amount applied in the “Financial, economical feasibility” of this report, is not based upon the
compensation cost amount, taking reference to the market price.
Table 4-38 Cost Estimation for RP Based on the Preliminary Analysis on the Impacts
Based on current market price
Compensation item
(Mill VND)
Compensation for Residential land
1,063,527
Compensation for Agricultural land
889,677
Compensation for Fish pond area
3,181
Compensation for Forest land
49,822
Compensation for Building
1,026,639
Substructures (About 10% of E)
102,663
Crops+ trees (150Mil/1km long)
32,898
Public works (Reserved)
135,000
Allowances +Income restoration
3,262,903
External Monitoring estimated with VND
3,000
Total
6,569,314
Contingency is estimated at 15% of the total cost (of K)
985,397
GRAND TOTAL in VND (K+L)
7,554,711
GRAND TOTAL in USD (rate 1USD=21,000VND)
Mill USD
360
No.
A
B
C
D
E
F
G
H
I
J
K
L
Source: Study Team
4)
Other Requirements
Apart from the above explained budgeting requirements of the estimated compensation costs, major
items of other requirements to be prepared by the Vietnamese side, could be summarized as here
under. Although final decision must be based upon negotiation and agreements among related parties,
the METI Study team would like to “make a suggestion (see below)” to all parties involved, to start
preparations in building up necessary systems to further advance into the next studying stage.
a.
Review of EIA, Environmental Management Plan (EMP), Monitoring Plan (MP):
By the Vietnamese government, Ministry of Transport (MOT), other relating authorities, and the
project enterprise (SPC)
(i) Environmental management plan (EMP)
i) Environmental monitoring and management plan
4-64
EMP (environmental management plan) proposed in this phase is for initial consideration of sharing
responsibilities amongst stake-holders in environmental protection during project implementation.
Initial cost estimation in this report-section (including EIA preparation and EMP costs) is also a basis
for project finance. However, EMP should be further developed in details during EIA preparation.
ii)
Environmental management system
Organization chart and roles and responsibilities of relevant agencies
The proposed EMS (Environmental Monitoring System) is defined in the following chart and table in
which, responsibilities and contacts are described in detailed for each party.
Figure 4-16 shows diagram of Environmental Management System.
Figure 4-16 Diagram of Environmental Management System
Relevant agencies and relevant state owned companies
PMU
PMU Environmental
Management Unit
General control
Public utility companies
(Water supply company,
fatherland Front,
Irrigation Engineering
Exploitation company)
Local
Authrities
Construction
activities &
Implementation of
Mitigation Measures
Responsibility
Cooperation
CMC
Community
Representative
Independent
Environmental
Monitoring
Consultant
Source： Study Team, adopted local team surveyed result
iii) Environmental monitoring program
1. Monitoring indicators on compliance with mitigation measures
Monitoring assignments of Contractor, CMC (construction Monitoring Consultant) and EMC will
be clearly indicated in their terms of reference and Contract documents will be approved by JICA.
CMC will be responsible to submit monthly reports which states environmental problems, actions
and updated monitoring results. Based on monthly reports and field monitoring trips, EMC will be
responsible to prepare and submit semi-annual report to PMU - MOC for making conclusions on
environmental problems and the key implemented mitigation measures.
4-65
2. Community-based monitoring
Community will monitor the project throughout the implementation process, to ensure contractors
do not violate the principles of environmental safety to reduce health risks and environmental
deterioration by providing information in batches, and help to fill in assessment of the Contractors
Mitigation Measures as well as taking care of people's expectations, contributing to a good
environmental management regime.
Community-based monitoring helps voluntary reporting and urgent matters feedback. Once
environment degradation occurred, community and local authorities will report to relating parties.
3. Environmental quality monitoring indicators
Environmental monitoring program will be implemented in 3 phases of the project:
Pre-construction phase (environmental baseline), construction phase and operation stage (the first
year of project execution). The responsibilities of the Environmental Monitoring Consultant in
environmental monitoring are shown in the Appendix 4-1, Table 4-4 which shows an overview of
environmental monitoring program.
4. Monitoring report system
In order to exchange information effectively, establish a database for monitoring implementation
of mitigation measures and create effective operation of EMP, a system of standard report at all
levels will be very essential. Appendix 4-1, Table 4-4 shows system of environmental monitoring
report.
(ii) Capacity Building and Training
Actual implementation of projects shows that coordination in environmental
management is not always effective because of the following reasons:
- Lack of a unified coordination regime which should be established at the beginning of
project among PMU, relevant agencies, local authorities at project wards/communes.
- Local staff is not familiar with procedures of loan projects, but carry out practices
involving and following those of domestic projects with limited participation.
- The local community is not fully aware of their rights and obligations on
environmental protection or in spite of understanding; there is a lack of regime to
provide feedback.
- Relevant agencies are always not ready in coordination works during project
4-66
implementation. Some agencies assigned their functional staff to coordinate with the
project but this assignment is only temporary and appointed staff does not master the
coordination method as well as necessary procedures for discussion and contact with
PMU;
Based on analysis of current capacity, experiences and actual demands in project
implementation, a capacity building and training program for relevant agencies is
established as referred in Appendix table 4.5.
(iii) Relocation Arrangement
The resettlement arrangements are followed with the Articles 33 to 38 of Decree
197/2004/ND-CP and Decree 84/2007/ND-CP. The resettlement site must be at least as
the same conditions of the affected villages or otherwise improved and as close as
possible to the affected communities.
Fully affected residential plot with house (households have to be relocated): Plot no
longer viable for continued use and the entire property to be acquired. This will be
determined by the District Compensation, Assistance and Resettlement Committees
and concurred with by the affected household during DMS.
For affected households who opt to receive cash compensation for self-relocation will be
compensated in full for all their losses (land and non-land assets) and the necessary
relocation and transition allowances. The District Compensation, Assistance and
Resettlement Committees and commune authorities to help relocating households
through the process of land purchasing and having legal papers for the ownerships.
(iv) Monitoring and evaluation
i) Internal resettlement monitoring
Internal Monitoring is the responsibility of PMU1 and PMU6 and the District Compensation,
Assistance and Resettlement Committees with support from the project consultants and local
authorities.
PMU1 and PMU6, through their Environment and Resettlement Teams, will submit semi-annual
monitoring reports to the Provinces and financier. Internal monitoring reports will include but not
limited to the following information:
4-67
a. Number of displaced persons and categories, status of compensation payment and relocation of
APs.
b. Status of disbursement of compensation payment to APs.
c. Status of income restoration planning and implementation issues
d. Results of complaint handling and any pending issues that require management attention and
action
e. Concerns and needs raised by severely affected households, poor and vulnerable groups and how
these concerns are being addressed.
ii) External resettlement monitoring
The main objective of external resettlement monitoring is to provide an independent periodic
review and assessment of (i) achievement of resettlement objectives; (ii) changes in living
standards and livelihoods; (iii) restoration of the economic and social base of the displaced
persons; (iv) effectiveness and sustainability of entitlements; and (v) the need for further
mitigation measures as required.
iii) Grievance mechanism
A well-defined grievance redress and resolution mechanism will be established to address DP
grievances and complaints regarding land acquisition, compensation and resettlement in a
timely and satisfactory manner. All APs will be made fully aware of their rights, and the detailed
procedures for filing grievances and an appeal process will be publicized through an effective
public information campaign. The grievance redress mechanism and appeal procedures will also
be explained in the PIB that will be distributed to all APs.
The AP complaints can be made verbally or in written form. In the case of verbal complaints,
the committee hearing the complaint will be responsible to make a written record during the first
meeting with the AP. The APs will be exempt from or PMU1 and PMU6 will pay for all
administrative and legal fees incurred in the resolution of grievances and complaints.
The external monitoring agency will be responsible for checking the procedures for and
resolutions of grievances and complaints.
4-68
Chapter 5
FINANCIAL AND ECONOMIC
EVALUATION
5.1 Estimated Project Cost
5.1.1
Procedure for Estimation of Project Cost
(1) Relevant Laws and Regulations in Vietnam
Cost estimate for this study was made based on the related laws and regulations issued by Vietnam
Government that are shown in Appendix 3.
(2) Unit Price
Unit prices prepared by each Provincial People’s Committee (PPC) were principally used for cost
estimation. Unit prices of PPC and local market were compared in Table 5-1.
Table 5-1 Unit Price Comparison
Material
Unit
Reinforcement Steel Bar
t
Cement
PPC (Applied)
(VND)
Local Market
(VND)
16,500,000
t
1,200,000
Source: PPC and quotations from local supplier
18,100,000
1,210,000
Unit prices of PPC were slightly lower than local market prices. Since there were no significant
difference between both unit prices, unit prices prepared by PPC were considered as reasonable and
used for the cost estimation.
(3) Labor Cost
Provincial minimum wage prepared in August 2011 was used s labor cost for cost estimation. New
labor cost increased by nearly 60% from the previous labor cost. With this increase, project cost has
increased by around 10 %.
5.1.2
Construction Cost
Direct construction cost was estimated with the following categories.
Major structures: River crossing bridge structure, Tunnel structure
Structures fall on STEP category were selected from above major structures.
Other structures: Small and Medium class bridge, Viaduct, Drainage structure, Road crossing
structure, Road work, Earth work, Drainage work, Paving work, Incidental road
work, Toll gate, Lightning, ITS (Intelligent Transport System), and Temporary
works
Costs for major structures and ITS that may fall on STEP category was estimated broken down to
foreign and local currencies.
5-1
Construction cost was estimated with the following procedures.
Currency rate：1 VDN＝0.004JPY
The cost of tunnel excavation and lining concrete cost: estimated by the calculated quantity of
each construction item multiply by unit cost labor, material, equipment and preparing work.
Portal, drainage, base course cost: following the report of TEDI
Pavement cost: calculated quantity of the item and labor, material, equipment, preparing cost
are estimated
M&E cost: estimated by the special professional contractor who has the actual results in
tunnels in Vietnam.
VAT: added 10% of the total construction cost
5.1.3
Engineering Cost
Engineering cost was assumed to be 12% of direct construction cost based on Vietnamese standard.
Engineering cost was estimated broken down into foreign and local currencies.
5.1.4
Land Acquisition and Resettlement Cost
Land and acquisition and resettlement cost of the project is summarized as follows.
Table 5-2 Land Acquisition and Resettlement Cost
No.
A
B
C
D
E
F
G
H
I
J
K
L
5.1.5
Compensation Item
Compensation for Residential Land
Compensation for Agricultural Land
Compensation for Fish Pond Area
Compensation for Forest Land
Compensation for Building
Substructures (About 10% of E)
Crops+ Trees (150Mil/1km long)
Public Works (Reserved)
Allowances +Income Restoration
External Monitoring estimated with VND
Sub-total
Contingency is estimated at 15% of the total cost (of K)
GRAND TOTAL in VND (K+L)
Source: Study Team
Cost
(million JPY)
4,254
3,559
13
354
4,107
411
132
540
13,052
12
26,434
3,965
30,399
Contingencies and Project Administration Cost
Contingencies consisted of material contingency and price escalation contingency. Material
contingency was estimated at 10% of direct construction cost and engineering cost based on
Vietnamese standard. Price escalation contingency was estimated at 15% to 20% of direct
construction cost and engineering cost based on Vietnamese standard. Price escalation contingency
5-2
applied at 15% normally but 20% applied with MOT approval. Price escalation contingency applied
at 15% for the north section and 20% for the south section based on the existing F/S report.
This project cost estimation excluded project administration cost because that cost managed by
Vietnamese side.
5.1.6
Operation and Maintenance Cost
Annual operation cost consists of five (5) categories; labor cost, material cost for routine maintenance,
car cost for patrolling, water and electric bill for maintenance facilities and consumable cost.
Maintenance cost estimation considered increasing of traffic volume in the future. Two different costs
were estimated for the first ten years and after the first ten years. Detailed costs of them were
estimated based on Da Nang-Quang Ngai Expressway Construction Project Report 2009 with
considering of the price escalation during 2009 and 2011.
Large scale maintenance was assumed to be required every five years. Cost of the maintenance
calculated with the following condition. Area of pavement 22.5m width x 218km length =
4,905,000m2. Unit price of overlay 1,000 JPY/m2 (based on road work in Vietnam). Cost of large
scale maintenance every five years was estimated at 4.905 billion JPY/5 years
5.1.7
Total Project Cost
(1) Total Project Cost as of 2011
Total project cost including cost of land acquisition and resettlement is shown in Table 5-3. Project
cost has increased as the results of design review. Cost of North section increased by 7% and South
section increased by 41% from the estimation of TEDI F/S.
(A) North section total investment
Item
1. Direct cost
Major structure work
Bridge work
Tunnel work
Other structures works
Road works
Main
Pavement
Incidental
ITS
Temporary
2. Engineering fee
3. Contingency
4. Sub-total
5. Resettlement
Unit
Table 5-3 Total Project Cost
Quantity
2
m
m
L.S
445,632
1,855
-
km
121.47
3,097,485
-
2
m
L.S
L.S
L.S
-
-
Unit price
Amount
(1,000 JPY)
(million JPY)
Local
STEP
(million VND)
(million JPY)
113
4,737
50,505
8,788
3,556
10,101
3,076
0
40,404
5,712
3,556
10,101,082
1,428,050
889,009
27,778
4,394
0
120,621
5.40
-
14,652
16,719
5,334
3,440
3,208
13,437
31,782
151,421
0
0
0
1,376
0
9,406
4,449
28,408
19%
14,652
16,719
5,334
2,064
3,208
4,031
27,332
123,013
81%
3,662,964
4,179,811
1,333,513
516,024
801,955
1,007,789
6,833,051
30,753,249
0
0
0
1,720
0
9,406
4,449
47,748
32%
-
17,456
168,878 (million JPY)
2,193 (million USD)
-
Grand total
* 77 JPY/USD, 0.004VND/JPY
** STEP consists of Technology and Material.
Foreign
(million JPY) (million JPY)
Source: Study Team
Source: Study Team
5-3
(B) South section total investment
Item
Unit
1. Direct cost
Major structure work
Bridge work
Tunnel work
Other structures works
Road works
Main
Pavement
Incidental
ITS
Temporary
2. Engineering fee
3. Contingency
4. Sub-total
Quantity
2
m
m
L.S
265,944
6,200
-
km
98.2
2,504,100
-
2
m
L.S
L.S
L.S
-
5. Resettlement
-
Unit price
Amount
(1,000 JPY)
(million JPY)
STEP
(million VND)
(million JPY)
140
5,202
37,229
32,252
2,647
13,030
11,288
0
24,199
20,964
2,647
6,049,696
5,240,950
661,854
20,476
16,126
0
236,868
4.95
-
23,260
12,392
1,010
7,105
243
13,937
40,317
170,393
0
0
0
2,842
0
9,756
5,644
42,561
25%
23,260
12,392
1,010
4,263
243
4,181
34,673
127,833
75%
5,815,099
3,098,072
252,438
1,065,783
60,873
1,045,255
8,668,179
31,958,199
0
0
0
3,553
0
9,756
5,644
55,555
33%
-
12,943
183,336 (million JPY)
2,381 (million USD)
-
-
Local
Foreign
(million JPY) (million JPY)
Grand total
* 77 JPY/USD, 0.004VND/JPY
** STEP consists of Technology and Material.
Source: Study Team
(C) North and South section total investment
Item
North
South
(million JPY)
(million JPY)
1. Direct cost
Major structure work
Bridge work
Tunnel work
Other structures works
Road works
Main
Pavement
Incidental
ITS
Temporary
2. Engineering fee
3. Contingency
4. Sub-total
5. Resettlement
Grand total
Local
Foreign
(million JPY) (million JPY)
Total
(million VND)
（million VND)
50,505
8,788
3,556
37,229
32,252
2,647
23,131
14,364
0
64,603
26,676
6,203
16,150,778
6,669,000
1,550,863
87,734
41,040
6,203
14,652
16,719
5,334
3,440
3,208
13,437
31,782
151,421
23,260
12,392
1,010
7,105
243
13,937
40,317
170,393
0
0
0
4,218
0
19,162
10,094
70,969
22%
37,912
29,112
6,344
6,327
3,451
8,212
62,005
250,846
78%
9,478,063
7,277,883
1,585,951
1,581,807
862,828
2,053,044
15,501,230
62,711,447
37,912
29,112
6,344
10,545
3,451
27,374
72,099
321,815
17,456
168,878
2,193
12,943
183,336
2,381
* 77 JPY/USD, 0.004VND/JPY
30,399
352,214 (million JPY)
4,179 (million USD)
Source: Study Team
(2) Total Project Cost with Price Increases
Total project cost was estimated based on the following assumptions with the local currency increases
shown in the table below.
Table 5-4 Prices Increases of Local Currency
Year
Increase rate
Base year
2011
2012
2013
2014
2015
2016
2017
2018
2019
1.00
1.16
1.26
1.36
1.46
1.54
1.63
1.73
1.83
Source: Preparatory Survey on Phap Van-Cau Gie Expressway Project in 2011, JICA
5-4
- Project sill start in 2015 and for four years.
- Foreign currency does not rise.
Table 5-5 Comparison of Total Project Cost
(A) North Section
(million JPY)
Local Currency
Foreign Currency
Sub-Total
Direct Cost
2011
96,700
9,502
106,203
2015
165,749
9,502
175,251
2011
4,031
9,406
13,437
2015
6,339
9,406
15,745
Consultant Fee
Physical Contingency
2011
9,642
1,569
11,211
2015
17,525
2,804
20,329
2011
110,373
20,477
130,851
2015
189,613
21,712
211,326
2011
17,456
0
17,456
2015
25,744
0
25,744
2011
238,203
40,955
148,307
2015
404,970
43,425
237,070
Sub-Total
Land Acquisition
Total Project Cost
Source: Study Team
(B) South Section
(million JPY)
Local Currency
Foreign Currency
Sub-Total
Direct Cost
2011
88,979
27,160
116,139
2015
152,515
27,160
179,675
2011
4,181
9,756
13,937
2015
6,575
9,756
16,330
2011
10,021
1,631
11,652
2015
17,968
2,875
20,842
2011
103,181
38,547
141,728
2015
177,057
39,791
216,848
2011
12,943
0
12,943
2015
19,087
0
19,087
2011
219,305
77,094
154,671
2015
373,201
79,582
235,935
Consultant Fee
Physical Contingency
Sub-Total
Land Acquisition
Total Project Cost
Source: Study Team
5-5
To consider price increase in Vietnam, total project cost of the north section estimated in 2015
becomes 1.6 times of the cost in 2011 and the south section in 2015 becomes 1.52 times of 2011.
Difference of these increasing ratios at 1.6 of the north and 1.52 of the south depend on the ratio of
local currency portion to the total cost. Local currency portion of the north section is bigger than that
of the south section because of using material procured from Japanese manufacturer in Vietnam.
North section has much risk from price increases than the south section.
5.2 Preliminary Economic and Financial Evaluation
5.2.1
Economic Evaluation
(1) Objective and Basic Presumptions
The major purposes of the economic evaluation is to clarify overall economic feasibilities of the
proposed road infrastructure development plan from an economic viewpoint mainly in terms of
overall time savings, vehicle operating cost saving, Net Present Value (NPV) of the benefit, Cost
Benefit Ratio (CBR) and Economic Internal Rate of Return (EIRR).
(2) Methodology
Economic analysis is carried out through economic cash flow analysis based on ‘benefit-cost’ analysis. This
is analyzed comparatively with both so called ‘social benefits’ derived by the project in the regional
economy and ‘social costs’ necessary for the project implementation.
The above economic evaluation was conducted in terms of a comparative analysis between benefits and
costs. Benefits consist of 1) time saving benefit and 2) vehicle operating cost saving benefit, while costs
consist of construction cost and operation/maintenance cost. The indicators adopted here for economic
evaluation are the conventional “Cost Benefit Ratio (CBR)” and “Economic Internal Rate of Return (EIRR)”.
Evaluation was conducted on the basis of transport demand forecast. This transport demand forecast was
conducted for two cases. One case is “With” objective road infrastructure development plans and the other
case is “Without” them.
(3) Basic Cost
In the evaluation, the two basic parameters 1) Travel Time Cost (TTC) and 2) Vehicle Operating Cost
(VOC) were set on the basis of the existing similar survey results. The values are shown as follows:
1) Travel Time Cost (TTC)
TTC was estimated in two terms. Firstly in terms of the cost per passenger, and secondly in terms of the cost
per vehicle. The former was converted to the latter through averaged occupancy (passenger per vehicle).
5-6
Travel time unit cost is available for each type of vehicle though, estimation of total travel time cost is
calculated by utilizing of “Passenger Car equivalent Unit (PCU)”. The unit time value can be shown in the
following table:
Table 5-6 Travel Time Values (2008 price)
Average Occupancy
Time Value per vehicle
(passengers/vehicle)
(VND/hour/vehicle)
Vehicle Type
Time Value per person
Car
13,239 VND/hour
4.0
52,956
Bus
11,202 VND/hour
10.0
112,020
11,202 VND/hour
27.0
302,454
Medium & Heavy Bus
Source: JETRO Study, updated to 2008 prices
The above-value is the one at the year of 2008. The value at 2011 was obtained by applying the
increasing or decreasing rate of CPI (Consumer Price Index) through 2008 to 2009 shown as follows.
Table 5-7 Time Series of CPI in Viet Nam
Year
CPI
2000
100.00
2001
100.93
2002
105.08
2003
108.32
2004
118.92
2005
129.45
2006
138.13
2007
155.57
2008
186.52
2009
198.67
Source: General Statistics Office of Vietnam
Footnote: The value in 2000 is set as 100.00
The annual rate of variability from 2008 to 2009 is 1.065. The rate of variability through 2008 to 2011
is 1.21. Then unit TTC in 2011 can be estimated as follows:
Table 5-8 Converted Travel Time Values (2011 prices)
(VND/hour/vehicle)
Type of vehicle
Time value per vehicle
Car
64,080
Bus
1,355,440
Medium & Heavy Bus
365,970
Source: Study Team
2) Vehicle Operating Cost (VOC)
VOC was set on the basis of the existing survey results as follows:
5-7
Table 5-9 Unit VOC (VND in 2008 price)
Speed
(km/hour)
Car
Bus
Truck
5
5,365
7,148
13,877
10
3,258
4,469
8,495
20
2,133
3,032
5,733
30
1,745
2,382
4,346
40
1,521
2,051
3,695
50
1,430
1,954
3,441
60
1,445
1,987
3,382
70
1,380
1,947
3,167
80
1,557
2,234
3,768
90
1,660
2,435
4,003
Source: JETRO Study, updated to 2008 prices
As similar to the TTC, the converted VOC in 2011 price can be obtained in the following table.
Table 5-10 Converted Unit VOC (VND in 2011 price)
Speed
(km/hour)
Car
Bus
Truck
5
10
20
30
40
50
60
70
80
90
6,492
3,942
2,581
2,111
1,840
1,730
1,748
1,670
1,884
2,009
8,649
5,407
3,669
2,882
2,482
2,364
2,404
2,356
2,703
2,946
16,791
10,279
6,937
5,259
4,471
4,164
4,092
3,832
4,559
4,844
Source: Study Team
(4)
Construction Cost, Land Acquisition Cost and Operation/Maintenance Cost
The construction cost and operation/maintenance cost were set up as inputs for economic evaluation. The
some basic presumptions are being assumed in conducting the economic evaluation as follows.
・ Escalation factor:
Price inflation was not taken into account for either construction cost
or operation/maintenance cost.
・ Tax and import duty: All kind of taxes such as value added tax and import duty were
excluded.
・ Land acquisition cost: Land acquisition cost was excluded.
Construction cost and operation/maintenance cost were set up in each stage of the project implementation
for each of north section and south section.
5-8
(5) User Benefit Estimate
On the basis of unit TTC, unit VOC, and transport demand forecast, of which main outputs are the reduced
time and vehicle running kilometers, economic evaluation was conducted from the viewpoint of user benefit.
Time savings and vehicle kilometer saving being brought about by the introduction of new toll expressway
are converted to an annual value. These values were estimated on the basis of the traffic demand forecast on
a daily basis corresponding to 3 cases;
Case-1 for 500 VND/km fare rate,
Case-2 for 1,000 NVND/km
Case-3 for 1,200 VND/km
The annual value conversion was conducted in such a way that the daily value was multiplied by the total
number of weekdays in a year, which is assumed to be 365 days. The time saving value and the vehicle
kilometer saving value were converted to a monetary term through the application of unit TTC and VOC on
the year of 2011 basis, which were discussed in the previous part in this chapter. User benefit of both “with
toll expressway” and “without toll expressway” were estimated using unit TTC, VOC, vehicle kilometers
and hours. Benefit and cost stream of each case are shown in Table 5-11 through 5-16.
5-9
Table 5-11 Benefit and Cost in North Section (Case-1)
Table 5-12 Benefit and Cost in North Section (Case-2)
Unit: [million JPY]
Unit: [million JPY]
Construction
Cost
O&M Cost
2014
1,209
0
1,209
0
-1,209
-1,209
2014
1,209
0
1,209
0
-1,209
-1,209
2015
10,768
0
10,768
0
-10,768
-11,977
2015
10,768
0
10,768
0
-10,768
-11,977
2016
32,303
0
32,303
0
-32,303
-44,280
2016
32,303
0
32,303
0
-32,303
-44,280
2017
31,093
0
31,093
0
-31,093
-75,373
2017
31,093
0
31,093
0
-31,093
-75,373
2018
21,535
0
21,535
0
-21,535
-96,908
2018
21,535
0
21,535
0
-21,535
-96,908
2019
10,768
0
10,768
0
-10,768
-107,676
2019
10,768
0
10,768
0
-10,768
-107,676
2020
0
201
201
21,221
21,020
-86,656
2020
0
201
201
14,944
14,743
-92,932
2021
0
201
201
22,523
22,322
-64,335
2021
0
201
201
16,122
15,921
-77,012
2022
0
201
201
23,902
23,701
-40,633
2022
0
201
201
17,393
17,192
-59,819
2023
0
201
201
25,365
25,164
-15,469
2023
0
201
201
18,766
18,565
-41,254
2024
0
201
201
26,915
26,714
11,245
2024
0
201
201
20,249
20,048
-21,206
2025
0
2,923
2,923
28,559
25,635
36,881
2025
0
2,923
2,923
21,850
18,927
-2,280
2026
0
201
201
30,343
30,142
67,022
2026
0
201
201
23,446
23,245
20,966
2027
0
201
201
32,246
32,045
99,067
2027
0
201
201
25,171
24,970
45,935
2028
0
201
201
34,278
34,077
133,145
2028
0
201
201
27,033
26,832
72,768
2029
0
201
201
36,448
36,247
169,392
2029
0
201
201
29,047
28,846
101,614
2030
0
3,184
3,184
38,765
35,581
204,972
2030
0
3,184
3,184
31,224
28,040
129,654
2031
0
462
462
40,955
40,493
245,465
2031
0
462
462
34,807
34,346
163,999
2032
0
462
462
43,289
42,827
288,293
2032
0
462
462
38,776
38,314
202,314
2033
0
462
462
45,777
45,316
333,609
2033
0
462
462
43,171
42,709
245,023
2034
0
462
462
48,432
47,970
381,579
2034
0
462
462
48,037
47,575
292,598
2035
0
3,184
3,184
51,264
48,080
429,660
2035
0
3,184
3,184
53,425
50,241
342,839
2036
0
462
462
52,513
52,052
481,711
2036
0
462
462
54,507
54,045
396,884
2037
0
462
462
53,790
53,328
535,040
2037
0
462
462
55,612
55,150
452,035
2038
0
462
462
55,094
54,633
589,672
2038
0
462
462
56,742
56,280
508,315
2039
0
462
462
56,428
55,966
645,639
2039
0
462
462
57,897
57,436
565,751
2040
0
3,184
3,184
57,790
54,606
700,245
2040
0
3,184
3,184
59,078
55,894
621,645
2041
0
462
462
58,813
58,351
758,596
2041
0
462
462
59,494
59,033
680,678
2042
0
462
462
59,875
59,413
818,009
2042
0
462
462
59,917
59,455
740,133
2043
0
462
462
60,978
60,516
878,526
2043
0
462
462
60,346
59,885
800,018
Total
107,676
19,361
127,037
1,005,562
878,526
Total
107,676
19,361
127,037
927,054
800,018
Total Cost
Benefit
Net benefit
Cumurative Net
Benefit
Construction
Cost
Source: Study Team
O&M Cost
Total Cost
Benefit
Net benefit
Source: Study Team
5-10
Cumurative Net
Benefit
Table 5-13 Benefit and Cost in North Section (Case-3)
Unit: [million JPY]
Construction
O&M Cost
Cost
Total Cost
Benefit
Net benefit
Cumurative Net
Benefit
2014
1,209
0
1,209
0
-1,209
-1,209
2015
10,768
0
10,768
0
-10,768
-11,977
2016
32,303
0
32,303
0
-32,303
-44,280
2017
31,093
0
31,093
0
-31,093
-75,373
2018
21,535
0
21,535
0
-21,535
-96,908
2019
10,768
0
10,768
0
-10,768
-107,676
2020
0
201
201
12,923
12,722
-94,954
2021
0
201
201
13,847
13,646
-81,308
2022
0
201
201
14,838
14,637
-66,670
2023
0
201
201
15,902
15,701
-50,969
2024
0
201
201
17,043
16,842
-34,127
2025
0
2,923
2,923
18,267
15,344
-18,783
2026
0
201
201
19,954
19,754
970
2027
0
201
201
21,809
21,608
22,579
2028
0
201
201
23,850
23,649
46,227
2029
0
201
201
26,095
25,894
72,121
2030
0
3,184
3,184
28,567
25,383
97,504
2031
0
462
462
32,083
31,621
129,126
2032
0
462
462
36,007
35,545
164,671
2033
0
462
462
40,385
39,923
204,594
2034
0
462
462
45,269
44,808
249,401
2035
0
3,184
3,184
50,718
47,534
296,935
2036
0
462
462
52,751
52,290
349,225
2037
0
462
462
54,864
54,403
403,628
2038
0
462
462
57,060
56,599
460,227
2039
0
462
462
59,342
58,881
519,107
2040
0
3,184
3,184
61,714
58,530
577,638
2041
0
462
462
61,872
61,411
639,048
2042
0
462
462
62,033
61,572
700,620
2043
0
462
462
62,198
61,737
762,357
107,676
19,361
127,037
889,393
762,357
Total
Source: Study Team
5-11
Table 5-14 Benefit and Cost in South Section (Case-1)
Table 5-15 Benefit and Cost South Section (Case-2)
Unit: [million JPY]
Unit: [million JPY]
Construction
Cost
O&M Cost
2014
1,254
0
1,254
0
-1,254
-1,254
2014
1,254
0
1,254
0
-1,254
-1,254
2015
11,789
0
11,789
0
-11,789
-13,043
2015
11,789
0
11,789
0
-11,789
-13,043
2016
35,366
0
35,366
0
-35,366
-48,409
2016
35,366
0
35,366
0
-35,366
-48,409
2017
34,112
0
34,112
0
-34,112
-82,520
2017
34,112
0
34,112
0
-34,112
-82,520
2018
23,577
0
23,577
0
-23,577
-106,098
2018
23,577
0
23,577
0
-23,577
-106,098
2019
11,789
0
11,789
0
-11,789
-117,886
2019
11,789
0
11,789
0
-11,789
-117,886
2020
0
161
161
31,760
31,599
-86,287
2020
0
161
161
17,571
17,410
-100,476
2021
0
161
161
33,315
33,154
-53,133
2021
0
161
161
18,689
18,528
-81,948
2022
0
161
161
34,945
34,784
-18,350
2022
0
161
161
19,879
19,717
-62,231
2023
0
161
161
36,654
36,493
18,143
2023
0
161
161
21,145
20,984
-41,247
2024
0
161
161
38,446
38,285
56,428
2024
0
161
161
22,492
22,331
-18,916
2025
0
2,344
2,344
40,325
37,982
94,410
2025
0
2,344
2,344
23,926
21,583
2,666
2026
0
161
161
41,851
41,689
136,100
2026
0
161
161
25,808
25,647
28,313
2027
0
161
161
43,440
43,279
179,379
2027
0
161
161
27,843
27,681
55,995
2028
0
161
161
45,098
44,936
224,315
2028
0
161
161
30,042
29,881
85,876
2029
0
161
161
46,826
46,664
270,980
2029
0
161
161
32,421
32,260
118,136
2030
0
3,474
3,474
48,628
45,154
316,134
2030
0
3,474
3,474
34,994
31,520
149,656
2031
0
370
370
50,038
49,668
365,802
2031
0
370
370
36,933
36,563
186,219
2032
0
370
370
51,530
51,160
416,962
2032
0
370
370
38,997
38,627
224,846
2033
0
370
370
53,108
52,738
469,700
2033
0
370
370
41,197
40,827
265,673
2034
0
370
370
54,779
54,409
524,109
2034
0
370
370
43,542
43,172
308,845
2035
0
2,552
2,552
56,550
53,998
578,107
2035
0
2,552
2,552
46,042
43,490
352,334
2036
0
370
370
62,938
62,568
640,675
2036
0
370
370
55,210
54,840
407,174
2037
0
370
370
69,838
69,468
710,143
2037
0
370
370
66,065
65,695
472,869
2038
0
370
370
77,288
76,918
787,061
2038
0
370
370
78,907
78,537
551,406
2039
0
370
370
85,328
84,958
872,019
2039
0
370
370
94,090
93,720
645,126
2040
0
3,474
3,474
94,003
90,529
962,548
2040
0
3,474
3,474
112,028
108,554
753,680
2041
0
370
370
99,588
99,218
1,061,766
2041
0
370
370
111,378
111,008
864,689
2042
0
370
370
105,486
105,116
1,166,882
2042
0
370
370
110,786
110,416
975,105
2043
0
370
370
111,715
111,345
1,278,227
2043
0
370
370
110,252
109,882
1,084,987
117,886
17,363
135,250
1,413,477
1,278,227
Total
117,886
17,363
135,250
1,220,236
1,084,987
Total
Total Cost
Benefit
Net benefit
Cumurative Net
Benefit
Source: Study Team
Construction
Cost
O&M Cost
Total Cost
Benefit
Net benefit
Source: Study Team
5-12
Cumurative Net
Benefit
Table 5-16 Benefit and Cost in South Section (Case-3)
Unit: [million JPY]
Construction
Cost
O&M Cost
Total Cost
Benefit
Net Benefit
Cumurative Net
Benefit
2014
1,254
0
1,254
0
-1,254
-1,254
2015
11,789
0
11,789
0
-11,789
-13,043
2016
35,366
0
35,366
0
-35,366
-48,409
2017
34,112
0
34,112
0
-34,112
-82,520
2018
23,577
0
23,577
0
-23,577
-106,098
2019
11,789
0
11,789
0
-11,789
-117,886
2020
0
161
161
13,347
13,186
-104,701
2021
0
161
161
14,449
14,287
-90,413
2022
0
161
161
15,642
15,481
-74,933
2023
0
161
161
16,934
16,773
-58,160
2024
0
161
161
18,333
18,172
-39,988
2025
0
2,344
2,344
19,848
17,504
-22,484
2026
0
161
161
21,590
21,429
-1,056
2027
0
161
161
23,488
23,327
22,272
2028
0
161
161
25,557
25,396
47,668
2029
0
161
161
27,812
27,651
75,319
2030
0
3,474
3,474
30,270
26,797
102,116
2031
0
370
370
31,838
31,468
133,584
2032
0
370
370
33,486
33,116
166,700
2033
0
370
370
35,219
34,849
201,549
2034
0
370
370
37,040
36,670
238,219
2035
0
2,552
2,552
38,954
36,401
274,620
2036
0
370
370
46,534
46,164
320,784
2037
0
370
370
55,522
55,152
375,936
2038
0
370
370
66,182
65,813
441,749
2039
0
370
370
78,830
78,460
520,208
2040
0
3,474
3,474
93,840
90,366
610,574
2041
0
370
370
95,768
95,398
705,972
2042
0
370
370
97,782
97,412
803,384
2043
0
370
370
99,885
99,515
902,899
117,886
17,363
135,250
1,038,149
902,899
Total
Source: Study Team
5-13
(6)
Economic Indicators (EIRR, CBR, NPV)
Based on the results of the user benefits and cost estimates shown in the above section, introduction of toll
expressway was evaluated in terms of EIRR, CBR and NPV within the assumed project implementation
period of 30 years. Evaluation of the economic viability was done through comparative analysis between
EIRR and a social discount rate of 12.0%. Comparing such a discount rate, it can be said that economic
viability was secured at an appropriate feasibility level.
Table 5-17 Result of the Economic Analysis (North Section)
Evaluation Item
EIRR[%]
CBR 1)
NPV[million JPY] 1)
Case 1
18.2
1.8
56,228
Case 2
15.8
1.5
35,095
Case 3
14.8
1.4
25,475
1) Adopted discount rate is 12.0%
Source: Study Team
Table 5-18 Result of the Economic Analysis (South Section)
Evaluation Item
EIRR[%]
CBR 1)
NPV[million JPY] 1)
Case 1
21.4
2.3
98,411
Case 2
16.4
1.6
47,831
1) Adopted discount rate is 12.0%
Source: Study Team
5-14
Case 3
14.6
1.3
26,631
(7)
Sensitivity analysis
A sensitivity analysis of the economic analysis was conducted for 1) Benefit fluctuation (±10%), 2)
Construction cost fluctuation (±10%) and 3) Extension of project period (10 years extension). Results of the
sensitivity analysis are as follows.
Table 5-19 Summary of the Results of the Sensitivity Analysis (North Section: Case 1）
Corresponding Variable
Benefit
Construction Cost
Extension of Project Period
Cases of Analysis
Base case
10% increase in every year
10% decrease in every year
Base case
10% increase in every year
10% decrease in every year
Base case
10 years extension
EIRR [%]
18.2
19.4
16.9
18.2
17.1
19.5
18.2
18.6
Source: Study Team
Table 5-20 Summary of the Results of the Sensitivity Analysis (North Section: Case 2）
Corresponding Variable
Benefit
Construction cost
Extension of project period
Cases of Analysis
Base case
10% increase in every year
10% decrease in every year
Base case
10% increase in every year
10% decrease in every year
Base case
10 years extension
EIRR [%]
15.8
16.8
14.8
15.8
14.9
16.9
15.8
16.3
Source: Study Team
Table 5-21 Summary of the Results of the Sensitivity Analysis (North Section: Case 3）
Corresponding Variable
Benefit
Construction Cost
Extension of Project Period
Cases of Analysis
Base case
10% increase in every year
10% decrease in every year
Base case
10% increase in every year
10% decrease in every year
Base case
10 years extension
Source: Study Team
5-15
EIRR [%]
14.8
15.7
13.8
14.8
13.9
15.8
14.8
15.4
Table 5-22 Summary of the Results of the Sensitivity Analysis（South Section: Case 1）
Corresponding variable
Benefit
Construction Cost
Extension of Project Period
Cases of analysis
Base case
10% increase in every year
10% decrease in every year
Base case
10% increase in every year
10% decrease in every year
Base case
10 years extension
EIRR [%]
21.4
22.7
19.9
21.4
20.1
22.8
21.4
21.6
Source: Study Team
Table 5-23 Summary of the Results of the Sensitivity Analysis（South Section: Case2）
Corresponding Variable
Benefit
Construction Cost
Extension of Project Period
Cases of Analysis
Base case
10% increase in every year
10% decrease in every year
Base case
10% increase in every year
10% decrease in every year
Base case
10 years extension
EIRR [%]
16.4
17.4
15.4
16.4
15.5
17.5
16.4
17.1
Source: Study Team
Table 5-24 Summary of the Results of the Sensitivity Analysis（South Section: Case 3）
Corresponding Variable
Benefit
Construction Cost
Extension of Project Period
Cases of Analysis
Base case
10% increase in every year
10% decrease in every year
Base case
10% increase in every year
10% decrease in every year
Base case
10 years extension
Source: Study Team
5-16
EIRR [%]
14.6
15.5
13.6
14.6
13.7
15.5
14.6
15.5
5.2.2
Financial Evaluation
The financial performance of each of Case 1, Case 2 and Case 3 was examined based on the financial cash
flow for the project implementation of toll expressway construction. The major works of the financial
evaluation are to prepare the input data of financial statements and necessary external variables such as
construction costs, operation/maintenance costs and revenues. Usually financial statements are composed of
cash flow statements. The cash flow statement consists of cash-inflow and cash-outflow to estimate the
annual surplus or deficit.
Financial viability is examined from the financial viewpoints such as financial internal rate of return.
(1) Presumptions Adopted
Basic presumptions adopted in the financial evaluation are as follows:
a) Project Costs
Construction costs and operation/maintenance costs were set up as inputs for financial evaluation. Some
basic presumptions being assumed in conducting financial evaluation are as follows.
Escalation factor:
Price inflation was not taken into account for either construction costs
or operation/maintenance cost.
Tax and import duty:
Those taxes were included.
Land acquisition cost: Land acquisition cost was not included.
b) Revenue
Revenue was set up on the basis of the results of traffic demand forecast and fare rate. Escalation factor was
not taken into account since the project cost did not include any price inflation.
(2) Result of Financial Analysis
Toll revenue and cost stream of each case are shown in Table 5-25 through Table 5-30.
5-17
Table 5-25 Toll Revenue and Cost in North Section
(Case-1)
Table 5-26 Toll Revenue and Cost in North Section
(Case-2)
Unit: [million JPY]
Unit: [million JPY]
Construction
Cost
O&M Cost
2014
1,344
0
1,344
0
-1,344
-1,344
2014
1,344
0
1,344
0
-1,344
-1,344
2015
11,964
0
11,964
0
-11,964
-13,308
2015
11,964
0
11,964
0
-11,964
-13,308
2016
35,892
0
35,892
0
-35,892
-49,200
2016
35,892
0
35,892
0
-35,892
-49,200
2017
34,548
0
34,548
0
-34,548
-83,748
2017
34,548
0
34,548
0
-34,548
-83,748
2018
23,928
0
23,928
0
-23,928
-107,676
2018
23,928
0
23,928
0
-23,928
-107,676
2019
11,964
0
11,964
0
-11,964
-119,640
2019
11,964
0
11,964
0
-11,964
-119,640
2020
0
201
201
1,902
1,701
-117,938
2020
0
201
201
2,908
2,707
-116,932
2021
0
201
201
1,962
1,761
-116,177
2021
0
201
201
3,046
2,845
-114,087
2022
0
201
201
2,024
1,823
-114,354
2022
0
201
201
3,191
2,990
-111,097
2023
0
201
201
2,087
1,886
-112,468
2023
0
201
201
3,343
3,142
-107,955
2024
0
201
201
2,153
1,952
-110,516
2024
0
201
201
3,501
3,300
-104,655
2025
0
2,923
2,923
2,221
-703
-111,219
2025
0
2,923
2,923
3,668
744
-103,911
2026
0
201
201
2,308
2,107
-109,112
2026
0
201
201
3,781
3,580
-100,331
2027
0
201
201
2,398
2,198
-106,914
2027
0
201
201
3,898
3,697
-96,633
2028
0
201
201
2,493
2,292
-104,623
2028
0
201
201
4,019
3,818
-92,815
2029
0
201
201
2,591
2,390
-102,233
2029
0
201
201
4,144
3,943
-88,873
2030
0
3,184
3,184
2,692
-492
-102,725
2030
0
3,184
3,184
4,272
1,088
-87,785
2031
0
462
462
2,705
2,244
-100,481
2031
0
462
462
4,447
3,986
-83,799
2032
0
462
462
2,718
2,257
-98,224
2032
0
462
462
4,629
4,168
-79,631
2033
0
462
462
2,731
2,270
-95,954
2033
0
462
462
4,819
4,358
-75,274
2034
0
462
462
2,745
2,283
-93,671
2034
0
462
462
5,017
4,555
-70,718
2035
0
3,184
3,184
2,758
-426
-94,097
2035
0
3,184
3,184
5,222
2,038
-68,680
2036
0
462
462
2,826
2,365
-91,732
2036
0
462
462
5,292
4,831
-63,849
2037
0
462
462
2,896
2,435
-89,297
2037
0
462
462
5,363
4,902
-58,947
2038
0
462
462
2,968
2,507
-86,791
2038
0
462
462
5,435
4,974
-53,974
2039
0
462
462
3,042
2,580
-84,211
2039
0
462
462
5,508
5,046
-48,927
2040
0
3,184
3,184
3,117
-67
-84,278
2040
0
3,184
3,184
5,582
2,398
-46,530
2041
0
462
462
3,081
2,619
-81,658
2041
0
462
462
5,586
5,124
-41,405
2042
0
462
462
3,045
2,583
-79,075
2042
0
462
462
5,590
5,129
-36,277
2043
0
462
462
3,009
2,547
-76,528
2043
0
462
462
5,525
5,063
-31,213
119,640
19,361
139,001
62,473
-76,528
119,640
19,361
139,001
107,787
-31,213
Total
Total Cost
Revenue
Cumulative Net
Net Revenue
Revenue
Construction
Cost
Total
Source: Study Team
O&M Cost
Total Cost
Revenue
Net Revenue
Source: Study Team
5-18
Cumulative Net
Revenue
Table 5-27 Toll Revenue and Cost in North Section (Case-3)
Unit: [million JPY]
Construction
Cost
O&M Cost
2014
1,344
0
1,344
0
-1,344
-1,344
2015
11,964
0
11,964
0
-11,964
-13,308
2016
35,892
0
35,892
0
-35,892
-49,200
2017
34,548
0
34,548
0
-34,548
-83,748
2018
23,928
0
23,928
0
-23,928
-107,676
2019
11,964
0
11,964
0
-11,964
-119,640
2020
0
201
201
2,846
2,645
-116,995
2021
0
201
201
2,946
2,745
-114,250
2022
0
201
201
3,050
2,849
-111,401
2023
0
201
201
3,158
2,957
-108,445
2024
0
201
201
3,269
3,068
-105,377
2025
0
2,923
2,923
3,384
461
-104,916
2026
0
201
201
3,570
3,369
-101,547
2027
0
201
201
3,766
3,565
-97,983
2028
0
201
201
3,972
3,771
-94,212
2029
0
201
201
4,190
3,989
-90,223
2030
0
3,184
3,184
4,419
1,235
-88,987
2031
0
462
462
4,625
4,163
-84,824
2032
0
462
462
4,839
4,378
-80,446
2033
0
462
462
5,064
4,602
-75,844
2034
0
462
462
5,299
4,838
-71,006
2035
0
3,184
3,184
5,545
2,361
-68,645
2036
0
462
462
5,705
5,243
-63,402
2037
0
462
462
5,869
5,407
-57,995
2038
0
462
462
6,038
5,576
-52,418
2039
0
462
462
6,212
5,750
-46,668
2040
0
3,184
3,184
6,390
3,206
-43,462
2041
0
462
462
6,384
5,922
-37,539
2042
0
462
462
6,378
5,916
-31,623
2043
0
462
462
6,303
5,841
-25,782
Total
119,640
19,361
139,001
113,219
-25,782
Total Cost
Revenue
Source: Study Team
5-19
Net Revenue
Cumulative Net
Revenue
Table 5-28 Toll Revenue and Cost in South Section
(Case-1)
Table 5-29 Toll Revenue and Cost in South Section
(Case-2)
Unit: [million JPY]
Construction
Cost
O&M Cost
Cumulative Net
Revenue
2014
1,394
0
1,394
0
-1,394
-1,394
2015
13,098
0
13,098
0
-13,098
-14,492
2016
39,295
0
39,295
0
-39,295
2017
37,902
0
37,902
0
-37,902
2018
26,197
0
26,197
0
2019
13,098
0
13,098
2020
0
161
161
2021
0
161
161
2022
0
161
2023
0
2024
Unit: [million JPY]
Construction
Cost
O&M Cost
2014
1,394
0
1,394
0
-1,394
-1,394
2015
13,098
0
13,098
0
-13,098
-14,492
-53,788
2016
39,295
0
39,295
0
-39,295
-53,788
-91,689
2017
37,902
0
37,902
0
-37,902
-91,689
-26,197
-117,886
2018
26,197
0
26,197
0
-26,197
-117,886
0
-13,098
-130,985
2019
13,098
0
13,098
0
-13,098
-130,985
1,869
1,708
-129,277
2020
0
161
161
1,562
1,401
-129,584
1,949
1,788
-127,489
2021
0
161
161
1,677
1,516
-128,068
161
2,033
1,871
-125,618
2022
0
161
161
1,801
1,639
-126,428
161
161
2,120
1,959
-123,659
2023
0
161
161
1,933
1,772
-124,656
0
161
161
2,211
2,049
-121,610
2024
0
161
161
2,075
1,914
-122,742
2025
0
2,344
2,344
2,305
-38
-121,648
2025
0
2,344
2,344
2,228
-116
-122,858
2026
0
161
161
2,374
2,213
-119,435
2026
0
161
161
2,380
2,219
-120,639
2027
0
161
161
2,445
2,284
-117,151
2027
0
161
161
2,543
2,382
-118,257
2028
0
161
161
2,519
2,358
-114,793
2028
0
161
161
2,717
2,556
-115,701
2029
0
161
161
2,594
2,433
-112,360
2029
0
161
161
2,903
2,741
-112,959
2030
0
2,552
2,552
2,672
119
-112,241
2030
0
2,552
2,552
3,101
549
-112,411
2031
0
370
370
2,753
2,383
-109,858
2031
0
370
370
3,151
2,781
-109,630
2032
0
370
370
2,836
2,466
-107,392
2032
0
370
370
3,201
2,831
-106,799
2033
0
370
370
2,922
2,552
-104,840
2033
0
370
370
3,252
2,882
-103,918
2034
0
370
370
3,010
2,640
-102,200
2034
0
370
370
3,304
2,934
-100,984
2035
0
2,552
2,552
3,101
549
-101,652
2035
0
2,552
2,552
3,357
804
-100,180
2036
0
370
370
3,188
2,818
-98,834
2036
0
370
370
3,640
3,270
-96,910
2037
0
370
370
3,277
2,907
-95,926
2037
0
370
370
3,947
3,577
-93,332
2038
0
370
370
3,369
2,999
-92,927
2038
0
370
370
4,281
3,911
-89,422
2039
0
370
370
3,464
3,094
-89,833
2039
0
370
370
4,642
4,272
-85,149
2040
0
2,552
2,552
3,561
1,008
-88,825
2040
0
2,552
2,552
5,034
2,482
-82,668
2041
0
370
370
3,595
3,225
-85,599
2041
0
370
370
5,185
4,815
-77,853
2042
0
370
370
3,630
3,260
-82,339
2042
0
370
370
5,341
4,971
-72,882
2043
0
370
370
3,665
3,295
-79,044
2043
0
370
370
5,392
5,022
-67,860
130,985
15,521
146,505
67,461
-79,044
Total
130,985
15,521
146,505
78,645
-67,860
Total
Total Cost
Revenue
Net Revenue
Source: Study Team
Total Cost
Revenue
Net Revenue
Source: Study Team
5-20
Cumulative Net
Revenue
Table 5-30 Toll Revenue and Cost in South Section (Case-3)
Unit: [million JPY]
Construction
Cost
O&M Cost
Total Cost
Revenue
Net Revenue
Cumulative Net
Revenue
2014
1,394
0
1,394
0
-1,394
-1,394
2015
13,098
0
13,098
0
-13,098
-14,492
2016
39,295
0
39,295
0
-39,295
-53,788
2017
37,902
0
37,902
0
-37,902
-91,689
2018
26,197
0
26,197
0
-26,197
-117,886
2019
13,098
0
13,098
0
-13,098
-130,985
2020
0
161
161
1,292
1,131
-129,854
2021
0
161
161
1,421
1,260
-128,594
2022
0
161
161
1,563
1,402
-127,192
2023
0
161
161
1,719
1,558
-125,634
2024
0
161
161
1,890
1,729
-123,905
2025
0
2,344
2,344
2,079
-265
-124,170
2026
0
161
161
2,229
2,068
-122,102
2027
0
161
161
2,390
2,229
-119,873
2028
0
161
161
2,563
2,402
-117,471
2029
0
161
161
2,748
2,587
-114,884
2030
0
2,552
2,552
2,946
394
-114,490
2031
0
370
370
3,040
2,670
-111,820
2032
0
370
370
3,137
2,767
-109,053
2033
0
370
370
3,237
2,867
-106,185
2034
0
370
370
3,341
2,971
-103,215
2035
0
2,552
2,552
3,447
895
-102,320
2036
0
370
370
3,724
3,354
-98,967
2037
0
370
370
4,022
3,652
-95,314
2038
0
370
370
4,345
3,975
-91,339
2039
0
370
370
4,694
4,324
-87,015
2040
0
2,552
2,552
5,071
2,518
-84,497
2041
0
370
370
5,335
4,965
-79,531
2042
0
370
370
5,614
5,244
-74,287
2043
0
370
370
5,668
5,298
-68,989
130,985
15,521
146,505
77,517
-68,989
Total
Source: Study Team
5-21
Financial performances for Case 1, Case 2 and Case 3 without consideration of any financial scheme are
shown in the following table as a summary.
Table 5-31 Result of the Financial Analysis (North Section)
Evaluation Item
NPV [million JPY]
FIRR [%]
Case 1
Case 2
Case 3
-71,212
-65,231
-65,217
-5.9
-1.8
-1.4
Note: Discount rate is assumed to be 12 %
Source: Study Team
Table 5-32 Result of the Financial Analysis (South Section)
Evaluation Item
NPV [million JPY]
FIRR [%]
Case 1
Case 2
Case 3
-77,742
-77,396
-77,977
-5.2
-4.0
-4.0
Note: Discount rate is assumed to be 12 %
Source: Study Team
(3)
Sensitivity Analysis
A sensitivity analysis of the economic analysis was conducted for 1) revenue fluctuation (±10%), 2)
Construction cost fluctuation (±10%) and 3) Extension of project period (10 years extension). Results of the
sensitivity analysis are as follows.
Table 5-33 Summary of the Results of the Sensitivity Analysis（North Section: Case1）
Corresponding Variable
Revenue
Construction Cost
Extension of Project Period
Cases of Analysis
Base case
10% increase in every year
10% decrease in every year
Base case
10% increase in every year
10% decrease in every year
Base case
10 years extension
FIRR [%]
-5.9
-5.2
-6.7
-5.9
-6.4
-5.3
-5.9
-2.9
Source: Study Team
Table 5-34 Summary of the Results of the Sensitivity Analysis（North Section: Case2）
Corresponding Variable
Revenue
Construction Cost
Extension of Project Period
Cases of Analysis
Base case
10% increase in every year
10% decrease in every year
Base case
10% increase in every year
10% decrease in every year
Base case
10 years extension
Source: Study Team
5-22
FIRR [%]
-1.8
-1.2
-2.6
-1.8
-2.4
-1.2
-1.8
0.5
Table 5-35 Summary of the Results of the Sensitivity Analysis（North Section: Case3）
Corresponding Variable
Revenue
Construction Cost
Extension of Project Period
Cases of Analysis
Base case
10% increase in every year
10% decrease in every year
Base case
10% increase in every year
10% decrease in every year
Base case
10 years extension
FIRR [%]
-1.4
-0.8
-2.2
-1.4
-2.0
-0.8
-1.4
1.0
Source: Study Team
Table 5-36 Summary of the Results of the Sensitivity Analysis（South Section: Case1）
Corresponding Variable
Revenue
Construction Cost
Extension of Project Period
Cases of Analysis
Base case
10% increase in every year
10% decrease in every year
Base case
10% increase in every year
10% decrease in every year
Base case
10 years extension
FIRR [%]
-5.2
-4.6
-5.9
-5.2
-5.7
-4.7
-5.2
-2.1
Source: Study Team
Table 5-37 Summary of the Results of the Sensitivity Analysis（South Section: Case2）
Corresponding Variable
Revenue
Construction Cost
Extension of Project Period
Cases of Analysis
Base case
10% increase in every year
10% decrease in every year
Base case
10% increase in every year
10% decrease in every year
Base case
10 years extension
FIRR [%]
-4.0
-3.4
-4.6
-4.0
-4.4
-3.4
-4.0
-0.8
Source: Study Team
Table 5-38 Summary of the Results of the Sensitivity Analysis（South Section: Case3）
Corresponding variable
Revenue
Construction Cost
Extension of Project Period
Cases of analysis
Base case
10% increase in every year
10% decrease in every year
Base case
10% increase in every year
10% decrease in every year
Base case
10 years extension
Source: Study Team
5-23
FIRR [%]
-4.0
-3.4
-4.6
-4.0
-4.4
-3.4
-4.0
-0.7
Chapter 6
PLANNED ROJECT SCHEDULE
6.1 Prioritization of Road Sections
MOT is to construct the expressway with PPP scheme but Vietnam Government cannot provide VGF
portion due to shortage of fund. The Government expects infusion of ODA funds, such as WB and
JICA, instead of public VGF. The selection of prioritization road section was tabulated in Table 6-1.
This selection considered that implementation of the expressway starts North Section followed by South
Section. It was assumed that implementation of South Section never proceed prior to the
implementation of North Section.
Table 6-1 Prioritization of Road Sections
Case
South
Section
North Section
Evaluation
North section is financed by private and VGF. South section is
co-financed by WB and STEP. It is difficult to cover whore the
north section by private without VGF. Construction of both sections
is difficult under this scheme.
Construction of South section is nearly impossible.
North section is co-financed by private and WB. STEP assists
South section only. Implementation of both sections is possible but
STEP required huge amount. This scheme is not practical due to
STEP required huge amount fund.
North section is co-financed by private and STEP. WB assists
South section. Implementation of both sections is possible but WB
required huge amount same as STEP in Case2. This scheme is not
practical due to WB required huge amount fund.
1
Private
+VGF
WB
+STEP
2
Private
＋WB
STEP
3
Private
＋STEP
WB
4
Private
＋STEP＋WB
Implementation
postponed due to
financing problem
5
Private
＋STEP＋WB
Private
6
Private
＋STEP＋WB
Private
＋STEP
North section is co-financed by private, STEP and WB. South
section is difficult to implement due to fund shortage same situation
Case2 and 4.
North section is co-financed by private, STEP and WB. Private is
difficult to cover South section because of huge amount required.
North section is co-financed by private, STEP and WB. Private and
STEP cover South section. To reduce the burden on private
increases the burden on STEP. Inputting of STEP to both sections is
difficult because of fund problem.
Source: Study Team
Cases 1,2,3,5 and 6 are possible to implement both sections. Since private sector has difficulty to
implement the project without VGF, Case 1 and 5 are considered as impractical. Also, Case 2, 3 and 6 is
not practical because of huge amount of ODA fund. Considering current economic conditions of
Vietnam and expressway network, Case 4 may be recommendable for priority road section.
6-1
6.2 Implementation Scheme
(1) Study on STEP Form
Formation of the expressway project with STEP assistance is possible using construction material
procured from Japanese manufacturers (more than 10% equity participation) located in Vietnam.
However, STEP loan basically assists a project through best use of advanced technologies and
know-how of Japanese firms. Two different STEP forms were considered in this study. One is namely
Technology STEP and the other one is namely Material STEP as shown in Table 6-2 below.
Table 6-2 STEP Form
Source: Study Team
STEP Form A in the table is formulated a project with STEP to employ construction material procured
from Japanese manufactures in Vietnam without cost escalation from the original cost estimation by
TEDI as shown in the table right. Because of Vietnamese material procurement condition, both local
reinforcement steel bar and cement are available from Japanese manufacturer in Vietnam. But this form
idea does not follow the basic concept of STEP as explained before, because Japanese advanced
technology is not included in this form.
Form B is applied ITS to STEP portion. ITS amount is very small to the total cost. This form might be
faceless assistance.
Form C is consisted of Technology STEP. Amount for technology portion of this form does not satisfy
STEP procurement ratio condition.
Form D is Form C and Material STEP. This form satisfies Technology STEP and STEP procurement
ratio condition using material procured from Japanese manufacturer in Vietnam. And this form does not
make much increase in cost compared with other Form E and F. Therefore, Vietnam prefers this form D
than form E and F.
6-2
Form E is consisted of Technology STEP including long span bridge. If STEP assistance is formulated
with advanced technology in case of expressway project in Vietnam requires high cost long span bridge
or tunnel and much increase in project cost. Vietnam now carefully considers the adoption of this form
due to Vietnamese present economic condition. However, the adoption of PC box girder bridge and steel
pile foundation, this is one of Japanese advanced technology, and material procured Japanese
manufactures in Vietnam might be possible to formulate an expressway project with STEP assistance
while minimizing the project cost.
Form F, STEP assistance covers all of the project cost.
Above STEP forms were considered in this study with advice from MOT. MOT carefully considered
which form to be adopted from them (as of February 2012).
(2) Utilization of STEP
STEP shall assist which work item in this expressway project evaluated from the view of PPP scheme
planned by MOT.
Table 6-3 Utilization of STEP for the Project
Source: Study Team
Blanks of the above table mean those work items might be covered by private sector or other donor not
by STEP. Total amount in the table mean the construction cost of the expressway with a length of 121km
in the north section.
STEP in No1 case assists Tunnel work and ITS work as Japanese advanced technology. Amount of this
portion estimated at 12% of the total and the remaining 78% will be covered by another fund source.
STEP assistance is not effective enough to support the expressway project. Tunnel and ITS works are
difficult to satisfy procurement condition of STEP as explained in the section before.
STEP in No.2 includes long span bridge. This STEP is consisted of Japanese advanced technology and
will cover at 23% of the total. Assistance of 23% of the total cost is also not effective enough to support
the expressway project. And assistance of those work items is difficult to satisfy procurement condition
6-3
of STEP as well.
STEP in No.3 assists construction of medium and small scale bridge in the project using material
procured from Japanese manufacturer in Vietnam. Construction cost from STEP reach at 43% of the total
and the rest is at 57%. If VGF will support 8% from the above 57%, the rest become 49% of the total and
make private investor's risk lower.
STEP in No.4 increase material portion from that of No.3. Because of this modification, STEP portion
assists at 62% of the total and the rest is at 38%.
To utilize STEP assistance effectively in the expressway project need to consider not only Japanese
advanced technology but also material procured from Japanese manufacturer in Vietnam in order to
satisfy STEP procurement condition.
(3)
Implementation Scheme
Implementation schemes with combination of three parties, i.e. private, STEP and WB were examined
and assessed with due consideration of MOT strategy. The MOT strategies are discussed blow.
- To apply PPP scheme as much as possible.
- To provide incentives to private investor like VGF.
- But Government cannot provide VGF because of current finance condition.
- Government utilizes ODA loan instead of VGF to private investor.
- Implementation of the expressway starts from North section.
- Shortening of North section to be considered. In this shortening case, first 70 km section between
Ninh Binh and Thanh Hoa to be examined first.
- In addition this study considered Japanese opinions as shown below.
- Japanese advanced technology considered first to formulate STEP
- Material procurement to be considered second.
- Amount of STEP loan shall not exceed 100 billion JPY
Ten cases for North section and four cases for South section were examined taking into account the
conditions mentioned above and summarized in Table 6-4 and Table 6-5 respectively.
6-4
Table 6-4 North Section
Source: Study Team
N-1A and N-1B assist construction of all portion of the expressway with STEP assistance. Those two
cases are not practical because of huge amount fund required accordingly evaluated a symbol of “X”.
N-2 and N-3 show co-financing scheme by two parties. STEP in N-2A case is Technology STEP to assist
tunnel and long span bridge in this section namely Japanese advanced. Other remaining portion is
covered with private investor. Private portion is 77% of the total cost. Accordingly, participation of
private investor for this project is difficult then evaluated a symbol of “X”.
STEP in N-2B assists Technology portion and Material portion related to medium bridges in this section.
Distribution of N-2B is 57% of private portion and the remaining 43% from STEP assistance. Both
parties share each around 50% of the total cost. Private investor is possible to participate in this project
under N-2B with some additional coordination accordingly evaluated a symbol of “O”. STEP in N-2B
assists both technology and material. Material STEP assists the medium size bridges in this section using
material procured from Japanese manufacturer in Vietnam and satisfy STEP procurement condition.
N-3A and N-3B construct the expressway between cities, Ninh Binh and Thanh Hoa having a distance of
70km. This 70km construction idea comes from MOT. Distribution between parties show the same
tendency as described by N-2 because N-3 is smaller scale of N-2. Technology STEP in N-3A makes
private portion bigger and ineligible for PPP scheme. Technology and Material STEP in N-3B makes
private portion smaller and eligible for PPP scheme. STEP in N-2B and N-3B making smaller private
6-5
portion assist effectively Vietnamese preferable scheme namely PPP. Significant problem of N-3A and
N-3B may not be complete the whole section of 121km.
N-4A and N-5A is consisted of two parties and N-4B and N-5B is consisted of three parties. STEP in
N-4A and N-5B assist road construction of the second 51km section from the whole 121km and the
whole section is implemented as a result. Both cases can make private portion smaller and good chance
for private investor participation. But on the other hand, amount of STEP in N-5A requires around 92
billion JPY. This huge amount is not practical. N-5B is the recommendable case from the cases in the
table 6-4 based on the following reason.
- Whole 121km section implemented,
- Follow MOT’s opinion,
- Private portion required below 30% of the total project cost,
- Distribution appropriate among three parties,
- To satisfy STEP procurement condition.
However, amount of STEP requires huge amount fund of 63 billion JPY and needs complicated
coordination during implementation of the project.
Table 6-5 South Section
Source: Study Team
To implement all the south section by STEP assistance is not practical way because required fund amount
is over 100 billion JPY. To consider co-financing scheme private and STEP needs to make private portion
smaller using STEP assistance in order to invite private investor to the project. STEP in S-2B is
applicable. But on the other hand, amount of STEP in S-2B requires huge amount fund of 85 billion JPY.
No clear reason may not be found to shorten the project section from the whole of 97km. Therefore,
6-6
study on shortening of the project section has been omitted under this study.
6.3 Implementation Schedule
Implementation schedule of the project is depending on the funding scheme of the donors. Especially, in
consideration of the importance, necessity, scale of the project, funding scheme should be decided at an
early date.
Vietnamese, Japanese Government, the other donor and investor should cooperate with each other
because PPP study that is conducting by WB is key project and large relativeness with the project.
Based on the above condition of the project implementation, the study team suggests the implementation
schedule of the project as follows;
EIA and preparation study by JICA will complete in 2012
After agreement between Vietnam and japan for the project implementation, proceed to selection
of a consultant.
Detail design will be started in 2014 and select a contractor.
Construction will start in middle of 2015
Construction will complete in 2019
Cost estimation can be calculated by preparation study by JICA except basic design, because TEDI’s FS
is high accuracy.
Table 6-6 Proposed Implementation Schedule (North Section)
Work Item
2012
2013
2014
2015
F/S Detail Review
EIA
JICA Appraisal
Pledge
General
E/N, L/A
Selection of Consultant
D/D
Selection of Contractor
Land Acquisition
Preparation
Earthwork
Road Works
Soil Improvement
Drainage Work
Pavement Work
Miscellaneous
Preparation
Bridge Works
Substructure
Superatructure
Miscellaneous
Preparation
Tunnel Works
Tunnel Boring
Tunnel Facilities
Miscellaneous
Source: Study Team
6-7
2016
2017
2018
2019
Table 6-7 Proposed Implementation Schedule (South Section)
Work Item
2012
2013
2014
2015
2016
2017
2018
2019
F/S Detail Review
EIA
JICA Appraisal
Pledge
General
E/N, L/A
Selection of Consultant
D/D
Selection of Contractor
Land Acquisition
Preparation
Earthwork
Road Works
Soil Improvement
Drainage Work
Pavement Work
Miscellaneous
Preparation
Bridge Works
Substructure
Superatructure
Miscellaneous
Preparation
Tunnel Works
Tunnel Boring
Tunnel Facilities
Miscellaneous
Source: Study Team
Actual implementation schedule of above two sections largely rely on fund availability of the Vietnam
Government and/or fund assistance from donor agencies.
6-8
Chapter 7
IMPLEMENTING ORGANIZATION
7.1 Outline of Implementation Agency
7.1.1 Organizations
The TEDI under the MOT has completed the pre-feasibility study for Ninh Binh- Thanh Hoa- Bai Vot
section of the North South Expressway which was approved by the prime minister’s Decision. Currently
MOT is working for the implementation of the project. This section is selected as a potential pilot PPP
project, but the project proponent for this section is not fixed yet.
7.1.2 Functions and Duties
The functions and duties of central government and Provincial People’s Committees are shown in Figure
7-1. The MOT is responsible for planning and implementation of the highway development. PMU under
the MOT is responsible for the actual implementation of surveys and supervision for each project. The
People’s Committee of the province is expected to be responsible for land acquisition and resettlement of
local people.
Figure 7-1
Administrative Organizations
Source: Study Team
7.1.3 Finance
The annual expenditure of the MOT is shown in Table 7-1. The development investment expenditure has
dropped to almost one half of preceding years. The share of domestic capital dropped sharply to 2,483
billion VND at 2011.
7-1
Table 7-1 Final Accounts of Expenditures of Ministry of Transport
VND. Mill
Development investment expenditures
Year
Final Accounts
Capital expenditure
Total
Domestic
capital
Total
External
capital
Remarks
2005
7,659,738
6,017,981
6,017,981
2,326,509
3,691,471
2006
10,352,665
7,860,975
7,860,975
2,540,715
5,320,260
2007
8,950,396
6,266,771
6,266,771
3,317,199
2,949,572
2008
15,873,418
12,500,018
12,500,018
4,365,276
8,134,742
2009
21,816,473
17,900,557
17,900,557
9,702,266
8,198,291
2010
10,327,159
5,357,000
5,357,000
2,357,000
3,000,000
Estimate
2011
11,196,220
5,983,000
5,983,000
2,483,000
3,500,000
Plan
Source: MOT
7.1.4 Technical Capability
The PMU1 and the PMU6 of MOT have experiences the past ODA projects and acquired skills, however,
they have little experiences on the implementation of high standard highway projects. MOT is
considering the preparation of the documentation regarding standards of maintenance and management of
expressways.
The People’s Committee of Ninh Binh province has little experience in projects requiring large scale land
acquisition and resettlement. The People’s Committees of Thanh Hoa province and Nghe An province
have also experiences through projects funded by WB and ADB.
7-2
Table 7-2 Projects Implemented by MOT-PMU1
Status
Completed
No.
1
Project Name
National Highway No.1 (NH1)
renovation-Ho chi minh
City-Nha Trang section
NH1 renovation-Hanoi-Vinh
section and Ho chi minh
City-Can Tho section
NH1 renovation - Vinh - Dong
Ha section
Year
1994
1999
Funded by
- ADB
1995
2002
- WB
1997
2003
- WB
4
NH1 renovation - Hanoi - Lang
Son Section
1997
2002
- ADB
5
NH1 renovation - Quang
Ngai-Nha Trang section
1998
2004
- ADB
6
NH1 renovation -Can Tho - Nam
Can and non-flooded section of
Dong Ha - Quang Ngai
2003 2011
7
Mekong ferry - phase 1
8
Mekong ferry -phase 2
9
Transportation renovation in
Central region
1996 - Danish
2000
Government
2000 - Danish
2003
Government
2006 ADB, NDF
2012
10
Infrastructure development in
Mekong Delta (Renovation of
NH 53, 54 and 91)
Renovation of NH217 project
2
3
On going
11
WB
2007 2013
2010
2015
Project Description
- Length: 435km
- Total investment:
1,701.31 billion VND
- Length: 430 km
- Total investment:
2,181.42 billion VND
- Length :+ 292 km
- Total investment:
2,937.17 billion VND
- Length: 162km main
road and 600 km of
branch road.
- Total investment:
1,868.05 billion VND
- Length: 400 km and
1000 Km branch road
- Total investment:
2,183.28
- Length: 276 km and
128 km (provincial
roads) and Ganh Hao
bridge and 6 bridges
- Total investment:
3,430.90 billion VND
- Total investment cost:
210.34 billion VND
- Total investment:
88.06 billion VND
- Length: 1200km
- Total investment:
2,552.90 billion VND
- Length: 98 km
- Total investment cost:
4,434.32 billion VND
- Length: 88.2 km
- Total investment cost:
1,899.00 billion VND
WB
- ADB
Source: MOT
Table 7-3 Projects Implemented by MOT-PMU6
No.
Name of the Project
Year
Fund
1
Upgrade and improvement of
National Highway No. 5
Viet Nam Provincial Road
Improvement Project.
Transport credit for Improvement
national highway Network (stage 1)
Rural Transport Project (WB3)
1994-2001
JBIC
2003-2009
ADB
-
2005
present
2007present
JICA
-
WB/DFID
-
2
3
4
-
Source: MOT
7-3
Project Description
Total length: 102km
Scale: 4-6 lanes.
Total length: 1160km on the 19
North-provinces Vietnam;
Construct 148 new bridges on
39 provinces and cities
Construct 2278km on 33
provinces
Table 7-4 Projects Implemented by NINH BINH DOT
No.
1
Project Name
Rural Transport Project II (WB2)
Year
2000-2006
Funded by
WB/DFID
-
2
Rural Transport Project III (WB3) Construction Component
Rural Transport Project III (WB3) Maintenance Component
Improvement Project of Provincial
road 408B (Khanh Ninh- Cho Dong)
2008-2010
WB/DFID
-
2010
-2012
2008 2009
WB/DFID
-
JBIC
-
3
4
Project Description
Total length: 82 roads about
256km and 10 bridges about
198m.
Total length: 36.84km road and
29m bridge
Total length: 212km of 79 roads
in Ninh Binh province.
Total length: 5.9km road in Ninh
Binh province.
Source : PPC of Ninh Binh Province
Table 7-5 Projects Implemented by THANH HOA DOT
No.
1
Project Name
Year
Rural Transport Project III -First
Funded by
2009-2010
Project Description
WB
-
Year
2
province.
Rural Transport Project III
2010-2011
WB
-
-Second Year
3
Total length: 18km in Thanh Hoa
province.
Rural Transport Project
2010 -2011
WB
-
III-Second Year
4
Total length: 48km in Thanh Hoa
Total length: 14.8km in Thanh
Hoa province.
Center-Region Provincial Road
2009 - 2011
ADB
-
Improvement Project
Construct 89km in Thanh Hoa
province.
Source : PPC of Thanh Hoa Province
Table 7-6 Projects Implemented by NGHE AN DOT
No.
Project Name
Year
Funded by
1
Center-Region Provincial Road
2005-2012
ADB
Project Description
-
Improvement Project (ADB5)
2
Rural Transport Project III
Total length: 57km of 2 roads in
Nghe An province.
2010-2011
WB/DFID
-
investment: 103 billion VND
-
Construction 93.74km road and
maintenance 894km.
(WB3) - Construction
-
Component and maintenance
Total investment: 57.83 billion
VND
Component
Source: PPC of Nghe An Province
7-4
7.2 Project Implementation Organization
The PMU1 of MOT is responsible for the implementation of the north section. The PMU6 is responsible
for the south section. The DOTs of Ninh Binh, Thanh Hoa and Nghe An are expected to perform the land
acquisition and resettlement. The organization of MOT is shown in Figure 7-2. The outline of PMU1 and
PMU6 is shown in Table 7-7. The organization of the People’s Committee of Thanh Hoa province is
shown in Figure 7-3.
Figure 7-2 Organization of MOT
Minister of
of Transport
Functional
Functional Departments
Departments
Ministry's Office
Vice
Vice Ministers
Administrations/Agency
Administrations/Agency
General
General Dept.
Dept. of
of Roads
Roads of VN
VN
International
International Cooperation
Cooperation
Dept.
Dept.
Project
Project Management
ManagementUnit
Unit
“Ho Chi Minh
Minh Road
Road””
PMU
PMU
PMU 6
PMU 1
Financing
Financing Dept.
Dept.
Vietnam Maritime Ad
Planning & Investment
Investment Dept.
Dept.
Civil
Civil Aviation Ad. of Vietnam
Vietnam
Science
Science & Technology Dept.
Vietnam
Vietnam Railway
Railway Ad.
Ad.
Personnel & Organizing Dept.
Inland Waterways Ad.
Ad. of
of
Vietnam
Vietnam
Legal
Legal Dept.
Dept.
Trans Eng.
Eng. Cons. And
And Quality
Quality
Management Bureau
Bureau
Transport Dept.
Dept.
Vietnam
Vietnam Register
Register
Inspection
Inspection Unit
Unit
Transport Health
Administration
Administration
PMU
PMU 85
85
PMU
PMU Thang Long
Long
PMU My
My Thuan
Transport Safety Dept.
Dept.
Environmental Dept.
Dept.
Transport Infrastructure
Infrastructure Dept.
Dept.
Expressway
Expressway Management
Office
Institutes
Institutes &
& Training
Training
Institutions
Institutions
Officials
Officials Management
Management
Institute
Institute
State
State owned
owned enterprises
enterprises
(under
(underMinistry)
Ministry)
Source : MOT
7-5
State
State owned
owned
enterprise/Group
enterprise/Group
(under
(under Government)
Government)
Table 7-7 Outline of PMU1 and PMU6
PMU1
Establishment
Functions,
duties
Labor force
Organization
PMU6
Project Management Unit 1 (PMU1) was Project Management Unit 6 (PMU6) was
established in August 1993, which was
established in July 2008 on the basis of merging
originally called the National Highway 1 PMU5 and South China Sea Management Unit
Project Management Unit.
(under the Ministry of Transport).
PMU 6 is under the Vietnam Road
National Highway No. 1 improvement
projects which are funded by foreign
Administration, and is responsible for the
investors to set up projects of other road management of some projects by the Ministry of
construction or improvement to call for
Transport and the Vietnam Road
foreign investment to advise the Ministry Administration.
in proposing, establishing the mechanism
of economic management, engineering,
capital management for the projects
funded by foreign investors in
accordance with international rules and
domestic laws.
: 144 employees
: 190 people,
Qualification: 37 engineers and bachelors
of related faculties (with 14 engineers
have Master of Science Engineering and
related fields).
: PMU1 includes two regional divisions
Organization: a general director, 4 deputy
(Central Division in Da Nang and
general directors, 6 divisions of project
Southern Division in Ho chi minh City)
management, 1 division of Engineering and 8 function divisions (Administration, Evaluation, 1 division of Planning, 1 division of
Division of Planning, Division of
Finance and Accounting and three
Finance and Accounting, Division of
representative offices in central region and south
Engineering and Technology and 4
region.
Project Management Divisions.
Source: MOT
7-6
Figure 7-3 Organization of the People’s Committee, Thanh Hoa Province
Province People’s Committee
Department of planning and Investment
inspectorate
General Division
Business Registration Division
Appraisal
Office of External Economic Affairs
Planning Management Division
Office of Agricultural Economics
Literacy Room
Chamber of Industrial Economics and Services
JFPR Project Management
・・
・
Department of Transportation
inspect
Planning - Finance
Traffic Management Division
Transportation Management Division
Facilities Management Division and Drivers
Appraisal of scientific and technical
Management office Rural Transport
・・
・
Management Board of Nghi Son Economic Zone
・・
・
Source : PPC of Thanh Hoa
7-7
7.3 Evaluation of Capacity of Implementation Agency
The PMU1 and the PMU6 have completed a number of ODA projects, therefore they should have enough
ability to implement the project efficiency. Oh the other hand, PPCs has little experienced projects
involving large scale land acquisition and resettlement. Delay in the process of land acquisition and
resettlement should affect the project viability seriously. Therefore, support such as transfer of knowledge
and skills to the provincial committees through technical assistance will be required.
These agencies have little implemented projects under PPP scheme. MOT is currently working with the
introduction of PPP pilot project. So, it is important to provide support MOT to develop their capacity in
PPP project.
7-8
Chapter 8
TECHINICAL ADVANTAGES OF
JAPANESE COMPANIES
8.1 Competitiveness in International Market of Japanese
Contractor
8.1.1
Basic Condition of Accepting Order in Vietnam
Japanese contractor can take a part in competitive bidding for international bidding projects for
Japanese yen loan. Chinese and Korean contractor gain an advantage over Japanese contractor for
bid price.
1) Applicable Condition of International Bidding
International contractor can be competed in following project condition.
a) There are no contractor, which has not special technic for the projects. (Decree No.88,10 ,1a)
b) Funding from foreign government and mandatory project for international bidding. (Decree No.
88, 10. 1b)
2) Preferential Treatment
Vietnamese contractors are preserved in international bidding as following conditions.
a) Foreign contractors must joint with Vietnamese contractors. (Decree No.88, 10, 2/No.14/ No.66).
b) Foreign contractor must purchase construction material, which produced in Vietnam. (Decree No.
88, 10, 4)
c) In case of bidding document is equal to Vietnamese and Foreign Contractor, Vietnamese
contractor has priority for selection. (Decree No. 88, 10, 6)
d) 7.5% of total amount should be added to foreign contractor’s proposed cost. (Decree No.66)
e) Capital investment ration of overseas subsidiary company is more than 50%. (Decree No. 66)
8.1.2
Business Advance of Japanese Contractor to Vietnam
According to Ministry of Construction, among more than 350 foreign companies that were awarded
contracts, Japanese companies account 70 (Shimiz Corporation that started operation in 1992 is a
first Japanese company). Japanese companies receive high recognition from Vietnamese
government because of the high quality and strict observance of the construction schedule.
Almost Vietnamese contractors are government-owned enterprise. Number of major Vietnamese
contractors is 15 and 300 companies included affiliate company. Low of construction in Vietnam is
complicate because revised frequent repeatedly. Japanese contractor must confirm with up dated
construction low in Vietnam.
After bidding, cost negotiation is over 1 year in some projects, because not only bidding system but
also operation by Vietnamese government side. Especially, cost and time is over because office
8-1
procedure is complicated by independent organization step in to the quality and account inspection.
“The Second Seminar of Project Supervision for The Construction in Vietnam” has held in
October 18, 2011 in Ho Chi Minh City that hosted by Ministry of Land, Infrastructure, Transport
and Tourism Japan. In the seminar, both governments discuss and information exchange about
project management that is contact, supervision and inspection of the construction project, and
Vietnamese government understood about Japanese technology for infrastructure development.
8.1.3
Japanese Tunnel Technology
In this project, there are 2 tunnels in north side (Tam Diep Tunnel: L=240＋255m and Thung Thi
Tunnel: L=680 m×2 Lines) and 3 tunnels in south side (Truong Lam Tunnel：L=550m×2 Lines,
Than Vu No.1 Tunnel：L=875m×2 Lines and Than Vu No.2 Tunnel：L=1,675m×2Lines), totally
8,055 m long of 5 tunnels. They are 3-laned tunnel where length of each tunnel is not too long.
However, it is large-scaled cross sectional tunnel similar to 3-laned tunnel of 2nd Tomeishin
Expressway tunnel.
Soil condition in Vietnam is complicated same as in Japan. For the aforementioned tunnels,
limestone, sandstone and weathered sandstone are expected to be found and some portions are
possible to be vicinity to active fault. Safe and reliable technology for construction of large-scaled
cross section tunnel is required.
As a long tunnel in Vietnam, Hai Van Tunnel (total 6,250m length) is opened for service by
Japanese ODA. It is 2-laned tunnel. Up to now, there is no project of 3-laned expressway tunnel.
Japanese mountainous tunneling technology is developed by applying the most updated European
technology with improvement based on Japanese high standard technology. For examples, not only
tunnel face fore-search technology and AGF (long steel pipe fore poling), which are represented by
the 3-dimensional tomography, but there are also method of blasting control for low noise low
vibration and high-standard long range (more than 6 m) blasting method. Furthermore, as the
measurement of environment preservation, the tunnel wastewater disposal facility and soundproof
gate also reach the high-standard. It is evident that construction of large-scaled cross sectional
tunnel such as 3-laned tunnel of 2nd Tomeishin Expressway tunnel was successful based on
application of the aforementioned technologies.
Consequently, it can be said that the technologies by Japanese companies are sufficient for project
execution. In terms of the international competitiveness, the possibility of acceptance an order is
8-2
high.
The 3-laned tunnel is a large-scaled cross sectional tunnel. In order to construct with safety and
reliability, numerous experiences on design and construction are required. The experienced
Japanese companies have to make use of their valuable experiences at prequalification stage.
Therefore, the construction experience on 3-laned tunnel should be required as the prequalification
conditions.
At tunnel area, there is man-made lake for irrigation and water storage. Water quality control
becomes the most important matter. Because of this, Japanese companies which experience on
wastewater disposal under Japanese strict condition of environment preservation measurement, is
most suitable for this. The experienced Japanese companies have to make use of their precious
experiences at prequalification stage. Hence, the construction experience on tunnel wastewater
disposal should be required as the prequalification conditions.
8.1.4
Japanese Bridge Construction Technology
In recent years, Japanese bridge construction technology is top-class in the world after complete
Honshu-Shikoku Link Bridge in 1999. 6 long span cable suspension bridges and 2 long span cable
styed bridges are listed for 20 bridges in the world. All the advanced bridge technologies are
included in Honshu-Shikoku Link Bridge. 2 major bridge that Akashi Channel Bridge and Tatara
Bridge is selected for one of the 125 project by technical information magazine in USA.
NEXCO Central Corporation accepted an order maintenance assistant project from Vietnamese
government in 2010. NEXCO Central has a good skill and technology for bridge maintenance and
can transfer the technology to Vietnamese engineer. In Vietnam, construction of long span bridge is
accelerating for example Can Tho Bridge (cable stayed bridge) has completed in April, 2011 by
assisted Japanese ODA.
Japanese bridge construction technologies that include bridge maintenance can contribute to
Vietnamese bridge engineering and have strong competitive power in the Vietnamese market.
In this project, along span steel bridge for Lam River Bridge is proposed. Bridge type of Lam
River Bridge is arch bridge
Advanced Japanese technology of bridge is shown as follows.
【Lam River Bridge (Steel Arch Bridge)】
8-3
Structure of steel arch bridge is simple, and economical construction can be realized by steel
beam will be transported from Japan and fabrication by Vietnamese contractor.
Japanese contractors have a lot of experience of the bridge type.
Various construction methods can be selected on the consideration of safety, economically.
Total weight (dead load) is comparably lighter than concrete bridge, hence, temporary work
and support work can be simple and this entails shorten of construction period and augment
construction safety.
8.2 Construction Material and Equipment Procured from Japan
Major material of road construction that is cement and reinforcing bar can be procured in Vietnam.
Some equipment that use for cement concrete pavement, long span bridge and tunnel construction
will be procured from Japan as shown in followings.
8.2.1
Cement Concrete Pavement
Continuously Reinforced Concrete Pavement (CRCP) will be adopted for pavement construction,
and Slip Formed method will be used. To compact solid foundation and pave flat surface, Slip
Formed Paver will be used for efficient pavement construction. Slip Formed Paver will be procured
form Japan.
8.2.2 Tunnel Construction
Table 8-1
Mountainous Tunnel (5 Locations) (Unit: Million JPY)
Cement
814
Steel (Reinforcement, H-beam)
1,493
AGF Steel Pipe, Grouting Material
75
Waterproof Sheet
265
Tunnel Wastewater Disposal Facilities
361
Soundproof Gate
12
Tunneling Machine
6,928
Tunnel Facilities
13,676
Total
23,624
Source: Study Team
8.2.3
Bridge Construction
A lot of bridge types exist in Vietnam, and almost equipment for bridge construction can be
8-4
procured in Vietnam. The equipment from Japan will be decided after detailed study for the project.
8.3 Measures for Acceleration of Japanese Contractor’s Order
Utilization of STEP is required condition to ensure for Japanese contractor’s order. Past projects in
Vietnam, steel bridge is utilized for STEP project. However, MOT is negative to utilize the steel
bridge because of high initial investment.
At the present, approximately 1,600 Japanese companies make an advance into Vietnam and
Japanese contractor can procure the concrete structure material that is cement and reinforcing bar
from Japanese companies.
Major Japanese material company in Vietnam is shown as follows.
【Nghi Son Cement Corporation】
Nghi Son Cement Corporation is joint company of Taiheiyho Cement, Mitubishi Material and
Vietnam Cement State Company. Second production-line is operated from April, 2010 at Thanh
Hoa province. After completion of second production-line, Nghi Son Cement Corporation is largest
class cement factory in Vietnam.
General outline of Nghi Son Cement is shown in following.
Table 8-2 General Outline of Nghi Son Cement Corporation
Company Name
Nghi Son Cement Corporation
Head Quarter／Factory
Thanh Hoa, Tinh Gia, Nghi Son Economic Zone (200km from Ha
Noi to southern)
Capital Fund
180 million USD
Investment Ratio
Vietnam Cement State Company (VICEM)35 ％ , Taiheiyo
Cement(45.5%), Mitsubishi Material (19.5%)
Number of Employee
581 (March, 2010)
Production Capacity
4.35 million ton/year (First production-line: 2.15 million ton/year,
Second production-line 2.20 million ton/year)
Cement Tanker
15,000 ton exclusive tanker (operation from December, 2010)
Source: Study Team
8-5
【Vina Kyoei Steel Ltd.】
Vina Kyoei Steel Ltd. (VKS) is established in 1994 for joint company of Kyoei Steel, Mitsui & Co.,
Ltd., Itochu/Marubeni Steel and Vietnam Steel. Reinforcing bar can be procured from Vina Kyoei
Steel for the project.
General outline of the company is shown in following.
Table 8-3 General Outline of Vina Kyoei Steel Ltd.
Company Name
Vina Kyoei Steel Ltd.
Capital Fund
220 million USD
Total Investment
600 million USD
Investment Ratio
Kyoei Steel
45%
Vietnam Steel
40%
Mitsui & Co., Ltd.
9%
Itochu/Marubeni Steel
6%
Establish Year
1994
Number of Employee
210
Factory Area
567m×300m = 170,000 m2 (17 ha)
Location of Factory
Phu My I Industrial Zone, Tan Thanh District
Ba Ria-Vung Tau Province, Vietnam
Source: Study Team
8-6
Appendix
1. Minutes of Discussion
2. Tunnel
3. Cost Estimation
4. Environmental and Social Impacts
Appendix 1. Minutes of Discussion
Date
2011/8/26
Interviewee
Mr. Nishikawa (Resident Representative of JETRO Hanoi)
Time
9:30
Study team
Mr. Kono (KEI), Mr. Monoe (LT), Mr. Tsuchiya (NE)
The following points have been discussed during interview.
1.
Project outline
2.
Project objective and feature
The study covers the entire 200km length which divided into two construction phases. The
entire section will be studied in same level of detail to develop future potential of project
deployment
The aim of this study: Formation of STEP loan project which includes procurement of over
30% of Japanese advanced technology and goods. Including additional sections such as bridge
and tunnel separately is also considered.
3.
The time schedule:
Submission of Interim report: Mid October, 2011
Draft Final Report: December 2011
Final report: February 2012
Information gathering of WB project through discussion in the future
Promoting the advantage of Japanese technologies in long term while its initial investment is
high (JETRO Hanoi).
Date
2011/8/26
Interviewee
Mr. Watanabe ( JICA Hanoi), Mr. Binh (JICA Hanoi)
Time
11:00
Study team
Mr. Kono (KEI), Mr. Monoe (LT), Mr. Tsuchiya (NE)
The following points have been discussed during interview.
1.
Project outline
2.
Project objective and feature
The study covers the entire 200km length which divided into two construction phases. The
entire section will be studied in same level of detail to develop future potential of project
deployment.
Implementation of additional survey of traffic demand forecast and EIA, as the supplement of
existing TEDI study.
The aim of this study: Formation of STEP loan project which includes procurement of over
30% of Japanese advanced technology and goods. Including additional sections such as bridge
and tunnel separately is also considered. The report is to include explanation of STEP loan
project advantages.
3.
The time schedule:
Submission of Interim report: Mid October, 2011
Draft Final Report: December 2011
1-1
Appendix 1. Minutes of Discussion
Final report: February 2012
Scale of drawing plans: Drawings are not required as outputs, therefore, the drawing plans
requires only to be incorporated into the report. Study of road alignment is to use satellite
image which assure the required degree of accuracy (JICA-Hanoi).
Number of bridge: Three bridges, one of which go over a lake. A possibility to divert the route
is examined (JICA Hanoi).
Potential to develop separate projects for the area with high cost
Targeting sections such as
bridge and tunnel as STEP loan project separately is considered. However, consideration to
the effectiveness of Japanese cooperation is required in case of adjacent sections are
developed by other donors. PPP can be applied for the maintenance and management, and
collection of tolls after implementation by the yen loan (JICA-Hanoi).
JICA-Hanoi view on the tunnel constructed domestically in Vietnam
Japan has the leading
advanced technology on a tunnel with 3 lanes on one side. There is a potential to develop as a
STEP loan project. In addition, possibility of applying Japanese technology on such as
pavement, and soft ground can be also explored.
JICA-Hanoi view on expressway
Development of the Expressway will contribute to the
ease of current traffic congestion of Route1, as well as dividing functions into existing Route
1 as a community road and the Expressway as long distance logistics road. In addition, it acts
as an alternative road in case of Route one cut off by the emergency such as flood.
Furthermore, the diversion of existing vehicles to the expressway road will assure the traffic
safety on Route 1.
4.
Information from JICA Hanoi
South Korea is also interested in the project
Provision of Information by WB
to grasp WB project development is a key to the project.
Interview is arranged on 30th.
Date
2011/8/29
Interviewee
Mr. Nguyen Minh Thang (Vice General Director of TEDI),
Mr. Vu Huu Hoang ( Division of planning )
Time
9:30
Study team
Mr. Kono (KEI), Mr. Monoe (LT), Mr. Tsuchiya (NE)
The following points have been discussed during interview.
Project outline
Request for cooperation for review and confirmation of existing TEDI study
MOT Acceptance of cooperation, which has been also requested by MOT
Time Schedule: the initial study is conducted from the end of August for two months. Then
examined in Japan. The result of study is reported in October in Vietnam. Draft final report
is developed by the end of December 2011 incorporating requests and opinions arise. Final
report is to be completed by the end of February 2012.
1-2
Appendix 1. Minutes of Discussion
Date
2011/8/29
Interviewee
Mr. Nguyen Xuan Lam (Deputy General Director of PMU1)
Time
13:30
Study team
Mr. Kuroda (JETRO), Mr. Kono (KEI), Mr. Monoe (LT), Mr.
Tsuchiya (NE)
The following points have been discussed during interview.
Mr. Kuroda：
The aim of study: The feasibility study of the project for Japanese corporation, especially
formation of STEP loan project.
Study Team: KEI (Katahira & Engineers International), LT(Lantec), NE(Nippon
Engineering), KJ (Kajima), MRI(Mitsubishi Research Institute)
Preparation of Draft Final Report by the end of 2011
Study team：
Japanese interest on this project: Confirmed as a section for North-South Expressway at
the Japan/Vietnam Summit
The area of study: the entire 200km length which divided into two construction phases.
The entire length will be studied in same level of details to develop future potential of
project deployment
Jurisdiction of PMU1: Ninh Binh – Nghi son
Outline of STEP loan project
Implementation of additional survey: traffic demand forecast and EIA, as the supplement
of existing TEDI study
Existing TEDI study: the project use TEDI study as reference and develop in corporation
with TEDI. The basis of Road alignment will adopt suggestions of TEDI.
Date
2011/8/29
Interviewee
Mr. Nguyen Hai Long (Deputy Manager of VEC)
Time
15:00
Study team
Mr. Kuroda (JETRO), Mr. Kono (KEI), Mr. Monoe (LT), Mr.
Tsuchiya (NE)
The following points have been discussed during interview
Mr. Kuroda：
The aim of study: The feasibility study of the project for Japanese corporation, especially
formation of STEP loan project.
Study Team: KEI(Katahira & Engineers International), LT(Lantec), NE(Nippon
Engineering), KJ (Kajima), MRI(Mitsubishi Research Institute)
Preparation of Draft Final Report by the end of 2011
Study team：
Japanese interest of this project: Confirmed as a section for North-South Expressway at
the Japan/Vietnam Summit
1-3
Appendix 1. Minutes of Discussion
The area of study: the entire 200km length which divided into two construction phases.
The entire length will be studied in same level of details to develop future potential of
project deployment
Outline of STEP Project
Implementation of additional survey: traffic demand forecast and EIA, as the supplement
of existing TEDI study
Existing TEDI study: the project use TEDI study as reference and develop in corporation
with TEDI. The basis of Road alignment will adopt suggestions of TEDI.
Mr. Kono：
Time Schedule: the initial study is conducted from the end of August for two months.
Then examined in Japan. The result of study is reported in October in Vietnam. Draft
Final Report is developed by the end of December 2011 incorporating with request and
opinion arises. Final report is to be completed by the end of February 2012.
Date
2011/8/30
Interviewee
Ms. Nguyen Thanh Hang (Deputy Director General of DPI,
MOT), Mr. Hai ( DPI of MOT)
Time
9:00
Study team
Mr. Kuroda (JETRO), Mr. Kono (KEI), Mr. Monoe (LT), Mr.
Tsuchiya (NE)
The following points have been discussed during interview
Mr. Kuroda：
The aim of study: The feasibility study of the project for Japanese corporation, especially
formation of STEP loan project.
Study Team: KEI (Katahira & Engineers International), LT(Lantec), NE(Nippon
Engineering), KJ (Kajima), MRI(Mitsubishi Research Institute)
Preparation of Draft report by the end of 2011
Study Team：
Japanese interest of this project: Confirmed as a section for North-South Expressway at the
Japan/Vietnam Summit
The area of study: the entire 200km length which divided into two construction phases. The
entire length will be studied in same level of details to develop future potential of project
deployment
Outline of STEP Project
Implementation of additional survey: traffic demand forecast and EIA, as the supplement of
existing TEDI study
Existing TEDI study: the project use TEDI study as reference and develop in corporation with
TEDI. The basis of Road alignment will adopt suggestions of TEDI.
1-4
Appendix 1. Minutes of Discussion
Mr. Kono：
Time Schedule: the initial study is conducted from the end of August for two months.
Then examined in Japan. The result of study is reported in October in Vietnam. Draft
Final Report is developed by the end of December 2011 incorporating with request and
opinion arises. Final report is to be completed by the end of February 2012.
MOT：
Low priority for the development of section between Nghi Son – Bai Vot by the WB.
Potential of applying ODA to South section.
Date
2011/8/30
Interviewee
Mr. Lu Xuan Sinh ( Deputy General Director of PMU6)
Time
9:30
Study team
Mr.Kuroda (JETRO Hanoi), Mr. Kono (KEI), Mr. Monoe(LT),
Mr.Tsuchiya (NE)
The following points have been discussed during interview.
Mr. Kuroda：
The aim of study: The feasibility study of the project for Japanese corporation, especially
formation of STEP loan project.
Study Team: KEI (Katahira & Engineers International), LT(Lantec), NE(Nippon
Engineering), KJ (Kajima), MRI(Mitsubishi Research Institute)
Preparation of Draft report by the end of 2011
Study team：
Japanese interest of this project: Confirmed as a section for North-South Expressway at the
Japan/Vietnam Summit
The area of study: the entire 200km length which divided into two construction phases. The
entire length will be studied in same level of details to develop future potential of project
deployment
Jurisdiction of PMU1: Ninh Binh – Nghi son
Outline of STEP Project
Implementation of additional survey: traffic demand forecast and EIA, as the supplement of
existing TEDI study
Existing TEDI study: the project use TEDI study as reference and develop in corporation with
TEDI. The basis of Road alignment will adopt suggestions of TEDI.
Jurisdiction of PMU6: Nghi son – Bai Vot
1-5
Appendix 1. Minutes of Discussion
Date
2011/8/30
Interviewee
Mr. Paul Vallely (Transport Sector Coordinator of WB)
Time
14:30
Study team
Mr. Kuroda (JETRO Hanoi), Mr. Kono (KEI), Mr. Monoe (LT),
Mr. Tsuchiya (NE)
The following points have been discussed during interview.
Project outline
Mr. Kuroda：
The aim of study: The feasibility study of the project for Japanese assistance cooperation,
especially formation of STEP loan project.
Study Team: KEI (Katahira & Engineers International), LT(Lantec), NE(Nippon
Engineering), KJ (Kajima), MRI(Mitsubishi Research Institute)
Preparation of Draft report by the end of 2011
Recognition of importance of the project by JETRO and study the potential of applying the
STEP loan to the project.
Study team：
Japanese interest of this project: Confirmed as a section for North-South Expressway at the
Japan/Vietnam Summit
The area of study: the entire 200km length which divided into two construction phases. The
entire length will be studied in same level of details to develop future potential of project
deployment
Implementation of additional survey: traffic demand forecast and EIA, as the supplement of
existing TEDI study
Existing TEDI study: the project use TEDI study as reference and develop in corporation with
TEDI. The basis of Road alignment will adopt suggestions of TEDI.
Request of information on North side construction work, which WB also has been interested:
the importance of this corridor, is recognized and currently WB examines a potential of PPP to
the North section where traffic demand is expected.
Potential to apply PPP: PPP can be applied to the area except bridge and tunnel in order to
minimize the cost to facilitate private investment. Depends on the feasibility of PPP, section
might be shortened (WB).
Intention of WB on applying PPP: Feasibility of PPP will be finalized within next 6 months.
Although funding source is not yet finalized, currently a possibility of public investment to
rise up to 51% is examined, while Law on PPP in Vietnam stipulates that investment ratio to
30% by Public and 70% by Private (WB).
Feasibility of PPP: if large scale constructions such as a long spanned bridge or a tunnel can
receive funding assistance from other donors, the potential is high. In that case,
implementation schedule will be the crucial to coordinate construction work of a large scale
structure by STEP loan and road by PPP (WB).
1-6
Appendix 1. Minutes of Discussion
South section: feasibility of applying PPP is low, however, Japanese loan, specifically STEP
loan can be effectively applied (WB).
TEDI proposed road alignment: the proposal has taken account various factors. It is important
to confirm the cost after the finalization of road alignment and location of structures. There
are concerns on the impact on social environment such as resettlement (WB).
Information on interest of China and South Korea: WB does not have any information and
believes that the project will be carried out with cooperation of WB, ADB and JICA (WB).
Next meeting: Possibility of holding another meeting after the site survey which can confirm
the detail location of structures (JICA). Exchange of opinion shall be continued (WB).
Date
2011/8/31
Interviewee
Mr. Furudoi (First Secretary of Embassy of Japan)
Time
10:00
Study team
Mr. Kono (KEI), Mr. Monoe (LT), Mr.Tsuchiya (NE)
The following points have been discussed during interview.
1.
Project outline
The study has been conducted dividing the entire section into two parts, and
implemented same level survey in order to make available to respond to any package.
Implementation of additional survey: traffic demand forecast and EIA, as the supplement
of existing TEDI study.
The aim of the study is to study feasibility of apply STEP loan project
Study Team: KEI (Katahira & Engineers International), LT(Lantec), NE(Nippon
Engineering), KJ (Kajima), MRI(Mitsubishi Research Institute)
The time schedule:
Submission of Interim report: Mid October, 2011
Draft Final Project Report: December 2011
Final report: February 2012
According to the consultation hold on 30th of August, WB has interest on north section
and studying feasibility of applying PPP
2.
Questions and opinion of Secretary
Significance of developing North section by WB: based on the study of entire section,
WB has decided to invest on North section which traffic demand is expected by the
development of a refinery by the Joint Company of Idemitsu and Petro Vietnam in Nghi
son. WB plans to apply PPP in order to lower their financial expense; however PPP
requires a lower construction expense. Therefore WB expects to apply PPP on road only
and the rest of structures with higher expense with Japanese assistance.
Recognition of WB motive by JICA Tokyo: WB intention has been informed by JICA
Tokyo prior to this visit. WB suggests lowering the PPP investment ratio stipulated in
1-7
Appendix 1. Minutes of Discussion
lawn to private investment of 50%. WB recognizes the importance of lowering
construction cost in order to attract private investors.
Possibility of applying Yen Loan for one section while north section applies PPP: there is
a possibility to apply STEP loan to each structure such as a long spanned bridge, and a
tunnel. Feasibility is considered high through consultations although a good coordination
is essential on implementation schedule.
Application of STEP loan to South section: it is feasible. Japanese assistance will
priorities sections where STEP loan can be applied such as between Ben Luc- Long
Thanh.
Date
2011/9/6
Interviewee
Mr. Nghe An PPC(DOT), Mr. Nguyen Hong Ky (Director of
DOT), Mr. Le Hong(Deputy Director of DOT)
Time
15:00
Study team
Mr. Kono (KEI), Mr. Monoe (LT), Mr. Tsuchiya (NE)
The following points have been discussed during interview.
Study team
Project outline and objective
Advantage of STEP loan
PPC
Expressway which will contribute the development of Nghe An Province and study team is
well regarded. For any study conducted in Nghe An Province, team was requested to contact
for the detail schedule to DOT assigned for the project.
Date
2011/9/6
Interviewee
Mr. Nguyen Ngoc Canh(General Director of PMU85), Mr.
Nguyen Thi Uyen (PMU85),
Time
16:00
Study team
Mr. Kono (KEI), Mr. Monoe (LT), Mr. Tsuchiya (NE)
The following points have been discussed during interview.
Study team:
PMU85 has been assigned as one of organizations for South section
Project outline and objectives
Enquiry about bridge under construction over River Lam
PMU85:
Assignment of PMU85 for south section project is unknown by PMU85, as it is depends on
MOT. PMU85 has a good understanding on STEP loan through the Nhat Thanh project.
The bridge over River Lam is managed by DOT under Nghe Anh province. Information can
be obtained.
1-8
Appendix 1. Minutes of Discussion
Date
2011/9/7
Interviewee
Mr. Nguyen Ngoc Hoi(Vice chairman of Thanh Hoa PPC) , Mr.
Khanh (Director of DOT)
Time
10:30
Study team
Mr. Kono (KEI), Mr. Monoe (LT), Mr. Tsuchiya (NE)
The following points have been discussed during interview.
Study team:
Project outline and objectives
Advantage and feature of STEP loan
PPC:
Expressway which will contribute the development of Thanh Hoa Province and study team is
well received. For any study conducted in Thanh Hoa Province, team was requested to
contact for detail schedule to DOT assigned for the project.
Date
2011/9/7
Interviewee
Mr. Nguyen Ngoc Thach (Director of DOT Ninh Binh PPC)
Time
15:00
Study team
Mr. Kono (KEI), Mr. Monoe (LT), Mr. Tsuchiya (NE)
The following points have been discussed during interview.
Study team:
Project outline and objectives
Advantage and feature of STEP loan
Concern on future overload at the Intersection of Route 10 and expressway Cau Gie - Ninh
Binh
PPC
Expressway which will contribute the development of Ninh Binh Province and study team
was welcomed. For any study conducted in Ninh Binh Province, team was requested to
contact for detail schedule to DOT assigned for the project.
Countermeasure for the Intersection of Route 10 and expressway Cau Gie - Ninh Binh is
currently under a review.
Date
2011/9/15
Interviewee
Mr. Huynh Thanh Dien (Vice Chairman of Nghe An PPC),
Mr.Nguyen Quoc Su (Secretary)
Time
7:30
Study team
Mr. Kono (KEI), Mr. Monoe (LT), Mr. Takada(NE), Mr.
Nakamura (KEI)
The following points have been discussed during interview.
Study team:
Project outline and objectives
Advantages and features of STEP loan
PPC
1-9
Appendix 1. Minutes of Discussion
Nghe Anh province has many on-going development projects which ensure the future of Nghe
Anh province. Expressway which will contribute the development of Nghe Anh province and
study team is well received. For any study to be conducted in Nghe Anh province, team is
requested to contact for detail schedule to DOT assigned for the project.
Date
2011/9/20
Interviewee
Mr. Nishikawa(Resident Representative of JETRO Hanoi), Ms.
Kato (Deputy Resident Representative of JETRO Hanoi)
Time
10:00
Study team
Mr. Kono (KEI), Mr. Monoe (LT), Mr.Takada(NE), Mr.
Nakamura (KEI)
The following points have been discussed during interview.
Result of the study
Current situation of candidate structures (Bridge and Tunnel) covered by STEP loan
Exchange of Information regards to Japanese companies
Date
2011/9/23
Interviewee
Mr. Paul Vallely (Transport Sector Coordinator of WB)
Time
14:00
Study team
Mr. Kono (KEI), Mr. Monoe (LT), Mr.Takada(NE), Mr.
Nakamura (KEI)
The following points have been discussed during interview.
Result of site survey
Current situation of candidate structures covered by STEP loan Result of site survey
PPP minimum 51% coverage by public: the law defines as 30% by public; however, it would
be difficult for private companies to enter into the project.
Possibility of separating use of ODA assistance: Sections with high potential of PPP is to
apply high interest funds and section with low potential is to apply low interest funds.
1-10
Appendix 1. Minutes of Discussion
Date
2011/9/23
Interviewee
Mr. Watanabe (JICA Hanoi), Mr. Binh (JICA Hanoi)
Time
16:00
Study team
Mr. Kono (KEI), Mr. Monoe (LT), Mr.Takada(NE), Mr.
Nakamura (KEI)
The following points have been discussed during interview.
Result of site survey
Current situation of candidate structures (Bridge and Tunnel) covered by STEP loan
Bridge over River Lam will required a longer one than TEDI has designed with same reason
to Nhat Thanh.
PPP minimum 51% coverage by public, although the law defines as 30%. Otherwise it would
be difficult for private companies to enter into the project.
Possibility of separating use of ODA assistance such as sections with high potential to employ
PPP is to apply high interest funds and section with low potential is to apply low interest
funds
Date
2011/9/27
Interviewee
Ms. Nguyen Thanh Hang (Deputy Director General of DPI
MOT), Mr. Huy (DPI MOT)
Time
16:00
Study team
Mr. Kono (KEI), Mr. Monoe (LT)
The following points have been discussed during interview.
Result of site survey
Current situation of candidate structures (Bridge and Tunnel) covered by STEP loan
Development priority on North section: Funding options for north section to include
co-financing with WB, JICA and private is requested (MOT). JICA requested MOT
understanding for JICA approach, which considers both south and north section equally,
however, MOT preference will be also taken into account.
Request by MOT to avoid increase of cost
Date
2011/9/28
Interviewee
Mr. Tran Duc Toan( Deputy General Director of Infrastructure
and Urban Department of MPI), Mr. Duc Hao (MPI)
Time
9:00
Study team
Mr. Kono (KEI), Mr. Monoe (LT)
The following points have been discussed during interview.
Recognition of high importance of expressway development project which will contribute to
the development of Northern Central region of Vietnam
Future infrastructure development of Vietnam to be funded by PPP to replace ODA.
PPP model which does not require ODA assistance.
1-11
Appendix 1. Minutes of Discussion
Date
2011/9/28
Interviewee
Mr. Le Anh Tuan (Deputy General Director of DPI/ Chief officer
of EMO)
Time
11:00
Study team
Mr. Kono (KEI), Mr. Monoe (LT)
The following points have been discussed during interview.
Continuation of applying ODA to development of Vietnam expressway in the future.
Need of segregation of area applying private funds and ODA funds
Low interest STEP Loan is welcomed. Applying STEP loan for expensive structures has to be
clearly explained technologically.
Procurement of Japanese advanced technology and goods will be achieved over 30% by
bridge as well as Nghi Son cement using Japanese raw material such as concrete pavement.
Considering the cost for maintenance and management, concrete pavement can be also
included into comparison. Proposal which Vietnamese side can compose a project from
options are requested.
Date
2011/10/5
Interviewee
Ms. Kato (Deputy Resident Representative of JETRO Hanoi)
Time
14:00
Study team
Mr. Kono (KEI), Mr. Monoe (LT), Mr. Muta (KJ)
The following points have been discussed during interview.
Progress of consultation so far
Difference of approach to expressway project between MOT(ODA) and MPI (PPP)
Exchange of opinion for the future project direction
Presentation date to Mr. Duc, Vice Minister of MOT is finalized to 11th of October
Date
2011/10/5
Interviewee
Mr. Watanabe (JICA Hanoi), Mr. Binh (JICA Hanoi)
Time
17:00
Study team
Mr. Kono (KEI), Mr. Monoe (LT), Mr. Muta (KJ)
The following points have been discussed during interview.
Progress of consultation so far
Difference of approach to expressway project between MOT(ODA) and MPI (PPP)
Exchange of opinions on the future project direction
Presentation date to Mr. Duc, Vice Minister of MOT is finalized to 11th of October
1-12
Appendix 1. Minutes of Discussion
Date
2011/10/11
Interviewee
Mr. Ngo Thinh Duc (Vice Minister of MOT) and other 30
member of staff
Time
8:00
Study team
Mr. Matsukawa(KEI), Mr. Kono (KEI), Mr. Monoe (LT), Mr.
Muta (KJ)
Official comment by MOT in Vietnamese.
1-13
Appendix 1. Minutes of Discussion
1-14
Appendix 1. Minutes of Discussion
Official comment by MOT in English.
1-15
Appendix 1. Minutes of Discussion
Memorandum by Study team
Vice Minister’s comments:
1. Tunnels
The tunnels have been studied thoroughly and the locations of the tunnels have been decided for 3 times.
And it is among of our most concerns. So we would like METI to study these tunnel further details.
2. Bridges
We have 5 alternatives for the 2 bridges, and we find that the selected alternatives are optimum.
For Yen My Bridge, we understand that Cable Stayed Bridge can reduce the number of piers but we
cannot adopt it because of its high construction cost.
Yen My Bridge is located in the forest and the traffic volume of this bridge is not so much, so it is not
necessary to have a beautiful bridge there.
For the piers in deep water of 20-25m, we find it is normal condition because we constructed 31m high
pier 11 years ago and last year we constructed a 98.7 m high pier in Da river whose velocity is great and
the natural condition is very hard.
So could you give us such a more reasonable argument other than the reason of piers in deep water.
Song Lam Bridge: we selected different location for this bridge but it affected a historic monument
which is thousand years old.
I myself prefer Cable Stayed Bridge for this location in terms social and historical aspect. The north
side of the bridge is homeland of President Ho Chi Minh and the south side is homeland of our first
1-16
Appendix 1. Minutes of Discussion
General Secretary of Communist Party – Mr. Tran Phu.
Finally we proposed Steel Arch Bridge because it also has nice shape and the cost is not so high.
You should consider not only the technical aspects but also the social and politician reasons for this
project. These two bridges are located in the 2 provinces among the poorest provinces of Vietnam, so the
difference 20-30% in the total cost will be compared with how many tons of rice, how many tons of
sweet potatoes by local people via the press and media.
This case is totally different from Can Tho bridge because Can Tho is one of the rich provinces which
have 21 tons of rice for export per year.
To fully understand the region conditions, we will assign our leading experts whose homeland is also in
this region to help you in studying this project.
3. STEP loan
we fully agree with STEP loan, however total cost in STEP loan project is often higher than projects with
international bidding. I myself have successfully argued for STEP loan for previous projects, but there
are many bodies will be involved, so you should give us strong reasons to convince them. E.g. new
technology of tunnel construction or new cable stayed bridge technology other than those of Can Tho
Bridge, Binh Bridge, and Nhat Tan bridge and so on.
4. Study schedule
Finally, we agree with your study schedule, so you should try to complete by November and submit final
report in February next year.
We are willing to discuss with you at convenient time, and if you find any discrepancies, please don’t
hesitate to let us know.
We will send you the official writing of our comments today.
Thank you.
Date
2011/10/11
Interviewee
Mr. Yamaoka (Resident Representative of JETRO Hanoi), Ms.
Kato (Deputy Resident Representative of JETRO Hanoi)
Time
10:30
Study team
Mr. Matsukawa(KEI), Mr. Kono (KEI), Mr. Monoe (LT), Mr.
Muta (KJ)
The following points have been discussed during interview.
Presentation to Mr. Duc (Vice Minister of MOT)
Request of Vietnamese side for avoidance of cost increase from the existing TEDI study
Understanding and well received on STEP loan
Study on the application of STEP loan to North section
Low potential of land mines in the expressway development site
1-17
Appendix 1. Minutes of Discussion
Date
2011/10/11
Interviewee
Mr. Watanabe (JICA Hanoi), Mr. Binh (JICA Hanoi)
Time
11:30
Study team
Mr. Matsukawa(KEI), Mr. Kono (KEI), Mr. Tanaka (LT)
The following points have been discussed during interview.
Presentation to Mr. Duc (Vice Minister of MOT)
Request of Vietnamese side for avoidance of cost increase from the existing TEDI study
Understanding and well received on STEP loan
Due to a large sum of the project cost, it is unlikely to able to allocate in once.
Date
2011/10/13
Interviewee
Mr. Furudoi ( First Secretory of EOJ)
Time
9:00
Study team
Mr. Matsukawa(KEI), Mr. Kono (KEI), Mr. Tanaka (LT), Mr.
Muta (KJ)
The following points have been discussed during interview.
Presentation to Deputy Minister of MOT
Request of Vietnamese side to avoid any further cost increase from the existing TEDI study
Existing TEDI study: it seems that TEDI study is too well affirmed. To grasp the real cost is
essential. STEP loan perceived as being expensive but Vietnamese cost might be too low.
Insufficiency of existing TEDI design should be pointed out.
Improvement of expense share will encourage private companies to entre to the project. A
cooperation fund is one way. STEP loan applying to sections is also a part of co-financing.
Date
2011/10/13
Interviewee
Mr. Paul Vallely (Transport Sector Coordinator of WB)
Time
11:00
Study team
Mr. Kono (KEI), Mr. Tanaka (LT)
The following points have been discussed during interview.
Presentation to Deputy Minister of MOT
Although STEP loan is well understood and received, it is requested by Vietnamese side to
avoid cost increase from the existing TEDI study.
The study of PPP is initially scheduled for 12 months in TOR, however, it is planned to
shorten to 6 months.
The study is expected to produce high quality data which will be utilized by private investors.
Unreliable data will increase the risk of investors and lose their trust, which will lead to
failure to attract private investors.
Exchange of opinion with WB consultant is requested at the time of next visit, when selection
of consultant will be finalized.
1-18
Appendix 1. Minutes of Discussion
Date
2011/11/14
Interviewee
Mr. Nguyen Minh Thang (Vice General Director of TEDI), Mr.
Vu Huu Hoang (Division of Planning)
Time
14:00
Study team
Mr. Kono (KEI)
The following points have been discussed during interview.
Presentation of proposal with a recommended option and an option require further
investigation: Both North and south section presented option E (concrete pavement) as
preferred METI option for its low cost. Concrete pavement successfully saves the cost low.
Comments by TEDI: TEDI has accepted that the cost of concrete pavement is competitive to
Asphalt. However, it is difficult to accept as preferred option due to lack of construction
technical assurance by a lack of experience.
Comments by METI: METI report will include both options considering reviewing at the
detail design stage. The option of concrete pavement is not totally denied at this stage,
because Vietnam has an experience of recommending the use of concrete paving to this
proposed section previously. Vietnamese side has accepted that the use of concrete pavement
is no accepted nor denied at this point.
Date
2011/11/17
Interviewee
Mr. Hien (Deputy General Director of PMU1), Mr. Trung
(PMU1), Mr. Hung( Deputy General Director of PMU6)
Time
8:00
Study team
Mr. Kono (KEI)
&14:00
Both PMU has pointed out the increase of cost, especially expensive cost of tunnel.
The reason for high cost has been accepted at the report noted technically with simple and
clear description. The comment of expensiveness is derived from comparing to existing TEDI
report and does not have any other basis.
PMU1 has requested to hold a meeting with the team leader, Mr. Huy (specialized in
technology) on the issue of concrete pavement, due to the previous failure of using concrete
pavement.
Date
2011/11/18
Interviewee
Ms. Kato (Deputy Resident Representative of JETRO Hanoi)
Time
9:00
Study team
Mr. Kono (KEI)
The following points have been discussed during interview.
Mid-term meeting and progress of the study
Japanese companies along the expressway
Japanese company information: Idemitsu will proceed to establish the joint company with
Petro Vietnam. Japanese companies along the expressway are TAIHEIYO cement
1-19
Appendix 1. Minutes of Discussion
corporation (Nghi Son cement), Idemitsu (Petro Vietnam) and Kobelco (joint company is
unknown). Marubeni also takes a part in development of a power station nearby Nghi Son,
however it is not considered as target because the project will be completed by the time of
opening expressway.
Date
2011/11/18
Interviewee
Mr. Paul Vallely (Transport Sector Coordinator of WB)
Time
14:30
Study team
Mr. Kono (KEI)
The following points have been discussed during interview.
PPP consultant: the consultant who supposes to start the study from November is not arrived
to Vietnam.
The study will start from the beginning of December due to final detail
agreement as well as minor changes on TOR.
PPP study: to be conducted in two phases and expected to complete by the end of next
December. This means the schedule has been extended to 8 months from initial program. The
direction will be presented in the Interim report which will be submitted by the middle of
2012 around June. Study duration is extended in order to provide high quality information to
private investors.
WB recognizes that North section is appropriate for PPP and South section for ODA.
WB understands that to apply various funding sources such as WB, PPP and STEP on the
same expressway will cause difficulty on corporation.
Date
2011/11/18
Interviewee
Mr. Watanabe (JICA Hanoi), Mr. Binh (JICA Hanoi)
Time
16:30
Study team
Mr. Kono (KEI)
The following points have been discussed during interview.
Explanation of the recommended proposal
Study team request on clarification of criteria for Japanese technology required for STEP
loan. Possibility of applying STEP loan for project with procurement of Japanese
machinery and goods.
JICA comments: the aim of STEP loan is to utilize Japanese advanced technology.
Without clear advantage of Japanese technology, reason to use STEP loan for the project
in Vietnam will not be explained. To use STEP loan for only procurement of Japanese
machinery and goods will not able to ensure fairness of market (impact on domestic
companies in Vietnam). However, it is accepted that the project meets the STEP loan 30%
requirements of procurement from Japanese technology and goods by procurement of
machinery and goods only.(JICA)
1-20
Appendix 1. Minutes of Discussion
Study team response: the project also apply Japanese advanced technology on a tunnel and
steel Arch, however the extent of technology required for STEP loan is not clear. In
addition, the country where Japanese companies are active such as Vietnam, consideration
is required to the other aspect of STEP loan which is to support Japanese company in
Vietnam. JICA agreed.
Date
2011/11/22
Interviewee
Ms. Nguyen Thanh Hang (Deputy Director General of DPI), Mr.
Hung(DPI), Mr. Huy (DPI)
Time
8:00
Study team
Mr. Kono (KEI), Mr. Yoshizaki (NEC)
The following points have been discussed during interview.
Explanation of STEP loan which can be applied to both sections through procurement of Nghi
son cement and Vinakyoei.
Explanation of recommended proposal which requires Japanese advanced technology for
Tunnel (which also the main factor to raise cost) and procurement of Japanese goods for
concrete pavement.
MOT requested to avoid any increase of cost over 35trillion VND which requires approval of
the State. Tunnel which currently raises the cost need to be reviewed. Need of concrete
pavement for STEP loan is understood and requested to meet Mr. Huy of DPI to discuss
technical issue.
MOT comments: the entire section is to be formulated as project. North section will be
developed as PPP project but the governments of Vietnam cannot offer VGF. Therefore,
alternative funding sources of low interest ODA by WB or JICA is requested, specifically
applying STEP loan for expensive structures. The expressway will be constructed through
cooperation of three funds PPP, WB loan, and JICA.
For example, first 70 km can be constructed by PPP and following section can be developed
by the co-financing of WB and JICA. For example, in 1993, National Route 1 was established
through the cooperation funds which JICA funded for Bridge, ADB and WB funded for roads.
Project implementation not by section is requested.
WB will finalize the detail section where PPP is feasible, by the middle of next year. Vietnam
will not wait until the end of December next year.
Date
2011/11/25
Interviewee
Mr. Paul Vallely (Transport Sector Coordinator of WB)
Time
14:00
Study team
Mr. Kono (KEI)
The following points have been discussed during interview.
Alternative proposal
Report to be includes the alternative proposal (METI).
1-21
Appendix 1. Minutes of Discussion
Next visit is scheduled in January 2012 for the explanation of Draft Final Report (METI).
Agreement to hold a meeting at the next visit for information exchange and holding
workshops.
Result of PPP application section will be delivered in June 2012,
Date
2011/11/28
Interviewee
Mr. Furudoi ( First Secretary of EOJ)
Time
14:00
Study team
Mr. Kono (KEI)
EOJ requested to pay extra attention for the explanation of tunnel and commented as follows.
Explanation is to include that the reason for high cost is not because of Japan and it is the
result of appropriate design consideration. The best STEP loan is to deliver a good output with
Japanese technology with low cost. In case of this project, it is accepted that the proposal
meets the requirements of STEP loan. However meeting the requirement with only by the
procurement of machinery and goods can be perceived that the project is formed to meet on
purpose. In addition, this might be a reason for the high cost.
METI: through the market survey, the procurement of machinery and goods are also
competitive in Vietnamese market due to no price difference between Japan and Vietnam.
Therefore the increase of price by the procurement of Japan will not happen. It can rather
minimize the cost by procuring Japanese material through Vietnamese market. This approach
has been well received by Vietnamese side. STEP loan will also assist Japanese companies in
Vietnam at the same time support Vietnam through Vietnamese employee works in Japanese
companies in Vietnam.”
EOJ: acknowledged the approach and STEP loans to be utilized to contribute to the
development of Vietnam.
METI: MOT is considering the entire section of expressway through PPP, WB and STEP loan
due to its large sum of cost. Currently WB is conducting a feasibility study of PPP covering
the entire section which the result will be delivered in June 2012.
EOJ: it is sure that Japanese government to support PPP. If private companies are domestic
Vietnamese company, it would more likely to support but if it is foreign companies it would
be difficult for Japanese government. It might be more feasible to apply STEP loan to a
shortened section of a large structure.
Time schedule from here on has been explained
1-22
Appendix 1. Minutes of Discussion
Date
2011/11/29
Interviewee
Ms. Nguyen Thanh Hang (Deputy Director General of DPI), Mr.
Hung(DPI), Mr. Huy (DPI)
Time
8:30
Study team
Mr. Kono (KEI), Mr. Yoshizaki ( NEC)
Discussion on funding source
MOT: cannot afford any VGF required for PPP, even it is 30 %. MOT would like to form a
project for 121km or shorter of NORT section with combination of funds from Private, WB
(IDA =VGF, IBRD=Investor) and STEP (as alternative to VGF).
METI: cooperation of PPP and STEP on same section would be difficult.
MOT: North section to be divided into 2 projects. For example one for private fund project
developing road and the other for STEP project developing expensive structures.
STEP loan: it is considers as a part of VGF to facilitate participation of private investors.
Vietnam thinks that BOT PPP ODA. Therefore North section is taking a route of
PPP PPP＋ODA. The one of reason PPP has been reviewed and rejected is due to lack of
VGF. Ms. Hang explained that 50% (STEP) ＋15 % (VGF or low interest WB loan) make
65% and the rest of 35% is funded by private. MOT considers initial 70km is to be covered by
PPP＋WB（VGF, and the rest of section to be covered by STEP loan.
Date
2011/11/29
Interviewee
Mr.Nguyen Danh Huy ( Deputy General Director of DPI)
Time
9:00
Study team
Mr. Kono (KEI), Mr. Yoshizaki ( NEC)
Mainly concrete pavement has been discussed during interview.
METI: proposal employing concrete pavement to allow low price STEP loan.
MOT: already acknowledged about this issue.
METI: expressed their concern on the Vietnamese negative attitude on employing concrete
pavement despite its advantages.
MOT: accepted the advantage of concrete pavement, especially considering its longevity and
maintenance and management. However it has also many problems. MOT has experience
failure applying concrete pavement on Route1 although the reason of failure is not yet found.
Foreign consultant and contractor has implemented and managed but still cause damages.
METI: intention to include concrete pavement as one of possible Japanese technology to be
employed within a report considering a detail design stage of 2 to 3 year ahead.
1-23
Appendix 1. Minutes of Discussion
Date
2011/11/30
Interviewee
Mr. Nagase (Deputy Resident Representative of JICA Hanoi),
Mr. Watanabe (JICA Hanoi), Mr. Binh (JICA Hanoi)
Time
18:00
Study team
Mr. Kono (KEI)
Mainly concrete pavement has been discussed during interview.
Project background and recommended proposal
JICA has understood that the main objectives and potential of applying STEP loan.
Feasibility of applying STEP loan to the proposed project has to be confirmed with
METI. Project applied STEP loan in this method will be welcomed by Japan as well as
Vietnam.
Date
2012/1/9
Interviewee
Mr. Nguyen Minh Thang (Vice General Director of TEDI), Mr.
Vu Huu Hoang (Division of Planning)
Time
13:30
Study team
Mr. Kono (KEI)
The following points have been discussed during interview.
Japanese view on STEP loan: STEP loan is primarily technical transfer and difficult to apply
STEP loan for procurement of machinery and goods only, and got understanding of TEDI.
Application of Japanese technology: Japanese technology is to be applied on a tunnel and ITS,
however, it is considered in sufficient for the application. Therefore the inclusion of steel
bridge is required; however it will increase the cost.
The main aim of this visit: to get Vietnamese understanding and response on appropriate
STEP loan component. TEDI has understood.
Formation of project on both North and South section using STEP loan
PPP requirement of participation of private companies: It can be achieved through applying
STEP loan with technology as well as procurement of machinery and goods which can extend
to middle to small scale bridge. However the condition is to have co-financing with such as
WB to lower the expense which is feasible for the Japanese government. Understood by
TEDI.
Date
2012/1/11
Interviewee
Ms. Nguyen Thanh Hang (Deputy Director General of DPI), Mr.
Hung(DPI), Mr. Huy (DPI)
Time
9:00
Study team
Mr. Matsukawa (KEI), Mr. Kono (KEI), Mr. Yoshizaki ( NEC)
The following points have been discussed during interview.
Japanese view on STEP loan: STEP loan is primarily technical transfer and difficult to apply
STEP loan for procurement of machinery and goods only, and received understanding of
1-24
Appendix 1. Minutes of Discussion
MOT.
Application of Japanese technology: Japanese technology is to be applied on a tunnel and ITS,
however, it is considered in sufficient for the application. Therefore the inclusion of steel
bridge is required; however it will increase the cost.
The main aim of this visit: to get Vietnamese understanding and response on appropriate
STEP loan component, this will accompany the increase of cost.
Explanation recommended proposal: Application of STEP loan to North and South section.
Application of the project to STEP loan with Japanese technology does not have sufficient
amount cost (less than 30%) required for receiving STEP loan. Therefore through additional
assistance of general structure through the procurements of machinery and goods, which
enable to rise to 60% of direct Japanese assistance among the entire project cost, STEP loan
can apply to the project.
Co-financing: accompanying with co-financing with such as WB will enable to lower the
expense which is feasible for the Japanese government. With this approach, participation of
private companies by PPP is more likely to be achieved. To have co-financing is crucial for
this.
MOT comments: understands the situation. A large sum of cost can realistically delivered by
three cooperative bodies rather than two.
WB study: wait for the delivery of study result.
Study team has got approval from MOT to use the same today’s presentation material to
explain Japanese intention to WB meeting scheduled next week. MOT will inform about
today’s meeting to Vice Minister after Teto.
Date
2012/1/13
Interviewee
Mr. Watanabe (JICA Hanoi), Mr. Binh (JICA Hanoi), Ms. Koseki
(Assistant directors South East Asia Division of JICA Tokyo)
Time
9:30
Study team
Mr. Kono (KEI)
The following points have been discussed during interview.
Japanese view on STEP loan: according to MOET, STEP loan is primarily technical transfer
and difficult to accept application of STEP loan for a project with procurement of machinery
and goods only. JICA has agreed.
Application of Japanese technology: Japanese technology is to be applied on a tunnel and ITS,
however, it is considered in sufficient for the application. Therefore the inclusion of steel
bridge is required; however it will increase the cost.
The main aim of this visit: to get Vietnamese understanding and response on appropriate
STEP loan component (which increase cost).
Application of STEP loan to North and South section. Application of the project to STEP loan
with Japanese technology does not have sufficient amount (less than 30%) required for
1-25
Appendix 1. Minutes of Discussion
receiving STEP loan. Therefore through additional assistance of general structure through the
procurements of machinery and goods, which enable to rise to 60% of direct Japanese
assistance among the entire project cost, STEP loan can apply to the project.
Co-financing: accompanying with co-financing with such as WB will enable to lower the
expense which is feasible for the Japanese government. With this approach, participation of
private companies by PPP is more likely to be achieved. To have co-financing is crucial for
this.
MOT comments: understands the situation. A large sum of cost can realistically delivered by
three cooperative bodies rather than two.
WB study: wait for the delivery of study result.
Study team has got approval from MOT to use the explanation used for MOT to WB meeting
scheduled next week. Consultant currently carrying out the study is also supposed to attend
the meeting. Study team will request to the WB consultant to reflect Japanese direction on
their study.
Date
2011/1/17
Interviewee
Mr. Paul Vallely (WB), Mr. Michael J Yaxley (WB consultant
Halcrow)
Time
14:00
Study team
Mr. Matsukawa (KEI), Mr. Kono (KEI), Mr. Mitani (KEI)
The following points have been discussed during interview.
Japanese view on STEP loan: according to MOET, STEP loan is primarily technical transfer
and difficult to accept application of STEP loan for a project with procurement of machinery
and goods only. JICA has agreed.
Application of Japanese technology: The project will apply Japanese technology on a tunnel
and ITS, however, it is considered in sufficient for the application. Therefore the inclusion of
steel bridge is required; however it will increase the cost.
Application of STEP loan to North and South section: Application of the project to STEP loan
with Japanese technology does not have sufficient amount cost (less than 30%) required for
receiving STEP loan. Therefore through additional assistance of general structure through the
procurements of machinery and goods, which enable to rise to 60% of direct Japanese
assistance among the entire project cost, STEP loan can apply to the project.
Co-financing: accompanying with co-financing with such as WB will enable to lower the
expense which is feasible for the Japanese government. With this approach, participation of
private companies by PPP is more likely to be achieved. To have co-financing is crucial for
this.
MOT comments: understands the situation. A large sum of cost can realistically delivered by
three cooperative bodies rather than two. MOT is expecting a great deal on the result of WB.
1-26
Appendix 1. Minutes of Discussion
Result of study will be delivered in June or July. Although it will be an interim report, the
quality of data will be accurate. Difficulty of applying PPP to the project is well understood,
and currently examines potentials of applying on a shortened section.
Contents of today’s meeting: same topic has been already explained to MOT and JICA.
Study team requested to reflect Japanese direction to the result of WB, for example as one of
possibility.
Contact of Japanese side is JICA, Mr. Watanabe
Date
2011/1/17
Interviewee
Ms. Kato (Deputy Resident Representative of JETRO Hanoi)
Time
15:30
Study team
Matsukawa (KEI), Mr. Kono (KEI), Mr. Mitsuya (KEI), Mr.
Oohashi(KEI)
The following points have been discussed during interview.
Japanese view on STEP loan: according to MOET, STEP loan is primarily technical transfer
and difficult to accept application of STEP loan for a project with procurement of machinery
and goods only. JICA has agreed.
Application of Japanese technology: The project will apply Japanese technology on a tunnel
and ITS, however, it is considered in sufficient for the application. Therefore the inclusion of
steel bridge is required; however it will increase the cost.
The main aim of this visit: to get Vietnamese understanding and response on appropriate
STEP loan component. Vietnamese side will review the proposal after TETO.
Application of STEP loan to North and South section: Application of the project to STEP loan
with Japanese technology does not have sufficient amount cost (less than 30%) required for
receiving STEP loan. Therefore through additional assistance of general structure through the
procurements of machinery and goods, which enable to rise to 60% of direct Japanese
assistance among the entire project cost, STEP loan can apply to the project.
Co-financing: accompanying with co-financing with such as WB loan will enable to lower the
expense which is feasible for the Japanese government. With this approach, participation of
private companies by PPP is more likely to be achieved. To have co-financing is crucial for
this.
MOT comments: understands the situation. A large sum of cost can realistically delivered by
three cooperative bodies rather than two. MOT is expecting a great deal on the result of WB.
Result of study: to be delivered in June or July. Although it will be an interim report, the
quality of data will be accurate. Difficulty of applying PPP to the project is well understood,
and currently examines potentials of applying on a shortened section. Study team requested to
reflect Japanese direction to the result of WB, for example as one of possibility.
Informed Japanese side contact as JICA, Mr. Watanabe
1-27
Appendix 1. Minutes of Discussion
Date
2011/8/26
Interviewee
Mr. Furudoi ( First Secretary of EOJ)
Time
9:30
Study team
Matsukawa (KEI), Mr. Kono (KEI), Mr. Mitani (KEI)
The following points have been discussed during interview.
Japanese view on STEP loan: according to MOET, STEP loan is primarily technical transfer
and difficult to accept application of STEP loan for a project with procurement of machinery
and goods only. EOJ agreed.
Application of Japanese technology: The project will apply Japanese technology on a tunnel
and ITS, however, it is considered in sufficient for the application. Therefore the inclusion of
steel bridge is required; however it will increase the cost.
The main aim of this visit: to get Vietnamese understanding and response on appropriate
STEP loan component (which increase cost).
Application of STEP loan to North and South section: Application of the project to STEP loan
with Japanese technology does not have sufficient amount cost (less than 30%) required for
receiving STEP loan. Therefore through additional assistance of general structure through the
procurements of machinery and goods, which enable to rise to 60% of direct Japanese
assistance among the entire project cost, STEP loan can apply to the project.
Co-financing: accompanying with co-financing with such as WB loan will enable to lower the
expense which is feasible for the Japanese government. With this approach, participation of
private companies by PPP is more likely to be achieved. To have co-financing is crucial for
this.
MOT comments: understands the situation. A large sum of cost can realistically delivered by
three cooperative bodies rather than two.
Response of WB: WB has understood the result of Japanese side study, however WB will wait
for the result of their own study currently conducted. WB is very enthusiastic to identify the
potential of PPP.
Difficulty of applying STEP loan without participation of Japanese companies: The fact that
Japanese companies is participating and supporting the project is essential for the project.
To promote a broader participation of private companies, further serious consideration of
Vietnamese side such as granting development rights along the proposed expressway, is
required.
The study result: There is a potential to formulate a project applying STEP loan.
1-28
Appendix 2-1 Summary of Tunnel
Source: Study Team
Appendix 2-2 (1) Comparison of cross sectional shape between NIHN BIHN - BAI VOT highway tunnel with Japanese tunnels
Cross sectional shape of NIHN BIHN - BAI VOT highway tunnel is compared with Japanese typical tunnels in table 1.
Table.1 Oblateness comparison of NIHN BIHN-BAI VOT highway tunnel with Japanese typical tunnels
Vietnam
Japan
THAN VU 1&2 tunnel
2-lane road tunnel
3-lane road tunnel
High speed train tunnel
17.3m
10∼11m
15∼16m
9.5m
Cross sectional area
155 ㎡
75 ㎡
149 ㎡
70 ㎡
Tunnel oblateness※
0.64
0.74
0.66
0.89
Inner width
Inner-sectional shape
※Tunnel Oblateness：Tunnel height/tunnel width
Oblateness of NIHN BIHN - BAI VOT highway tunnel is lower than typical Japanese tunnels. NIHN BIHN – BAI VOT highway tunnel is thought to be difficult to secure tunnel stability due to low oblateness.
Standard oblateness of Japanese tunnels
Standard oblateness is shown in highway design standard prescribed by Nippon Expressway Company Limited as follows.
Cross sectional shape of tunnel should be correspond to stress flow and deformation reasonably and horse shoe shape
composed of 3 or 5 arcs is usually adopted in accordance with ground condition and road width.
Cross sectional shape of tunnel affects stability, constraint of construction and economy.
Basic oblateness, tunnel height divided by tunnel width, should be 0.65 to 0.75, which is experienced from past design
and construction.
“Highway design standard, tunnel”, Nippon Expressway Company Limite
Oblateness of NIHN BIHN – BAI VOT highway tunnel is lower than basic oblateness prescribed by this design standard. Higher oblateness is needed to obtain tunnel stability.
Appendix 2-2 (2) Study on better cross-sectional shape
Oblateness of NIHN BIHN - BAI VOT highway tunnel is under the standard prescribed by Nippon Expressway Company Limited and the tunnel is considered to be unsecure.
Study on better cross-sectional shape is conducted in reference to the shape of actual 3-lane road tunnel in japan.
Table-2 Comparison between NIHN BIHN – BAI VOT highway tunnel and proposed cross section
NIHN BIHN - BAI VOT highway tunnel
Proposed cross section
0.64
0.66
Cross section
Tunnel oblateness
Radius of tunnel invert
Cross-sectional area
R3=1.5ｍ
R4=33.3m
155m2
R3=2.3m
R4＝20.9m
151m2
Proposed cross section was designed in reference to actual 3-lane road tunnel in Japan
Appendix 2-2 (3) Study on the distance between up and down tunnels
Distance from center to center between up and down tunnels should keep twice the length of tunnel width to prevent interaction during excavation, whose criteria is prescribed in Japanese highway design standard. NIHN BIHN - BAI VOT tunnels
should keep appropriate distance for the prevention of each tunnel’s influence.
Table-3 Comparison of tunnel distance
Arrangement of NIHN BIHN –
BAI VOT highway tunnel
Tunnel distance
28m(1.6D)
Proposed arrangement
Tunnel distance
33m(2.0D)
2-2-2 Distance of each tunnel
Basically appropriate distance should be kept for the prevention of detrimental influence during the
excavation of more than 2 parallel tunnels or single tunnel which is close to other structures.
“Highway design standard, tunnel”, Nippon Expressway Company Limite
It is difficult to standardize the distance of each tunnel because influence of tunnel excavation on another existing tunnel depends
on ground condition and construction methods. According to researches up to this day, detrimental effects on each tunnel can be
avoided when center to center distance is kept twice the length of the tunnel width in typical ground condition.
Appendix 2-2 (4) Study on cross-sectional shape in good rock condition
Tunnel invert can be omitted in good rock condition. Japanese standard describe the treatment of tunnel invert as follows.
In this study, based on the description of highway design standard, tunnel invert can be omitted in rock classification “B” on the assumption that geological features deteriorate in the long term. Table -4 shows the cross section in rock classification
“B” in reference to actual 3-lane road tunnel in Japan.
Table-4 Proposed cross section in rock classification “B”
(e)Treatment of tunnel invert
Tunnel invert should be installed when geological features deteriorate due to ground water in the long
Proposed cross-section
term even if tunnel deformation is small during construction or when tunnel deformation is large during
construction and tunnel should be considered to obtain long term stability.
Through it is obvious to
install tunnel invert for stabilization in the latter case, enough study is needed weather tunnel invert should
be installed or not in the former case. In the former case, installation of tunnel invert can be determined
based on the following standards.
1)
Tunnel invert should be installed in rock classification “DⅠ”, “DⅡ” and “E”.
2)
Tunnel invert should be installed basically in the geology which is expected to deteriorate, i.e. mud
stone, tuff, serpentine, weathered crystalline rock and solfatoric clay.
“Highway design standard, tunnel”, Nippon Expressway Company Limite
Cross section
Cross-sectional area
130m2
Appendix 2-2 (5) Quantity of proposed cross section
Table-5 Quantity of proposed cross section
Without tunnel invert
With tunnel invert
Upper half（㎡）
77.98
77.98
Lower half（㎡）
52.36
48.80
Cross section
Cross-sectional area
23.80
Invert（㎡）
Total（㎡）
130.34
150.58
Upper half（m）
21.61
21.61
Length of arch
Lower half（m）
7.36
7.02
(Excavation)
Invert（m）
16.47
Total（m）
28.97
45.10
Upper half（m）
19.40
19.40
Length of arch
Lower half（m）
7.43
7.26
(Lining)
Invert（m）
Total（m）
14.04
26.83
40.70
Appendix 2-3 (1) Schedule of Tunnel Tam Diep-Tunnel
Source: Study Team
Appendix 2-3 (2) Schedule of Tunnel Thung Thi-Tunnel
Source: Study Team
Appendix 2-3 (3) Schedule of Tunnel Truong Lam-Tunnel
Source: Study Team
Appendix 2-3 (4) Schedule of Tunnel Than Vu１-Tunnel
Source: Study Team
Appendix 2-3 (5) Schedule of Tunnel Than Vu２-Tunnel
Source: Study Team
Appendix 3
Relevant Laws and Regulation on Cost Estimate
1． Construction Law No. 16/2003/QH11 dated November 26, 2003 approved by National Assembly of the
Social Republic of Vietnam.
2.
Law No. 38/2009/QH12 dated June 19, 2009 on amendment and supplement of some articles of laws
related to civil engineering investment.
3．Decree No.12/2009/N -CP dated February 12, 2009 and Decree No. 83/2009/N -CP dated October 15,
2009 of the Government on construction project management;
4. Decree No.209/2004/N -CP dated December 16, 2004 of the Government on Quality control of
construction works; Decree No. 49/2008/N -CP dated April 18, 2008 of the Government on
amendment and supplement of some articles of Decree No. 209/2004/N -CP.
5. Decree No. 112/2009/N -CP dated December 14, 2009 of the Government on cost management of
construction works.
6. Decree No. 12/2009/ND-CP date February 10, 2009 of the Government on construction project
management.
7. Decree No. 112/2009/ND-CP dated December 14, 2009 of the Government on management of
construction cost
8. Decree No. 108/2010/ND-CP dated October 29, 2010 of the Government on minimum regional wage for
laborers working at companies, enterprises, cooperatives, farms, households and other organizations in
Vietnam.
9. Circular No.04/2010/TT-BXD dated May 26, 2010 of Ministry of Construction on guidelines for cost
estimate and management for construction.
10. Construction cost estimate rate accompanied with document No. 1776/BXD-VP date August 16, 2007
of Ministry of Construction.
11. Decree No. 69/2009/ND-CP dated August 13, 2009 of the Government on land use, land price, land
reclaim, compensation and resettlement planning.
12. Decree No. 197/2004/ND-CP dated December 3, 2004 of the Government on compensation and
resettlement if land is reclaimed by the state.
13. Decisions on land price, plant product compensation price of Nam Dinh, Ninh Binh and Thanh Hoa.
14. Price list of quarter IV of 2010 of Nam Dinh, Ninh Binh and Thanh Hoa. Price quotation of price and
fuel in May 2011.
15. Price quotation of manufacturers, suppliers and other reference prices and other existing legal
documents.
16. Decree No.70/2011/N -CP dated August 22, 2011 on minimum wage of laborers working for
companies, enterprises, cooperatives, farms, households, individuals and other organization of
Vietnam.
17. Decree No. 69/2009/N -CP dated August 13, 2009 of the Government on resettlement compensation
when land is reclaimed by state.
18. Circular No. 04/2010/TT-BXD dated May 26, 2010 of the ministry of construction on guidelines about
cost management of construction works.
19. Ratio for project management cost and consultation cost of construction works accompanied by
Decision No. 957/Q -BXD dated September 29, 2009 of the Ministry of Construction.
20. Construction works cost estimate ratio accompanied with Document No. 1776/BXD-VP dated August
16, 2009 of Ministry of Construction.
21. Decision No. 04/2010/Q -UBND dated January 19, 2010 of Nghe An province’s People Committee on
compensation, support and resettlement when land is reclaimed by state within Nghe An province.
22. Decision No. 07/2010/Q -UBND dated March 16, 2010 of Ha Tinh province’s People Committee on
compensation, support and resettlement when land is reclaimed by state within Ha Tinh province.
23. Decision No. 3927/Q -UBND dated December 28, 2010 on land prices in 2011 in Ha Tinh province.
24. Decree 343/2010/NQ-H ND dated December 10, 2010 issued by Nghe An province’s People Council
Fifteenth, 19th Session on approval of land price deciding principles and land price frame for
formation of land price in 2011 in Nghe An province.
25. Decision No. 120,122÷125/2010/Q -UBND dated December 29, 2010 on regulation of land prices in
2011 within Hung Nguyen, Yen Thanh, Quynh Luu, Dien Chau, Nghi Loc districts of Nghe An
province.
26. Decision No. 107/2010/Q -UBND dated October 23, 2010 of Nghe An province on issuance of unit
price of house and architecture works construction for implementation of compensation, support and
resettlement when land is reclaimed by State in Nghe An province.
27. Decision No. 16/2011/Q -UBND dated March 22, 2011 issued by Nghe An province’s People
Committee on issuance of compensation price for planting trees, planting products and tomb moving
in Nghe An province.
28. Decision No. 01/2009/Q -UBND dated January 16, 2009 of Ha Tinh province’s People Committee on
issuance of compensation price of house, architecture works, tombs, trees, planting products when
land is reclaimed by State in Ha Tinh province.
29. Machine and working shift price accompanied by Decision No.5256/Q -UBND dated December 7,
2007 of Thanh Hoa province’s People Committee.
30. Machine and working shift price accompanied by Decision No. 5525/Q -UBND dated November 15,
1010 of Nghe An province’s People Committee.
31. Machine and working shift price accompanied by Decision No. 55/2006/Q -UB dated September 29,
2006 of Ha Tinh province’s People Committee.
32. Construction material price announcement No. 958/LSXD-TC dated April 28, 2011 of Thanh Hoa
Department of Construction.
33. Material price announcement No.395/SXD-KTXD dated June 7, 2011 of Ha Tinh’s Department of
Construction;
34. Material price announcement No. 875/LS-XD-TC dated July 1, 2011 of Nghe An’s Trans- Department
of Construction and Finance.
35. Construction price index announcement No.196/Q -BXD dated February 23, 2011 of Ministry of
Construction.
Unit prices:
1. Announcement No. 958/LSXD-TC dated April 28, 2011 of Thanh Hoa province,
2. Announcement No. 875/LS-XD-TC dated July 1, 2011 of Nghe An province
3. Announcement No. 395/SXD-KTXD dated June 7, 2011 of Ha Tinh’s Department of Construction.
Appendix 4-1: Natural and Social Condition of Each Province
Appendix/Table4-1: Natural and social condition of project province
N.
item
Unit
1
Natural area
Ha
165,005.4
139,033.8
1,113,194
1,649,250
605,574
1.1
Agricultural land
Ha
115,174.2
96,305.20
861,911
1,238,315.48
338,700
Non-agricultural
land
Ha
46,247.7
33,041.40
162,292
124,653.12
52,471
3,583.5
1,830,000
10.80
9,687.20
900,600
12.40
88,991
3,406,800
14.85
286,056.40
2,924,400
25.20
214,403
1,227,600
10.00
%
29.5
16.04
24.1
28.46
33.7
%
%
1,000
VND
36.4
34.1
47.91
36.04
41.5
34.4
33.46
38.08
33.57
32.73
14,425
21,286
15,085
14,166
12,942
Kg
1,000
531
6,575
570
21,419
474
8,426
364
7,672
360
9,346
Unit
17.3
564.2
204.8
821.8
88.9
Person
2.53
1.24
1.43
2.55
1.50
1.2
1.3
2
3
4
4.1
4.2
4.3
5
6
7
8
9
Unused land
Population
Poverty Rate
Composition
of
GDP
Agriculture-Forestry
- Fishery
Industry-Constructi
on
Services
Average GDP per
capita
Yields
of
rice
equivalent per capita
Investment per head
Telephone
1000
persons/ telephone
Doctors/ Nurses per
1000 heads
Ha
people
%
Nam Dinh
Ninh Binh
Thanh Hoa
Nghe An
Ha Tinh
Appendix/Table4-2: Natural and social condition of project province
Province
Nam
Dinh
Ninh
Binh
Thanh
Hoa
Nghe An
Ha Tinh
District
Y Yen
Ninh Binh City
Yen Khanh
Hoa Lu
Yen Mo
Tam Diep
Ha Trung
Vinh Loc
Yen Dinh
Thieu Hoa
Dong Son
Trieu Son
Nong Cong
Tinh Gia
Quynh Luu
Dien Chau
Yen Thanh
Nghi Loc
Hung Nguyen
Duc Tho
Area
(km2)
Number of
communes/wards
Population
Sex
Male
241.16
32
245,266
118,831
46.7
139
103.5
144.7
105
244.5
158.03
228.08
175.67
106.41
289.64
286.53
458.29
607.00
305.07
545.72
347.88
159.02
202.43
14
19
11
18
9
25
16
29
31
21
36
33
34
43
39
39
30
23
28
110,740
133,661
66,306
110,503
55,120
107,810
80,200
155,400
176,800
102,700
195,220
183,000
215,000
346,923
267,675
258,610
185,267
111,021
104,000
55,227
66,269
32,469
54,547
28,027
52,400
39,200
76,700
87,400
50,700
95,800
92,200
106,700
172,991
131,302
128,023
92,216
55,208
46,800
Female
126,435
55,513
67,392
33,837
55,956
27,093
55,410
41,000
78,700
89,400
52,000
99,420
90,800
108,300
173,932
136,373
130,587
93,051
55,813
57,200
Population
density (Person/
km2)
1,017
2,371
962
641
764
525
441
507
681
1,006
965
674
639
469
572
877
474
533
698
566
Appendix/Table4-3: Items for Environmental Monitoring
No.
I
Monitoring items
Pre-construction phase
Monitoring noise and vibration
1. Monitoring parameter
Leq, vibration
2. Monitoring frequency
1 time prior to
construction
4. Standard for comparison:
II
Leq, vibration
TSP, PM10, SO2, NO2,
TSP, PM10, SO2,
NO2, CO, HC
CO, HC (Petroleum
(Petroleum
hydro-carbon), Odor
hydro-carbon), Odor
Monitor once every 6
Monitor once every 6
months
months
QCVN 05:2009; QCVN 06:2009
TSP, PM10, SO2, NO2,
CO, HC (Petroleum
hydro-carbon), Odor
2. Monitoring frequency
1 time prior to
construction
Monitoring soil quality
2. Monitoring frequency
Cu, Pb, Zn, Cd, Hg, As
1 time prior to
construction
Once every 6 months
Once every 6 months
Temperature, pH,
turbidity, DO, SS,
BOD5, COD, Oil,
Heavy Metal,
Coliform
Once every 6 months
Temperature, pH,
turbidity, DO, SS,
BOD5, COD, Oil,
Heavy Metal, Coliform
Monitoring surface water
quality
1. Monitoring parameters
2. Monitoring frequency
IV
Leq, vibration
Once every 6 months
Once every 6 months
1 place/day,
1 place/day,
Monitor twice/day
Monitor twice/day
QCVN 26:2010; QCVN 27:2010
1. Monitoring parameters
1. Monitoring paramters:
III
Operation phase
Monitoring air quality
4. Standard for comparison
II
Construction phase
Temperature, pH,
turbidity, DO, SS,
BOD5, COD, Oil,
Heavy Metal, Coliform
1 time prior to
Once every 6 month
construction
4. Standard for comparison:
QCVN 08:2008-BTNMT; QCVN 14:2008-BTNMT;
Monitoring groundwater quality
Total coliform and
Total coliform and
Total coliform and
1. Monitoring parameters
heavy metal
heavy metal
heavy metal
2. Monitoring frequency
1 time prior to
Once every 6 months
Once every 6 months
construction
4. Standard for comparison:
QCVN 09:2008-BTNMT
Appendix/Table4-4: System of Environmental Monitoring Report
No.
Monitoring at 1st level
Matters to be reported
Monitoring at 2nd level
(One duplicate must be sent to DONRE)
Construction phase
1
2
Implement mitigation
measures on site
Monitoring
HSET
(Health,
Safety,
Environment
and
Traffic)
Implementation by: Construction Supervision
Consultant (CMC)
Frequency of report submission: Monthly –
Quarterly
Report sent to: PMU
Implemented by: Community-based Monitoring
Group
Frequency of report submission: Monthly
Send report to: Local authority
Implemented by: PMU
Frequency of report submission: once
every 4 months
Implemented by: Local authority
Frequency of report submission: In
cases of reflection/complaints.
Report sent to: PMU
Implemented by: EMC
Frequency of report submission: once
every 6 months
Report sent to: PMU
Operation phase
1
Environment
and
Traffic Monitoring
Implemented by: Urban management staff –
Wards/Communes PC
Frequency of report submission: once per month
Report sent to: Local leaders (wards/communes)
2
Monitoring local
environment
Implementation by: PMU
Frequency of report submission: every 6 months
Implemented by: Local authority (at
ward/ commune level)
Frequency of report submission: once
every six months
Report sent to: District PC
Appendix/Table4-5: Proposal of Capability and Training Program Formulation
Subject to be
trained
Number of
trainees
Training on
labor safety and
environmental
sanitation
Contractor’s
workers and
technical staff
On-site workers
and staff
Prior to
construction
and following
legal
regulations
Training on
general
environmental
management
process
Staff of PMU
and public
utility
companies
Prior to
construction
PMU in coordination with
EMC
To be
included in
a package
on training
(EMC)
Training on
process of
CEMP
Environmental
staff under
ward/district
PC in the
project area
5 staffs/PMU x
2 PMUs
15
staffs/province
x 5 provinces
= 85 persons
2
staffs/commune
x 84 commune
2 staffs/district
x 20 districts
= 208 persons
Prior to
construction
PMU
EMC
To be
included in
a package
on training
(EMC)
Training on
process of
SEMP
CMC’s staff in
charge of
environmental
sanitation
Prior to
construction
PMU-MOC,
PMU
coordinate with EMC
Training content
15 staffs for
CMC
Training time
Organization
unit
Contractor in coordination
with Institute of Labor,
War invalids and Social
Affairs
coordinates
with
Budget
Paid by
Contractor
EMC
Appendix/Table4-6: Expressway Passed Province, Intendancy and Commune
Province
1 1.Nam Dinh
District
1.Y Yen
Total
Subtotal (Nam Dinh)
2 2.Ninh Binh
Yen Bang
2
2
Yen Khang
KM. 264+500
4,500
Ninh Phuc
-
KM. 264+800
KM. 270+400
Khanh Hoa
KM. 264+800
-
KM. 268+200
Ninh An
KM. 270+400
-
KM. 272+000
Khanh Thuong
Mai Son
KM. 272+000
KM. 273+350
-
KM. 273+350
KM. 275+200
Ninh Van
KM. 275+200
-
KM. 277+200
Yen Binh
Quang Son
KM. 277+200
KM. 280+700
-
KM. 280+700
KM. 288+600
8
Ha Long
Ha Giang
Ha Tien
Ha Tan
Ha Linh
Ha Son
KM. 264+500
KM.. 288+600
KM. 296+000
KM. 298+500
KM. 299+600
KM. 302+000
KM. 307+600
-
KM. 288+600
KM. 296+000
KM. 298+500
KM. 299+600
KM. 302+000
KM. 307+600
KM. 308+600
Vinh An
KM. 308+600
-
KM. 310+500
Dinh Cong
Dinh Thanh
KM. 310+500
KM. 312+600
-
KM. 312+600
KM.313+600
Thieu Giang
Thieu Hop
Thieu Tan
Thieu Chau
Thieu Giao
KM. 313+600
KM. 315+800
KM. 316+900
KM. 321+300
KM. 322+600
-
KM. 315+800
KM. 316+900
KM. 321+300
KM. 322+600
KM. 323+500
Dong Tien
Dong Xuan
KM. 323+500
KM. 327+800
-
KM. 327+800
KM. 329+500
300
2,200
2,500
3,400
3,400
1,600
1,600
1,350
1,850
3,200
2,000
2,000
3,500
7,900
11,400
24,100
7,400
2,500
1,100
2,400
5,600
1,000
20,000
1,900
1,900
2,100
1,000
3,100
2,200
1,100
4,400
1,300
900
9,900
4,300
1,700
3
Dong Thinh
KM. 329+500
-
KM. 330+000
4
4
1
2
2
1
2
3
4
5
6
7
8
9
Dong Van
KM. 330+000
÷
KM. 332+070
Dong Tien
Dong Thang
KM. 332+070
KM. 333+000
-
KM. 333+000
KM. 335+600
Hoanh Son
Trung Chinh
Trung Y
Te Thang
Te Loi
Minh Nghia
Van Thien
Thang Tho
Cong Liem
KM. 335+600
KM. 339+000
KM. 340+300
KM. 342+240
KM. 343+560
KM. 345+050
KM. 349+400
KM. 352+080
KM. 355+130
-
KM. 339+000
KM. 340+300
KM. 342+240
KM. 343+560
KM. 345+050
KM. 349+400
KM. 352+080
KM. 355+130
KM. 358+430
1
1
1
1
1
1
2
2
1
1
1
2
2
3.1.Ha Trung
Total
3.2.Vinh Loc
Total
3.3.Yen Dinh
Total
3.4.Thieu Hoa
Total
3.5.Dong Son
Total
3.6.Trieu Son
Total
3.7.Nong Cong
Length
(m)
1,500
2,000
1,000
4,500
KM. 260+000
Total
2.2.Yen Khanh
Total
2.3.Hoa Lu
Total
Total
5
-
To
KM. 261+500
KM. 264+500
KM. 262+500
KM. 264+500
KM. 268+200
1
2.4.Yen Mo
Location
From
KM. 260+000
KM. 262+500
KM. 261+500
2
2.1.Ninh Binh city
2.6.Tam Diep
3 3.Thanh Hoa
1
1
Total
2.5.Hoa Lu
Total
Subtotal (Ninh Binh)
Communes/ward
1
2
3
4
5
6
6
1
1
1
2
2
1
2
3
4
5
5
1
2
500
2,070
8,570
930
2,600
3,530
3,400
1,300
1,940
1,320
1,490
4,350
2,680
3,050
3,300
Total
3.8.Tinh Gia
Subtotal (Thanh Hoa)
Total
8
2.1.Quynh Luu
Total
2.2.Dien Chau
Total
2.3.Yen Thanh
Total
2.4.Dien Chau
4 4.Nghe An
Total
2.5.Nghi Loc
Total
10
11
11
1
2
3
4
Cong Chinh
Cong Binh
KM. 358+430
KM. 362+900
-
KM. 362+900
KM. 365+000
Phu Son
Phu Lam
Tung Lam
Tan Truong
5
5
Truong Lam
KM. 365+000
KM. 373+800
KM. 376+600
KM. 378+000
KM.380+705
KM.381+800
-
KM. 373+800
KM. 376+600
KM. 378+000
KM. 380+705
KM.381+800
KM.386+577
36
Quynh Vinh
Quynh Trang
Quynh Tan
Quynh Hoa
Quynh My
Quynh Lam
Quynh Giang
KM. 288+600
KM.386+577
KM.390+869
KM.396+085
KM.400+725
KM.404+809
KM.405+733
KM.409+479
-
KM. 386+577
KM.390+869
KM.396+085
KM.400+725
KM.404+809
KM.405+733
KM.409+479
KM.410+657
Dien Doai
Dien Yen
KM.410+657
KM.414+406
-
KM.414+406
KM.416+360
Do Thanh
KM.416+360
-
KM.420+251
Dien Lien
Dien Dong
Dien Hanh
Dien Quang
Dien Cat
Dien Loi
Dien Tho
Dien Phu
KM.420+251
KM.424+000
KM.425+120
KM.426+650
KM.428+099
KM.431+923
KM.432+837
KM.435+474
-
KM.424+000
KM.425+120
KM.426+650
KM.428+099
KM.431+923
KM.432+837
KM.435+474
KM.441+000
Nghi Dong
Nghi Phuong
Nghi My
KM.441+000
KM.445+789
KM.447+100
-
KM.445+789
KM.447+100
KM.447+908
Hung Trung
Hung Yen Bac
Hung Yen Nam
Hung Tay
Hung Dao
Hung Nguyen
Town
Hung Tan
Hung Thong
Hung Tien
Hung Thang
Hung Chau
Hung Khanh
Hung Phu
KM.447+908
KM.451+494
KM.452+705
KM.455+425
KM.461+684
-
KM.451+494
KM.452+705
KM.455+425
KM.461+684
KM.464+423
1
2
3
4
5
6
7
7
1
2
2
1
1
1
2
3
4
5
6
7
8
8
1
2
3
3
1
2
3
4
5
6
2.6.Hung Nguyen
Subtotal (Nghe An)
5 5.Ha Tinh
Subtotal (Ha Tinh)
Grand Total
Total
5
3.1.Duc Tho
Total
1
5 20
7
8
9
10
11
12
13
13
1
2
3
3
4,470
2,100
29,400
8,800
2,800
1,400
2,705
1,095
4,777
21,577
97,977
4,292
5,216
4,640
4,084
924
3,746
1,178
24,080
3,749
1,954
5,703
3,891
3,891
3,749
1,120
1,530
1,449
3,824
914
2,637
5,526
20,749
4,789
1,311
808
6,908
3,586
1,211
2,720
6,259
2,739
KM.464+423
-
KM.465+148
725
KM.465+148
KM.467+300
KM.468+205
KM.469+375
KM.471+127
KM.471+584
KM.472+423
-
KM.467+300
KM.468+205
KM.469+375
KM.471+127
KM.471+584
KM.472+423
KM.474+095
34
Duc Vinh
Yen Ho
Duc Thinh
KM. 386+577
KM.474+095
KM.476+600
KM.478+833
-
KM. 474+095
KM.476+600
KM.478+833
KM.478+918
3
83
KM.474+095
KM.260+000
2,152
905
1,170
1,752
457
839
1,672
26,187
87,518
2,505
2,233
85
4,823
4,823
218,918
KM. 478+918
KM.478+918
Appendix/Table4-7: Affection of Land Acquisition (Alternative-1, ROW 80m)
No.
A
Province/District
Nam Dinh
I
1
2
District
Commune
Y Yen
Yen Bang
Yen Khang
B
Ninh Binh
I
1
II
2
III
3
4
IV
5
6
V
7
8
C
I
1
2
3
4
5
6
II
7
III
8
9
IV
10
11
12
13
14
V
Ninh Binh City
Ninh Phuc
Yen Khanh
Khanh Hoa
Hoa Lu
Ninh Van
Ninh An
Yen Mo
Khanh Thuong
Mai Son
Tam Diep Town
Yen Binh
Quang Son
Thanh Hoa
Ha Trung
Ha Long
Ha Giang
Ha Tien
Ha Tan
Ha Linh
Ha Son
Vinh Loc
Vinh An
Yen Dinh
Dinh Cong
Dinh Thanh
Thieu Hoa
Thieu Giang
Thieu Hop
Thieu Tan
Thieu Chau
Thieu Giao
Dong Son
15
16
Dong Tien
Dong Xuan
17
18
VI
19
20
VII
21
22
23
24
25
26
27
28
29
30
31
Dong Thinh
Dong Van
Trieu Son
Dong Tien
Dong Thang
Nong Cong
Hoanh Son
Trung Chinh
Trung Y
Te Thang
Te Loi
Minh Nghia
Van Thien
Thang Tho
Cong Liem
Cong Chinh
Cong Binh
Area (Ha)
36.65
36.65
27.92
8.73
208.95
16.75
16.75
40.28
40.28
27.28
7.44
19.84
37.87
31.91
5.96
86.77
26.41
60.36
597.79
77.73
28.76
9.72
4.27
9.33
21.76
3.89
7.5
7.5
20.77
14.07
6.7
55.62
12.36
6.18
24.72
7.3
5.06
74.94
42.08
16.64
4.89
11.33
23.76
6.41
17.35
192.98
22.77
8.36
13.38
8.26
9.51
28.37
17.3
19.35
21.26
37.47
6.95
VIII
32
33
34
35
Tinh Gia
144.49
73.26
19.82
7.91
43.5
843.39
Phu Son
Phu Lam
Tung Lam
Tan Truong
Total (A+B+C)
Appendix/Table4-8: Affection of Land Acquisition (Alternative-1)
No.
Commune/Ward
District
Residential
land
NAM DINH PROVINCE
Garden land
Area (m2)
Forestry
land
Fruit tree
Agricultural
land
Fish pond
land
1
Yen Bang
Y Yen
13,292.80
29,587.20
0.00
0.00
233,783.62
2
Yen Khang
Y Yen
4,154.00
9,246.00
0.00
0.00
73,057.38
17,446.80
38,833.20
0.00
0.00
30,6841.00
3,378.99
TOTAL IN NAM DINH
2,574.47
804.52
NINH BINH PROVINCE
3
Ninh Phuc
Ninh Binh city
17,654.50
39295.50
0.00
0.00
110,550.00
0.00
4
Khanh Hoa
Yen Khanh
47,771.00
106,329.00
0.00
0.00
248,700.00
0.00
5
Khanh Thuong
Yen Mo
9,156.11
20,379.73
0.00
0.00
158,219.68
10,619.48
6
Mai Son
Yen Mo
14,729.39
32,784.78
0.00
0.00
254,527.32
17,083.52
7
Ninh An
Hoa Lu
8,769.56
19,519.33
0.00
0.00
30,229.78
1,036.89
8
Ninh Van
Hoa Lu
10,961.94
24,399.17
0.00
0.00
37,787.22
1,296.11
9
Yen Binh
Tam iep
9,798.02
21,805.50
0.00
181,482.61
50,978.26
Quang Son
10
TOTAL IN NINH BINH
Tam iep
22,395.48
49,848.00
0.00
414,817.39
116,521.74
141,236.00
314,361.01
0.00
596,300.00
1,007,514.00
13,157.77
6,356.41
115,394.46
143,378.79
3,384.08
30,036.00
THANH HOA PROVINCE
11
Ha Long
Ha Trung
5,911.46
12
Ha Giang
Ha Trung
1,997.12
4,445.19
2,147.44
38,984.62
48,438.78
1,143.27
13
Ha Tien
Ha Trung
878.73
1,955.88
944.87
17,153.23
21,313.06
503.04
14
Ha Tan
Ha Trung
1,917.23
4,267.38
2,061.54
37,425.23
46,501.23
1,097.54
15
Ha Linh
Ha Trung
4,473.54
9,957.23
4,810.26
87,325.54
108,502.87
2,560.92
16
Ha Son
Ha Trung
798.85
1,778.08
858.97
15,593.85
19,375.51
457.31
17
Vinh An
Vinh Loc
18,181.50
40,468.50
0.00
0.00
15,685.00
635.00
18
Dinh Cong
Yen Dinh
6331.50
14,092.69
0.00
0.00
117,167.81
3,108.00
19
Dinh Thanh
Yen Dinh
3,015.00
6,710.81
0.00
0.00
55,794.19
1,480.00
20
Thieu Giang
Thieu Hoa
6000.22
13,355.33
0.00
0.00
104,010.44
21
Thieu Hop
Thieu Hoa
3,000.11
6,677.67
0.00
0.00
52,005.22
105.89
22
Thieu Tan
Thieu Hoa
12,000.44
26,710.67
0.00
0.00
208,020.89
423.56
23
Thieu Chau
Thieu Hoa
3,545.59
7,891.79
0.00
0.00
61,460.72
125.14
24
Thieu Giao
Thieu Hoa
2,454.64
5,463.55
0.00
0.00
42,549.73
86.64
25
Dong Tien
Dong Son
17,312.59
38,534.48
0.00
0.00
364,957.54
26
Dong Xuan
Dong Son
6,844.51
15,234.56
0.00
0.00
144,285.54
27
Dong Thinh
Dong Son
2,013.09
4,480.75
0.00
0.00
42,436.92
28
Dong Van
Dong Son
0.00
0.00
0.00
0.00
113,283.00
29
Dong Tien
Trieu Son
1,800.00
2,700.00
0.00
189.00
59,406.00
30
Dong Thang
Trieu Son
1,200.00
1,800.00
0.00
126.00
170,416.00
31
Hoang Son
Nong Cong
17,000.00
25,500.00
0.00
1785.00
183,407.00
32
Trung Chinh
Nong Cong
0.00
0.00
0.00
0.00
83,581.00
211.78
33
Trung Y
Nong Cong
15,200.00
22,800.00
0.00
1,596.00
94,244.00
34
Te Thang
Nong Cong
12,400.00
18,600.00
0.00
1,302.00
50,261.00
35
Te Loi
Nong Cong
3,000.00
4,500.00
0.00
315.00
87,306.00
36
Minh Nghia
Nong Cong
280.00
420.00
0.00
29.40
282,964.00
37
Van Thien
Nong Cong
20,850.00
0.00
1,459.50
136,767.00
38
Thang Tho
Nong Cong
0.00
0.00
0.00
0.00
193,490.00
39
Cong Liem
Nong Cong
6,520.00
9,780.00
0.00
684.60
195,616.00
40
Cong Chinh
Nong Cong
25,458.40
116,427.50
58,488.61
52,392.38
121,970.38
41
Cong Binh
Nong Cong
27,298.18
0.00
12,284.18
29,422.85
42
Phu Son
Tinh Gia
242,89.80
84,712.12
218,865.98
38,120.45
366,606.50
43
Phu Lam
Tinh Gia
6175.00
68,563.60
40,548.79
30,853.62
52,051.50
44
45
Tung Lam
Tan Truong
Tinh Gia
Tinh Gia
1,120.00
25,847.00
14,048.33
74,956.68
12,628.88
6,852.13
6,321.75
33,730.51
45,011.56
293,638.70
Area of Thanh Hoa
TOTAL
Percentage (%)
TOTAL AREA
13,900.00
520.00
708,138.74 354,563.88
251,386.32
493,066.32 4,155,326.73 15,322.17
1,061,332.95 354,563.88 1,089,366.32 5,469,681.73 48,737.16
410,069.12
4.86%
12.58%
4.20%
12.92%
64.85%
0.58%
8433751.16
Appendix/Table4-9: Affection of Land Acquisition (Alternative-1, ROW 50m)
No.
NAM DINH PROVINCE
1
2
Commune/Ward
Yen Bang
Yen Khang
TOTAL AREA IN NAM DINH
No.
NINH BINH PROVINCE
3
4
5
6
7
8
14
15
16
17
18
19
20
21
22
23
24
Y Yen
Y Yen
Area
(Ha)
68.35
21.36
89.71
Commune/Ward
Ninh Phuc
Khanh Hoa
Ninh An
Khanh Thuong
Mai Son
Ninh Van
Yen Binh
Quang Son
9
10
TOTAL AREA IN NINH BINH PROVINCE
THANH HOA PROVINCE
11
12
13
District
District
Ninh Binh City
Yen Khanh
Hoa Lu
Yen Mo
Yen Mo
Hoa Lu
Tam Diep
Tam Diep
Area
(Ha)
44.98
40.28
48.60
78.18
20.21
20.21
59.06
134.98
446.50
Ha Long
Ha Giang
Ha Tien
Ha Tan
Ha Trung
Ha Trung
Ha Trung
Ha Trung
127.53
43.08
18.96
41.36
Ha Linh
Ha Son
Vinh An
Dinh Cong
Dinh Thanh
Thieu Giang
Thieu Hop
Thieu Tan
Thieu Chau
Thieu Giao
Ha Trung
Ha Trung
Vinh Loc
Yen Dinh
Yen Dinh
Thieu Hoa
Thieu Hoa
Thieu Hoa
Thieu Hoa
Thieu Hoa
96.51
17.23
26.02
35.35
16.83
31.03
15.52
62.07
18.34
12.70
25
Dong Tien
Dong Son
26
27
28
29
Dong Xuan
Dong Thinh
Dong Van
Dong Tien
Dong Thang
Dong Son
Dong Son
Dong Son
Trieu Son
Trieu Son
105.54
40.54
11.92
27.96
13.27
36.52
Hoanh Son
Trung Chinh
Trung Y
Te Thang
Te Loi
Minh Nghia
Van Thien
Nong Cong
Nong Cong
Nong Cong
Nong Cong
Nong Cong
Nong Cong
Nong Cong
47.83
17.20
28.42
17.99
20.50
60.44
37.05
43
Thang Tho
Cong Liem
Cong Chinh
Cong Binh
Phu Son
Phu Lam
Nong Cong
Nong Cong
Nong Cong
Nong Cong
Tinh Gia
Tinh Gia
41.83
45.59
66.00
24.69
115.58
40.90
44
45
Tung Lam
Tan Truong
Tinh Gia
Tinh Gia
23.01
88.56
30
31
32
33
34
35
36
37
38
39
40
41
42
TOTAL AREA IN THANH HOA
1,473.88
GRAND TOTAL
2,010.09
Appendix/Table4-10: Affection of Land Acquisition (Alternative-2)
No.
1
2
Commune/
Ward
NAM DINH
Yen Bang
Yen Khang
District
Area (m2)
Residential
land
Ý Yen
Ý Yen
Adjacent Garden Forestry land Land with fruit Agricultural land
Land
trees
Fish
pond
land
49,280.00
15,400.00
73,920.00
23,100.00
0.00
0.00
0.00
0.00
557,728.24
174,290.07
2,574.47
804.52
64,680.00
97,020.00
0.00
0.00
732,018.31
3,378.99
Yen Khanh
32,340.00
23,064.00
64,680.00
51,336.00
0.00
0.00
0.00
0.00
352,800.00
328,400.00
Yen Mo
33,810.00
50,715.00
0.00
0.00
378,131.21
23,299.46
Yen Mo
Hoa Lu
54,390.00
22,050.00
22,050.00
26,843.48
61,356.52
81,585.00
44,100.00
44,100.00
53,686.96
122,713.04
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
398,178.26
910,121.74
608,298.03
133,415.66
133,415.66
111,847.83
255,652.17
37,481.75
2,559.33
2,559.34
275,904.00
512,916.00
0.00
29,914.50
10,106.25
4,446.75
9,702.00
22,638.00
4,042.50
64,723.88
29,874.19
14,225.81
26,133.33
44,871.75
15,159.38
6,670.13
14,553.00
33,957.00
6,063.75
97,085.82
44,811.29
21,338.71
39,200.00
27,195.00
9,187.50
4,042.50
8,820.00
20,580.00
3,675.00
0.00
0.00
0.00
0.00
TOTAL IN NAM DINH
NINH BINH
3
4
5
6
7
8
9
10
Ninh Phuc
Khanh Hoa
Khanh
Thuong
Mai Son
Ninh An
Ninh Van
Yen Binh
Quang Son
Ninh Binh
Hoa Lu
Tam iep
Tam i p
TOTAL IN NINH BINH
11
12
13
14
15
16
17
18
19
20
TINH THANH HOA
Ha Long
Ha Trung
Ha Giang
Ha Trung
Ha Tien
Ha Trung
Ha Tan
Ha Trung
Ha Linh
Ha Trung
Ha Son
Ha Trung
Vinh An
Vinh Loc
Dinh Cong
Yen Dinh
inh Thanh
Yen Dinh
Thieu Giang
Thieu Hoa
1,308,300.00 2,301,960.56
493,698.84
166,790.15
73,387.67
160,118.54
373,609.93
66,716.06
0.00
0.00
0.00
0.00
665,096.00
224,694.71
98,865.67
215,706.92
503,316.15
89,877.88
96,976.12
272,006.76
129,527.03
244,535.35
65,899.88
14,478.29
4891.32
2,152.18
4,695
10,956.55
1,956.53
1,393.21
6,819.04
3,247.16
464.65
21
22
23
24
Thiieu Hop
Thieu Tan
Thieu Chau
Thieu Giao
Thieu Hoa
Thieu Hoa
Thieu Hoa
Thieu Hoa
13,066.67
522,66.67
15,442.42
10,690.91
19,600.00
78,400.00
23,163.64
16,036.36
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
Dong Tien
Dong Xuan
Dong Thinh
Dong Son
Dong Son
Dong Son
Dong Van
Dong Tien
Dong Thang
Hoang Son
Trung Chinh
Trung Ý
Te Thang
Te Loi
Dong Son
Trieu Son
Trieu Son
Nong Cong
Nong Cong
Nong Cong
Nong Cong
Nong Cong
Nong Cong
Nong Cong
Nong Cong
Nong Cong
Nong Cong
Nong Cong
Tinh Gia
Tinh Gia
Tinh Gia
Tinh Gia
68,072.31
26,912.31
7,915.38
0.00
1,800.00
1,200.00
17,000.00
0.00
15,200.00
12,400.00
3,000.00
280.00
13,900.00
0.00
6,520.00
33,718.45
1,040.00
35,944.89
8,135.62
5,574.00
124,324.57
690,211.41
102,108.46
40,368.46
11,873.08
0.00
2,700.00
1,800.00
25,500.00
0.00
22,800.00
18,600.00
4,500.00
420.00
20,850.00
0.00
9,780.00
121,850.50
35,483.00
141,555.00
130,646.62
35,558.00
181,360.99
1,368,664.94
Minh Nghia
V n Thien
Thang Tho
Cong Liem
Cong Chinh
Cong Binh
Phu Son
Phu Lam
Tùng Lam
Tan Truong
TOTAL IN THANH HOA
GRAND TOTAL
0.00
0.00
0.00
0.00
1,030,795.41 1,978,00.94
5.13%
TOTAL AREA
9.84%
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
123,692.40
56,147.00
692,904.35
95,424.41
54,178.00
29,024.46
1,124,870.62
0.00
0.00
0.00
0.00
122,267.68
489,070.71
144,498.16
100,037.19
0.00
885,185.58
0.00
338,096.62
0.00
99,440.18
0.00
279,649.00
189.00
127,965.00
126.00
362,088.00
1,785.00
434,055.00
0.00
172,045.00
1,596.00
244,633.00
1,302.00
147,572.00
315.00
197,149.00
29.40
603,646.00
1,459.50
334,336.00
0.00
418,336.00
684.60
438,892.00
54,832.73
325,934.55
15,967.35
138,275.00
63,699.75
221,727.51
58,790.98
116,051.89
16,001.10
118,828.00
8,1612.45
469,269.19
1,632,712.0 9,869,650.85
5
1,124,870.62 2,941,012.0 1,290,3629.72
5
5.60%
14.63%
64.19%
20,100,867.79
232.32
929.29
274.56
190.08
52,680.1
8
121,959.0
5
0.61%
Appendix/Table4-11: Affected Commune, Intendancy (Thanh Hoa – Bai Vot Section)
No
Commun,Ward
THANH HOA PROVINCE
Tan Truong
1
Truong Lam
2
Total
NGHE AN PROVINCE
Quynh Vinh
3
Quynh Trang
4
Quynh Tan
5
Quynh Hoa
6
Quynh My
7
Quynh Lam
8
Quynh Giang
9
Dien Doai
10
Dien Yen
11
Do Thanh
12
Dien Lien
13
Dien Dong
14
Dien Hanh
15
Dien Quang
16
Dien Cat
17
Dien Loi
18
Dien Tho
19
Dien Phu
20
Nghi Dong
21
District
Tinh Gia
Quynh Luu
Dien Chau
Yen Thanh
Dien Chau
Nghi Loc
Area (m2)
87,714.20
376,551.80
464,266.00
355,775.29
384,309.69
354,715.75
320,400.68
70,172.53
286,705.79
80,141.79
332,654.95
139,516.73
315,208.28
300,828.02
87,998.19
115,140.23
121,424.64
386,950.19
49,710.83
218,222.18
360,261.71
415,718.64
Nghi Phuong
22
Nghi My
23
Hung Trung
24
Hung Yen Bac
25
Hung Yen Nam
26
Hung Tay
27
Hung ao
28
TT Hung Nguyen
29
Hung Tan
30
Hung Thong
31
Hung Tien
32
Hung Thang
33
Hung Chau
34
Hung Khanh
35
Hung Phu
36
Total
HA TINH PROVINCE
Duc Vinh
37
Yen Ho
38
Duc Thinh
39
Total
Total of project
Hung Nguyen
Duc Tho
37,269.28
85,121.92
189,294.73
113,176.13
182,299.69
480,293.07
224,555.80
40,236.50
162,647.00
52,057.21
86,797.00
131,216.54
54,934.07
75,034.57
104,085.00
6,906,011.70
137,755.00
121,416.84
13,490.76
272,662.60
7,642,940.30
Appendix/Table4-12: Attendance and Organization to Consultation Meeting
(a) Nam Dinh Province
No.
Full name
Organization name
Position
Date
1
Nguyen Huu Mich
DOT of Nam Dinh Province
11-Oct
2
Dinh Van Phuong
DOT of Nam Dinh Province
Vice Director
Manager of Investment and
Evaluation Division
11-Oct
3
Dinh Le Hoan
Vice Director
11-Oct
4
Bui Huu Cuong
DOF of Nam Dinh Province
Department of Agriculture and Rural
Development (DARD) of Nam Dinh
Province
Division Manager
11-Oct
5
Nguyen Van Va
Nguyen Thuong Giao
DOC of Nam Dinh Province
Vice Director
DOC of Nam Dinh Province
11-Oc t
11-Oct
6
DOC of Nam Dinh Province
8
Tran Van Hoang
Vu Minh Luong
Manager
Manager
Division
DONRE of Nam Dinh Province
Vice Director
11-Oct
9
Nguyen Ngoc Tuan
DONRE of Nam Dinh Province
Manager
11-Oct
10
Vu Quang Tung
Management Board of Industrial Zones
Manager
11-Oct
11
Tran Thanh Nhuong
Management Board of Industrial Zones
Officer
11-Oct
12
Nguyen Thi Sam
Training School of Nam Dinh
Director
11-Oct
13
Pham Xuan Nga
Y Yen District
12-Oct
14
Le Trung
Y Yen District
Vice Chairman
Deputy Head of the District
Office
11-Oct
15
Tran Cong Hue
Y Yen of Commercial Department
Deputy Head
12-Oct
16
Ha Thi Xanh
Head
12-Oct
17
Pham Ngoc Anh
Officer
12-Oct
18
Hoang Van Huan
Y Yen of District Financial Department
Y Yen of Agricultural and Rural
Development
Y Yen of Natural Resources and
Environmental Department
Head
12-Oct
19
Le Thanh Binh
Yen Bang Commune, Y Yen District
Chairman of the District PC.
11-Oct
20
Vu Duc Thao
Yen Bang Commune, Y Yen District
Vice Chairman
11-Oct
21
Nguyen Ba Linh
Yen Bang Commune, Y Yen District
Land Management officer
11-Oct
22
Mai Thi Dau
Yen Bang Commune, Y Yen District
Farmer
11- Oct
23
Le Van Tuan
Yen Bang Commune, Y Yen District
Farmer
11-Oct
24
Nguyen Xuan Cai
Yen Khang Commune, Y Yen District
Chairman
11-Oct
7
of
Infrastructure
11-Oct
25
Ngo Xuan Nanh
Me Thuong Village, Yen Khang Commune,
Y Yen District
Farmer
11-Oct
Appendix/Table4-13: Attendance and Organization to Consultation Meeting
(b) Ninh Binh Province
No.
Full name
Organization name
Position
Date
1
2
3
ang uc Tan
Nguyen Ngoc Thach
Pham Huu Khanh
Ninh Binh PPC
DOT of Ninh Binh Province
DOT of Ninh Binh Province
20-Sept
20-Sept
20-Sept
4
5
6
Vu Van Hop
Hoang Hai Toan
Nguyen Thi Huong
DOC of Ninh Binh Province
DOF of Ninh Binh Province
Environmental Division of DONRE,
7
8
9
10
ien Thi Hao
o Van Han
Ngo Viet Hao
Vu Huu Khoi
DONRE of Ninh Binh Province
DONRE of Ninh Binh Province
DARD of Ninh Binh Province
Dike and Storm Prevention Division
11
12
13
Tran Van Trinh
Ta Ba Nham
Nguyen Duc Toan
Management Board of Industrial Zones
Truong Cao dang nghe Lilama
Training School of Tam Diep district
14
Dang Van Que
15
o Thi Dung
Training School of Ninh Binh
Financial and Planning Department of
Ninh Binh City
Ninh Binh City of Natural Resources&
Environment
Urban Management of Ninh Binh City
Ninh Binh City of DCSCR
Ninh Phuc Commune, Ninh Binh City
Yen Khanh District of Industry and
Commercial
Department of
Natural Resources&
Environmental of Yen Khanh district
Agriculture and Rural Development
Department of Yen Khanh District
Financial Department of Yen Khanh
District
Khanh Hoa Commune, Yen Khanh District
Khanh Hoa Commune, Yen Khanh District
Khanh Hoa Commune, Yen Khanh District
Khanh Hoa Commune, Yen Khanh District
Khanh Hoa Commune, Yen Khanh District
Khanh Hoa Commune, Yen Khanh District
Hoa Lu District of Industry and
Commercial
Natural Resources & Environmental
Department of Hoa Lu District
Deputy Head of PC office
Director
Office Manager
Head
of
Architectural
Department
Office Manager
Head of Division
Deputy Head
of Planning
Division
Manager of Mineral
Office Manager
Officer
Manager
of
Investment
Division
Administration Manager
Deputy Principal
Deputy Head of Human
Resource.
16
17
18
19
Tran Thanh Trung
Pham Son Tung
Le Tien Dung
Bui Manh Hung
20
Pham Quoc Chien
21
Lam Van Xuyen
22
Bui Viet Cuong
23
24
25
26
27
28
29
Bui Thi Hoa
Tran Van Hoan
Vu Thi Phuong
Nguyen Huu Tai
Vo Xuan Quang
Le Ngoc Thuy
Pham Van Ky
30
Nguyen Van Tuan
31
La Ta Tuyet Le
32
33
inh Cong Tuyen
Vu Van Thong
Vu Van Ve
34
35
Bui Duc Tri
36
Nguyen Van Hau
37
Tran Quang Duan
38
Le Cao Phuong
39
Duong Viet Yen
Financial Department of Hoa Lu District
Agriculture and Rural Development
Department of Hoa Lu District
Natural Resources & Environmental
Department of Yen Mo District
Natural Resources & Environmental
Department of Yen Mo District
Agriculture and Rural Development
Department of Yen Mo District
Industry and Commercial Department of
Yen Mo District
Yen Mo District of Financial
Farmer Association of Union Yen Mo
District
20-Sept
20-Sept
20-Sept
20-Sept
20-Sept
20-Sept
20-Sept
20-Sept
20-Sept
21-Sept
21-Sept
Department Manager
22-Sept
Department Manager
Manager
Deputy Manager
Vice Chairman
22-Sept
22-Sept
22-Sept
22-Sept
Vice Manager
Manager
Officer
Vice Manager
Land Management Officer
Land Management Officer
Farmer
Farmer
Farmer
Farmer
22-Sept
22-Sept
22-Sept
22-Sept
22-Sept
22-Sept
25-Sept
25-Sept
25-Sept
25-Sept
Officer
21-Sept
Manager
21-Sept
Officer
21-Sept
Manager
Manager
21-Sept
21-Sept
Deputy Manager
21-Sept
Officer
21-Sept
Deputy Manager
10-Oct
Officer
21-Sept
Chairman
10-Oct
40
Le Anh Tuan
Farmer Association of
District
41
Nguyen Thi To Hang
42
Union Yen Mo
Officer
10-Oct
Women Union of Yen Mo District
Head
10-Oct
Tran Thi Mao
Women Union of Yen Mo District
Deputy Head
10-Oct
43
Phan Van Tuan
Farmer
25-Sept
44
Do Dinh Ha
Manager
21-Sep
45
Nguyen Duc Tu
Deputy Manager
21-Sept
46
Nguyen Thi Nho
Deputy Manager
21-Sept
47
Vu Hoai Nam
Manager
21-Sept
48
49
50
51
52
53
Le Hoang
Dinh Cao Hung
Truong Van Hien
Vu Chan Phuong
Nguyen Quang Son
Dinh Ngoc Hau
Mai Son Commune, Yen Mo District
Natural Resources & Environmental
Department of Tam Diep Town
Natural Resources & Environmental
Department of Tam Diep Town
Financial and Planning Department of
Tam iep Town
Urban Management Division of Tam Diep
Town
Economist Department of Tam Diep
Town
Quang Son Commune, Tam Diep Town
Quang Son Commune, Tam Diep Town
Quang Son Commune, Tam Diep Town
Nhon Binh Ward, Tam Diep Town
Nhon Binh Ward, Tam Diep Town
Manager
Chairman of CPC
Deputy Chairman of CPC
Land Management Officer
Farmer
Farmer
21-Sept
22-Sept
22-Sept
22-Sept
25-Sept
25-Sept
Appendix/Table4-14: Attendance and Organization to Consultation Meeting
(c) Thanh Hoa Province
No.
1
Full name
Do Quoc Canh
Organization name
Thanh Hoa PPC
2
3
4
Nguyen Ba Hung
Nguyen Van Tu
Do Ngoc Quynh
DOC of Thanh Hoa Province
DOF of Thanh Hoa Province
TEDI
5
Le Tuan Dung
MOT of Thanh Hoa
6
Nguyen Van Viet
MOT of Thanh Hoa
7
Vu Dinh Hung
DONRE of Thanh Hoa Province
8
Nguyen Quang Thai
DONRE of Thanh Hoa Province
9
10
11
12
13
14
Hoang Thi Yen
Khuong Anh Tuan
Mr. Binh
Le Tuan
Ha Huu Tinh
Tran Thi Van
15
Vo inh Hai
16
Nguyen Song Ha
17
Trinh Van Hung
18
Nguyen Trung Son
19
Doan Thi Huong
20
Pham Hung Long
21
22
23
Dinh Van Hai
Nguyen Thi Hong Mai
Vu Ngoc Son
24
Thieu Quan Thuc
25
Nguyen Van Son
DARD of Thanh Hoa Province
DARD of Thanh Hoa Province
Thanh Hoa DONRE
Nghi Son Economic Development Zone
Vocational College of Industry
Thanh Hoa Vocational Training School
Transport Joint Stock Company of Design
Consultancy no 4
Transport Joint Stock Company of Design
Consultancy no 4
Department of Agriculture and Rural
Development of Ha Trung District
Department of Environment Natural
Resources of Ha Trung District
Department of Environment Natural
Resources of Ha Trung District
Ha Trung District of Industry and
Commercial
Financial and Planning Department of Ha
Trung District
Farmer Association
Father Front
Center for research- apply of forestry
sciences.
Center for research- apply of forestry
sciences.
Position
Head of PPC Office
Deputy
Manager
of
Infrastructure Division
Office Manager
Officer
Deputy Head of Planning
Financial Department
Officer of Planning Financial
Department
Deputy Manager of Mineral
Division
Head
Environmental
Department
Deputy Head of Planning
Financial Department
Project Manager
Deputy Director
Manager
Training Manager
Administration Manager
Date
23-Sept
Director
27-Sept
Deputy Head of Survey Team
27-Sept
Officer
28-Sept
Manager
29-Sept
Officer
29-Sept
Officer
29-Sept
Officer
Chair Woman
Chairman
29-Sept
28-Sept
28-Sept
Officer
28-Sept
Director
28-Sept
23-Sept
23-Sept
28-Sept
28-Sept
28-Sept
23-Sept
23-Sept
23-Sept
23-Sept
23-Sept
30-Sept
28-Sept
28-Sept
26
27
28
29
Nguyen Van Am
Mai Duc Thanh
Mai Quyet Thang
Hoang Thi Huong
30
Nguyen Van Cong
31
Khuc Thi Minh
32
33
34
35
Mai Van Khanh
Ha Tien Dung
Nguyen Thi Hoa
Nguyen Ngoc Nam
36
Hoang Van Tien
37
o Huu Thanh
38
Cao Van Minh
39
Tong Viet Chuyen
40
Nguyen Viet Tien
Ha Long Commune, Ha Trung District
Ha Tien Commune, Ha Trung District
Ha Tien Commune, Ha Trung District
Ha Linh Commune, Ha Trung District
Industry and Commercial Department of
Vinh Loc District
Department of Natural Resources &
Environment of Vinh Loc District
Department of Agriculture and Rural
Development of Vinh Loc District
Vinh An Commune, Vinh Loc District
Vinh An Commune, Vinh Loc District
Yen Dinh District of Financial and Planing
Department of Agriculture and Rural
Development of Yen Dinh District
Department of Natural Resources &
Environment of Yen Dinh District
Department of Industry and Commerce of
Yen Dinh District
Department of Natural Resources &
Environment of Thieu Hoa District
Department of Finance and Planning of
Thieu Hoa District
41
Do Doan Cuong
Thieu Tan Commune, Thieu Hoa District
42
Do Dinh Hung
43
Chairman
Farmer
Farmer
Farmer
28-Sept
25-Sept
25-Sept
25-Sept
Manager
8-Oct
Manager
8-Oct
Manager
Chairman
Farmer
Vice Manager
8-Oct
8-Oct
25-Sept
29-Sept
Officer
29-Sept
Manager
29-Sept
Deputy Manager
29-Sept
Manager
29-Sept
Manager
29-Sept
Chairman
24-Sept
Thieu Tan Commune, Thieu Hoa District
Land Management Officer
24-Sept
Le Thi Tuc
Thieu Giang Commune, Thieu Hoa District
Farmer
26-Sept
44
Tran Anh Chung
Vice Chairman
1-Oct
45
Le Thi Thuong
Officer
29-Sept
46
Le Ba Ung
Manager
1-Oct
47
Thai
Dong Son DPC
Financial and Planning Department of
Dong Son District
Industry and Commercial Department of
Dong Son District
Dong Son District of Industry and
Commercial
Officer
1-Oct
48
49
Pham Van Chap
Anh Ha
Dong Tien Commune
Dong Tien Commune
Chairman of CPC
Land Management Officer
1-Oct
1-Oct
50
Le Van Hien
Dong Xuan Commune, Dong Son District
Farmer
26-Sept
51
Thieu Thi Xe
Farmer
26-Sept
52
Tran Van ao
Manager
29-Sept
53
Pham Van Thuong
Officer
29-Sept
54
Le Dinh Hoa
Manager
29-Sept
55
Nguyen Anh Truong
Officer
29-Sept
56
La Van Lam
Manager
29-Sept
57
Le Duc Thuan
Manager
30-Sept
58
Nguyen Van Tuan
Manager
30-Sept
59
Le Anh Van
Manager
30-Sept
60
Le Xuan Hinh
Manager
30-Sept
61
Officer
30-Sept
62
63
64
Tran Van Hue
Nguyen Thi Hoang Ms
Ms Nga
Bui Thi Quyen
Le Anh Nhat
Dong Xuan Commune, Dong Son District
Trieu Son District of Industry and
Commercial
Industry and Commercial Department of
Trieu Son District
Department of Natural Resources &
Environment of Trieu Son District
Department of Finance and Planning of
Trieu Son District
Department of Agriculture and Rural
Development of Trieu Son District
Department of Finance and Planning of
Nong Cong District
Department of Agriculture and Rural
Development of Nong Cong District
Department of Natural Resources &
Environmental of Nong Cong District
Department of Industry and Commerce of
Nong Cong District
Department of Industry and Commerce of
Nong Cong District
65
Nguyen Van ap
Nong Cong Women Union
Nong Cong Women Union
Farmer Union of Nong Cong District
Vocational Training Center of Nong Cong
District
Chairwoman
Microfinance
Officer
Director
Officer
29-Sept
29-Sept
29-Sept
30-Sept
66
67
Le Van inh
Le Van Tung
68
Le Thi Lan
69
70
Le Ngoc Anh
Le Tuan
71
Do Xuan Cuong
72
Lê Duy Trung
73
Vu Trong Nam
74
Le Van Thong
75
76
77
78
79
Khuong Van Dung
Le Ngoc Chuc
Le Ngoc Long
Le Thi Ngoan
Pham Van Chu
Te Thang Commune, Nong Cong District
Trung Y Commune, Nong Cong District
Bi Kieu, Trung Chinh Commune, Nong
Cong
Chu River Irrigation Management
Company
Nghi Son Economic Development Zone
Industry and Commercial Department of
Tinh Gia District
Financial and Planning Department of Tinh
Gia District
Department of Agriculture and Rural
Development of Tinh Gia District
Department
of
Natural
Resources
Environment of Tinh Gia District
Department
of
Natural
Resources
Environment of Tinh Gia District
DCSCR of Tinh Gia District
Farmer Union of Tinh Gia District
Women Union of Tinh Gia District of
Truong Xuan Commune, Tinh Gia District
Commune Official
Chairman of CPC
30-Sept
30-Sept
Farmer
26-Sept
Staff
Manager of Labour Division
28-Sept
30-Sept
Deputy Manager
30-Sept
Deputy Manager
30-Sept
Deputy Manager
30-Sept
Manager
30-Sept
Deputy Manager
Vice Director
Officer
Deputy Head
Vice Chairman of Commune PC
30-Sept
30-Sept
30-Sept
30-Sept
30-Sept
Appendix/Table4-15: Attendance and Organization to Consultation Meeting
(d) Nghe An Province
No.
1
2
3
4
5
6
7
Full name
Nguyen Quang Trach
Nguyen Que Su
Ms Giang
Ms Huyen
Mr. Dung
Hoang Xuan Tu
Le Hong Vinh
Organization name
Nghe An PPC
Nghe An PPC
Land use Management Dept. of DONRE
DONRE of Nghe An Province
DONRE of Nghe An Province
DARD of Nghe An Province
DOT of Nghe An Province
8
Hoang Minh Quan
DOF of Nghe An Province
9
Ngo Thi Hue
DARD of Nghe An Province
10
Tran Van Sy
11
11
Tran Ngoc Quang
Le Duc Dung
13
Pham Van Hao
Dong Nam Nghe An Economic Zone
Vocational Training School No 1 of Nghe
An
Vocational Training School No 1
Environmental and Natural Resources
Dep[artment of Quynh Luu District
14
Ho Thai Binh
15
To Van Thu
Quynh Luu District
Foarmer Association of
District
16
Pham Thi Hai Yen
Quynh Luu District
17
Ho Sy Tung
Quynh Luu District
18
Nguyen Duc Quang
19
Le Van Ky
20
Vu Le Cong
21
Bui Thi Thuong
22
Nguyen Dinh Tien
23
Nguyen Dinh Phu
24
25
Le Xuan Ngoc
Nguyen Thi Mai
Quynh Luu District
Quynh Vinh Commune, Quynh Luu
District
Quynh Vinh Commune, Quynh Luu
District
Quynh Vinh Commune, Quynh Luu
District
Hamlet 11, Quynh Vinh Commune, Quynh
Luu District
Hamlet 11, Quynh Vinh Commune, Quynh
Luu District
Hamlet 21, Quynh Vinh Commune, Quynh
Luu District
Hamlet 21, Quynh Vinh Commune, Quynh
Position
Head of PPC office
Officer
Officer
Officer
Officer
Officer
Deputy director
Head of Price and Public wor k
Department
Deputy Head of Project
Management Department
Manager
of
Plan
and
Investment Department
Date
Manager
Deputy Principal
5-Oct
5-Oct
Deputy Head
Officer of Environmet and
Natural Resources Department
7-Oct
Chairman
Vice Chairman of Women
Union
Head of Planning and Finncail
Department
Deputy Head of Trade and
Industry Department
7-Oct
Chairman
7-Oct
Vice chairman
7-Oct
Land Manager
7-Oct
Farmer
7-Oct
Farmer
7-Oct
Farmer
Farmer
26-Sept
26-Sept
3-Oct
3-Oct
3-Oct
6-Oct
3-Oct
3-Oct
3-Oct
5-Oct
7-Oct
Quynh Luu
7-Oct
7-Oct
7-Oct
26
Le Bo
27
28
Nguyen Van Hue
Ho Van Trieu
29
Hoang Van Ba
30
Phan Xuan Vinh
31
32
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
Le Van Thuan
Tran Thi Tam
Nguyen Quang Vinh
Nguyen Thi Hoa
Nguyen Xuan Huy
Dang Ngoc Thuc
Vo Van Chinh
Vo Van Ky
Nguyen Van Hoa
Vo Thai Sinh
Bui Van Nam
Hoang Thi Mo
Doan Van Phuc
Cao Thi Bon
Cao Dinh Canh
Ho Van Ngan
Nguyen Trung Thanh
49
Le Van Duc
50
51
52
53
Nguyen Dinh Thi
Nguyen Xuân Vinh
Ngo Thanh Xuan
Nguyen Viet Hung
54
Pham Quoc Dat
55
Thai Huy Dung
Nguyen Truong Thi
56
Nguyen Kim Phoi
57
58
59
Nguyen Huu Ha
Nguyen Dinh Kinh
60
Pham The Son
61
Ngo Phu Tu
62
Nguyen Huu Thong
63
Tran Dinh Son
Nguyen Thi Nu
64
65
Nguyen Thanh Long
66
Nguyen Van Thu
67
Nguyen Thi Nhung
68
69
70
Le Van Nhut
Pham Thi Cuc
Ho Trong Nam
Luu District
Hamlet 21, Quynh Vinh Commune, Quynh
Luu District
Quynh Lam Commune, Quynh Luu
District
Quynh Hoa Commune, Quynh Luu District
Department of Trade and Industryial
Department Dien Chau
Department of Agriculturea and Rural
Development of Dien Chau District
Dien Chau District of Natural Resources
Environmental
Dien Chau District of Financial
Dien Chau District of Farm Union
Dien Chau District of Women Union
Dien Cat Commune, Dien Chau District
Dien Cat Commune, Dien Chau District
Dien Lien Commune, Dien Chau District
Dien Lien Commune, Dien Chau District
Dien Lien Commune, Dien Chau District
Dien Lien Commune, Dien Chau District
Dien Doai commune
Dien Phu Commune, Dien Chau District
Hamlet 9, Dien Phu , Huyen Dien Chau
Hamlet 9, Xa Dien Phu, Huyen Dien Chau
Hamlet 9, Xa Dien Phu, Huyen Dien Chau
Do Thanh Commune, Yen Thanh district
Do Thanh Commune, Yen Thanh District
Department of Planning and Finance of
Nghi Loc district
Nghi Loc District of Commercial and
Industry
Nghi Loc District of Farm Union
Nghi Loc District of Women Union
Nghi Dong Commune, Nghi Loc District
Hamlet 9, Nghi Phuong Commune, Nghi
Loc District
Hung Nguyen District of Commercial and
Industry
Department of Trade and Industry of Hung
Nguyen District
Department of Agriculture of Hung
Nguyen District
Natural Resources & Environmental
Department of Hung Nguyen District
Hung Nguyen DCRAB
Hung Phu Commune, Hung Nguyen
District
Hung Phu Commune, Hung Nguyen
District
Hung Tan Commune, Hung Nguyen
District
Hung Thang Commune, Hung Nguyen
District
Hamlet 17, Hung Thang Commune, Hung
Nguyen District
Hung Thang Commune, Hung Nguyen
District
Hung Tay Commune, Hung Nguyen
District
Hung Dao Commune, Hung Nguyen
District
Hung Dao Commune, Hung Nguyen
District
Hamlet 2, Hung Phu Commune
Hamlet 2, Hung Phu Commune
Farmer
26-Sept
Land Manager
Party Leader
7-Oct
7-Oct
Manager
6-Oct
Manager
6-Oct
Manager
Phó phòng
Vice chairman
Chairman
Vice Chairman
Land Management officer
Chairman
Vice Chairman
Thuong truc HDND
Land Management officer
Chairman
Farmer
Farmer
Farmer
Farmer
Chairman
Farmer
6-Oct
6-Oct
6-Oct
6-Oct
6-Oct
6-Oct
7-Oct
7-Oct
7-Oct
7-Oct
7-Oct
26-Sep
7-Oct
7-Oct
7-Oct
7-Oct
26-Sep
Manager
5-Oct
Vice Manager
Vice chairman
Thý ng v
Chairman
Farmer
5-Oct
5-Oct
5-Oct
5-Oct
26-Sep
Vice Manager
Manager
3-Oct
3-Oct
Deputy Head
3-Oct
Manager
Deputy Director
3-Oct
3-Oct
Chairman
6-Oct
Land Manager
6-Oct
Vice Chairman
6-Oct
Chairman
Farmer
6-Oct
6-Oct
Land Management Officer
6-Oct
Chairman
5-Oct
Officer
26-Sep
Farmer
Farmer
26-Sep
6-Oct
6-Oct
71
Pham Van Hung
71
Tran Van Duc
Hamlet 2, Hung Phu Commune
Hung Phu Commune, Hung Nguyen
District
Farmer
6-Oct
Officer
26-Sep
Appendix/Table4-16: Attendance and Organization to Consultation Meeting
(e) Ha Tinh Province
No.
1
2
3
4
Province/Full name
Nguyen Quang Son
Tran The Hung
Nguyen Tri Ha
Nguyen Cong Binh
Organization name
Department of Transport
Department of Transport
Department of Planting of Ha Tinh
DOF of Ha Tinh
5
Nguyen Ngoc Hoach
Hoang Le Trang
DONRE of Ha Tinh
Department of Construction of Ha Tinh
DOC
Viet Duc Vocational School of Ha Tinh
College of Technology of Ha Tinh
Environmental and Natural Resources
Department of Duc Tho District
Planning and Financial Department of
Duc Tho
Trade and Industry Department of Duc Tho
district
Agricultural Department of Duc Tho
district
Women Union of Duc Tho-Ha Tinh
Women Union of Duc Tho-Ha Tinh
Yen Ho Commune, uc Tho District
Yen Ho Commune, uc Tho District
6
7
8
Le Danh Tao
Tran Dac Hoa
Pham Quang Thanh
9
Tran Huu Hoa
10
11
Tran Dinh Tai
Le Ba Hau
12
13
14
15
16
Nguyen Thi Nghe
Ngo Thanh Xuan
Tran Hai
Nguyen Thi Toan
Position
Department Manager
Department Manager
Manager
Deputy Director
Manager of Land valuation and
Compensation Department
Deputy Head
Date
4-Oct
4-Oct
4-Oct
4-Oct
4-Oct
4-Oct
4-Oct
4-Oct
Department Head
Principal
Officer
4-Oct
Manager
4-Oct
Manager
Deputy Manger
4-Oct
4-Oct
4-Oct
4-Oct
4-Oct
4-Oct
Officer
Thuong vu Hoi
Chairman
Farmer
Appendix/Table4-17: Cost Estimation of Compensation, Support and Resettlement
No.
a
A
I
1
II
1
2
3
4
5
III
1
2
3
4
5
6
7
8
IV
1
2
3
4
Item
b
Compensation for Residential land
Nam Dinh Province
Y Yen
Ninh Binh Province
Ninh Binh City
Yen Khanh
Hoa Lu
Yen Mo
Tam Diep
Thanh Hoa Province
Ha Trung
Vinh Loc
Yen Dinh
Thieu Hoa
Dong Son
Trieu Son
Nong Cong
Tinh Gia
Nghe An Province
Quynh Luu
Dien Chau
Yen Thanh
Nghi Loc
Unit
c
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
Quantity
(m2)
d
767,664
21,061
21,061
152,906
17,831
48,249
23,678
24,124
39,024
291,639
21,530
22,363
11,427
38,658
26,605
3,234
107,815
60,007
282,992
97,798
123,196
12,468
4,239
Unit Cost isuues
by province for
2011
Replacement
Unit Cost
(VND)
e
f
-
-
300,000
420,000
1,500,000
800,000
1,200,000
450,000
1,500,000
2,100,000
1,040,000
1,680,000
630,000
2,100,000
1,100,000
1,400,000
1,500,000
1,300,000
1,800,000
1,000,000
1,100,000
1,700,000
1,320,000
1,680,000
1,800,000
1,560,000
2,520,000
1,400,000
1,540,000
2,040,000
800,000
800,000
1,100,000
550,000
1,000,000
1,000,000
1,320,000
715,000
Total Cost (VND)
X 1,000
g (d*f)
1,063,527,965
8,845,620
8,845,620
224,551,620
37,445,100
50,178,960
39,779,040
15,198,120
81,950,400
506,886,100
28,419,600
37,569,840
20,568,600
60,306,480
67,044,600
4,527,600
166,035,100
122,414,280
316,571,525
97,798,000
123,196,000
16,457,760
3,030,885
5
V
1
B
B.1
I
1
II
1
2
3
4
5
III
1
2
3
4
5
6
7
8
IV
1
2
3
4
5
V
1
B.2
I
1
II
1
2
3
4
5
III
1
2
3
4
5
6
7
8
IV
1
2
3
4
5
V
1
C
I
Hung Nguyen
Ha Tinh Province
Duc Tho
VND/m2
VND/m2
VND/m2
Compensation for Agricultural land
Annual crop land
Nam Dinh Province
Y Yen
Ninh Binh Province
Ninh Binh City
Yen Khanh
Hoa Lu
Yen Mo
Tam Diep
Thanh Hoa Province
Ha Trung
Vinh Loc
Yen Dinh
Thieu Hoa
Dong Son
Trieu Son
Nong Cong
Tinh Gia
Nghe An Province
Quynh Luu
Dien Chau
Yen Thanh
Nghi Loc
Hung Nguyen
Ha Tinh Province
Duc Tho
Perennial crop land
Nam Dinh Province
Y Yen
Ninh Binh Province
Ninh Binh City
Yen Khanh
Hoa Lu
Yen Mo
Tam Diep
Thanh Hoa Province
Ha Trung
Vinh Loc
Yen Dinh
Thieu Hoa
Dong Son
Trieu Son
Nong Cong
Tinh Gia
Nghe An Province
Quynh Luu
Dien Chau
Yen Thanh
Nghi Loc
Hung Nguyen
Ha Tinh Province
Duc Tho
Compensation for Fish land
Nam Dinh Province
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
45,291
19,066
19,066
16,677,42
5
14,742,53
9
391,588
391,588
1,110,744
116,078
251,187
126,134
418,457
198,888
5,940,306
683,297
29,331
236,400
783,719
720,608
318,468
2,208,146
960,337
6,938,175
1,865,816
2,342,276
353,625
237,196
2,139,262
361,726
361,726
1,934,886
46,600
46,600
343,899
40,081
108,456
54,264
54,024
87,074
1,221,319
51,298
57,061
25,501
86,093
59,218
4,887
290,855
646,406
272,308
60,201
64,630
4,505
11,720
131,252
50,760
50,760
64,964
3,379
1,200,000
1,680,000
76,088,880
6,673,100
250,000
350,000
6,673,100
-
-
889,677,565
812,663,134,400
50,000
50,000
65,000
65,000
55,000
50,000
50,000
50,000
54,000
71,500
60,000
60,000
60,000
64,800
45,000
45,000
45,000
45,000
45,000
45,000
45,000
45,000
54,000
54,000
54,000
54,000
54,000
54,000
54,000
54,000
50,000
45,000
45,000
50,000
45,000
60,000
54,000
54,000
62,500
58,500
38,700
-
46,440
-
55,000
71,500
38,000
38,000
38,000
38,000
38,000
49,400
45,600
45,600
45,600
45,600
27,000
27,000
27,000
27,000
27,000
27,000
27,000
27,000
32,400
32,400
32,400
32,400
32,400
32,400
32,400
32,400
50,000
45,000
45,000
45,000
45,000
60,000
54,000
54,000
56,250
58,500
42,600
51,120
25,453,220
25,453,220
68,934,199
8,299,577
15,071,220
7,568,040
25,107,420
12,887,942
320,776,524
36,898,038
1,583,874
12,765,600
42,320,826
38,912,832
17,197,272
119,239,884
51,858,198
397,499,191
111,948,960
126,482,904
19,095,750
14,824,750
125,146,827
13,998,796
77,014,431
3,331,900
3,331,900
15,834,102
1,980,001
4,945,593
2,474,438
2,463,494
3,970,574
39,570,735
1,662,055
1,848,776
826,232
2,789,413
1,918,663
158,338
9,423,702
20,943,554
15,682,842
3,612,060
3,490,020
243,270
659,250
7,678,242
2,594,851
2,594,851
3,181,863
329,452
1
II
1
2
3
4
5
III
1
2
3
4
5
6
7
8
IV
1
2
3
4
5
V
1
D
I
1
II
1
2
3
4
5
III
1
2
3
4
5
6
7
8
IV
1
2
3
4
5
V
1
E
I
1
II
1
2
3
4
5
Y Yen
Ninh Binh Province
Ninh Binh City
Yen Khanh
Hoa Lu
Yen Mo
Tam Diep
Thanh Hoa Province
Ha Trung
Vinh Loc
Yen Dinh
Thieu Hoa
Dong Son
Trieu Son
Nong Cong
Tinh Gia
Nghe An Province
Quynh Luu
Dien Chau
Yen Thanh
Nghi Loc
Hung Nguyen
Ha Tinh Province
Duc Tho
Compensation for Forest land
Nam Dinh Province
Y Yen
Ninh Binh Province
Ninh Binh City
Yen Khanh
Hoa Lu
Yen Mo
Tam Diep
Thanh Hoa Province
Ha Trung
Vinh Loc
Yen Dinh
Thieu Hoa
Dong Son
Trieu Son
Nong Cong
Tinh Gia
Nghe An Province
Quynh Luu
Dien Chau
Yen Thanh
Nghi Loc
Hung Nguyen
Ha Tinh Province
Duc Tho
Compensation for Building
Nam Dinh Province
Y Yen
Ninh Binh Province
Ninh Binh City
Yen Khanh
Hoa Lu
Yen Mo
Tam Diep
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
3,379
30,332
2,864
27,468
31,253
21,479
921
6,059
2,794
0
2,881,209
791,005
791,005
1,193,912
573,941
71,941
548,030
896,292
299,553
191,541
399,198
6000
244,743
14,743
14,743
32,000
5,600
9,900
6,200
3,000
7,300
75,000
97,500
32,000
32,000
32,000
32,000
32,000
41,600
38,400
38,400
38,400
38,400
45,000
45,000
45,000
45,000
45,000
45,000
45,000
45,000
54,000
54,000
54,000
54,000
54,000
54,000
54,000
54,000
33,000
45,000
50,000
50,000
45,000
39,600
54,000
60,000
62,500
58,500
10,400
-
12,480
-
75,000
90,000
42,000
32,000
32,000
32,000
32,000
54,600
38,400
38,400
38,400
38,400
10,000
10,000
10,000
10,000
10,000
10,000
10,000
10,000
12,000
12,000
12,000
12,000
12,000
12,000
12,000
12,000
4,000
5,000
5,000
5,000
5,000
4,800
6,000
6,000
6,250
6,500
8,600
-
10,320
-
3,250,000
4,550,000
3,259,000
3,259,000
3,259,000
3,259,000
3,259,000
4,562,600
3,910,800
3,910,800
3,747,850
4,236,700
329,452
1,164,748
109,977
1,054,771
1,687,662
1,159,866
49,734
327,186,
150,876
49,822,623
30,374,592
30,374,592
14,326,944
6,887,292
863,292
6,576,360
5,121,087
1,437,854
1,149,246
2,494,987
39,000
1,026,639,545
67,080,650
67,080,650
130,685,900
25,550,560
38,716,920
24,246,960
11,243,550
30,927,910
III
1
2
3
4
5
6
7
8
IV
1
2
3
4
5
V
1
F
G
H
I
K
L
M
Thanh Hoa Province
Ha Trung
Vinh Loc
Yen Dinh
Thieu Hoa
Dong Son
Trieu Son
Nong Cong
Tinh Gia
Nghe An Province
Quynh Luu
Dien Chau
Yen Thanh
Nghi Loc
Hung Nguyen
Ha Tinh Province
Duc Tho
Substructures (About 10% of E)
Crops+ trees (150Mil/1km. long)
Public works (Reserved)
Allowances +Income restoration
External Monitoring estimated with
VND
Total
Contingency is estimated at 15% of the
total cost (of L)
GRAND TOTAL in VND (L+M)
GRAND TOTAL in USD (rate
1USD=21,000VND)
VND/m2
97,900
25,300
3,200
6,900
15,900
7,400
1,400
24,600
13,200
85,300
9,600
27,000
1,000
2,100
45,600
14,800
14,800
km
219.32
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
VND/m2
2,674,000
2,674,000
2,674,000
2,674,000
2,674,000
2,674,000
2,674,000
2,674,000
3,208,800
3,743,600
3,075,100
3,075,100
3,476,200
3,476,200
3,342,500
3,208,800
3,833,000
3,833,000
3,833,000
3,833,000
3,833,000
4,982,900
4,791,250
4,599,600
4,791,250
5,366,200
3,565,000
4,991,000
150,000,000
318,446,660
81,182,640
11,979,520
21,218,190
48,894,090
25,723,880
4,866,680
82,225,500
42,356,160
436,559,535
47,835,840
129,363,750
4,599,600
10,061,625
244,698,720
73,866,800
73,866,800
102,663,954
32,898,000
135,000,000
3,262,903,144
3,000,000
6,569,314,661
985,397,199
7,554,711,860
$
359,748
Appendix/Table4-18: Cost Estimation of Allowance
No.
I
1
2
3
4
5
6
7
8
9
10
11
II
1
2
3
4
5
6
7
8
9
10
III
1
2
3
4
5
6
7
8
9
HH
Unit Cost
Total Cost
(VND)
x1,000
Item
Unit
Transport allowance
Allowance in case need a temporary relocation
If household losing from 30% to 70% or less than
30% (10-30%) of agricultural land holding and
have to be relocated
If household losing from more than 70% of
agricultural land holding and have to be relocated
Assistance for garden land, pond land adjacent to
residential land but are not recognized as residential
land (50%)
Assistance for agricultural land in the residential
area, garden land, pond land adjacent to residential
land (30%)
Allowance for business disruption
Policy HH
Assistance for changing job, employment (3 time)
Bonus for a timely movement
If the selling cost of plot(s) at the new site is more
than the value of the affected residential land, APs
receive new plot at no additional cost
Ninh Binh Province
Transport allowance
Allowance in case need a temporary relocation
If household losing from 30% to 70% or less than
30% (10-30%) of agricultural land holding and
have to be relocated
If household losing from more than 70% of
agricultural land holding and have to be relocated
Assistance for garden land, pond land adjacent to
residential land but are not recognized as residential
land (50%)
Assistance for agricultural land in the residential
area, garden land, pond land adjacent to residential
land (30%)
Allowance for business disruption
Policy HH
Assistance for changing job, employment (2 time)
If the selling cost of plot(s) at the new site is more
than the value of the affected residential land, APs
receive new plot at no additional cost
Thanh Hoa Province
Transport allowance
Allowance in case need a temporary relocation
If household losing from 30% to 70% or less than
30% (10-30%) of agricultural land holding and
have to be relocated
If household losing from more than 70% of
agricultural land holding and have to be relocated
Assistance for garden land, pond land adjacent to
residential land but are not recognized as residential
land (40%)
Assistance for agricultural land in the residential
area, garden land, pond land adjacent to residential
land (20%)
Allowance for business disruption
Assistance for changing job, employment (1.5
time)
If the selling cost of plot(s) at the new site is more
than the value of the affected residential land, APs
receive new plot at no additional cost
HH
HH
56
56
3,500,000
6,000,000
84,914,262
196,000
336,000
HH
41
19,800,000
811,800
HH
15
39,600,000
594,000
m2
66,235
150,000
9,935,257
m2
HH
HH
m2
HH
66,235
3
3
441,567
56
90,000
48,000,000
3,000,000
150,000
7,000,000
5,961,154
144,000
9,000
66,235,050
392,000
HH
6
50,000,000
HH
HH
320
320
5,000,000
6,000,000
300,000
486,578,166
1,600,000
1,920,000
HH
224
19,800,000
4,435,200,000
HH
96
39,600,000
3,801,600
m2
341,397
600,000
204,838,200
m2
HH
HH
m2
341,397
16
16
1,454,643
360,000
48,000,000
3,000,000
100,000
122,902,866
768,000
48,000
145,464,300
HH
16
50,000,000
HH
HH
979
979
3,000,000
3,600,000
800,000
1,228,879,362
2,937,000
3,524,400
HH
685
19,800,000
13,563,000
HH
294
39,600,000
11,642,400
m2
1,074,244
440,000
472,667,250
m2
HH
1,074,244
49
220,000
48,000,000
236,333,625
2,352,000
m2
7,161,625
67,500
483,409,687
HH
49
50,000,000
Nam Dinh Province
2,450,000
IV
1
2
3
4
5
6
7
8
9
10
11
V
1
2
3
4
5
6
7
8
9
10
11
Nghe An Province
Transport allowance
Allowance in case need a temporary relocation
If household losing from 30% to 70% or less than
30% (10-30%) of agricultural land holding and
have to be relocated
If household losing from more than 70% of
agricultural land holding and have to be relocated
Assistance for garden land, pond land adjacent to
residential land but are not recognized as residential
land (50%)
Assistance for agricultural land in the residential
area, garden land, pond land adjacent to residential
land (35%)
Allowance for business disruption
Assistance for changing job, employment (2 time)
Poor household
Policy household
If the selling cost of plot(s) at the new site is more
than the value of the affected residential land, APs
receive new plot at no additional cost
Ha Tinh Province
Transport allowance
Allowance in case need a temporary relocation
If household losing from 30% to 70% or less than
30% (10-30%) of agricultural land holding and
have to be relocated
If household losing from more than 70% of
agricultural land holding and have to be relocated
Assistance for garden land, pond land adjacent to
residential land but are not recognized as residential
land (50%)
Assistance for agricultural land in the residential
area, garden land, pond land adjacent to residential
land (20%)
Assistance for changing job, employment (1.8
time)
Bonus for a timely movement (Agriculture land)
If the selling cost of plot(s) at the new site is more
than the value of the affected residential land, APs
receive new plot at no additional cost
Poor household
Policy household
Total (I+II+III+IV+V)
1,414,409,816
3,412,000
79,200
HH
HH
853
22
4,000,000
3,600,000
HH
597
19,800,000
11,820,600
HH
256
39,600,000
10,137,600
m2
1,081,572
400,000
432,628,980
m2
HH
m2
HH
HH
1,081,572
43
7,210,483
43
43
280,000
48,000,000
90,000
5,760,000
2,000,000
302,840,286
2,064,000
648,943,470
247,680
86,000
HH
43
50,000,000
HH
HH
148
148
6,000,000
4,800,000
2,150,000
48,121,537
888,000
710,400,000
HH
104
19,800,000
2,059,200
HH
44
39,600,000
1,742,400
m2
61,873
125,000
7,734,112
m2
61,873
50,000
3,093,650
m2
HH
412,486
148
69,660
5,000,000
HH
HH
HH
44
44
44
50,000,000
2,000,000
3,000,000
28,733,774
740,000
2,200,000
88,000
132,000
3,262,903,144
Company/
Unit
Provincial
People’s
Committee
DONRE
PMU
Environmental
Team (ET) in
PMU
CMC
(Construction
Supervision/Mo
nitoring
Consultant)
Pre-construction
To approve EIA report
following local
requirements and laws
To provide necessary
instructions and guidance
on environmental matters
during pre-construction
stage of the sub-project
- To take responsibility
of the whole project with
qualified documents
supported by TA
consultants;
- Be a representative of
sub-project owner and
take responsibility on
effectiveness of EMS
during project’s
implementation
- Employ consultant
agency take
responsibilities for
preparation of EIA report
and submit the report for
approval
- Ensure that PMU’ staff
will be well-trained on
environmental matters
N/A
N/A
Responsibilities
Construction
To act as Project Owner with highest competence
on environmental activities of subproject during
construction
To monitor the EMP implementation by their
internal monitoring system
Operation
To take responsibility for
the implementation of EMP
in operation stage
To monitor the EMP
implementation by their
internal monitoring system
- To monitor the implementation progress and
conduct field site survey if necessary during
construction
- PMU should arrange a specialist leading the
Environmental Team (ET) to monitor environment
issues from construction activities during
construction phase;
- Ensure that contract and bidding document shall
contain environmental requirements proposed in
the ECOP
- To conduct regular meeting with construction
contractors for solutions relevant to environment
issues and working progress;
- Take responsibility for any violation to ECOP
during construction phase
- In charge of
implementing EMP in the
first year of operation;
- To inspect and monitor
environmental matters in
the first year of operation
- To support the Project
Owner in putting
environmental
requirements into project
operation and maintenance
procedures;
- To take responsibility in daily contact to
Construction contractors and supervise the
construction contractors on environmental
protection,
work-plan
arrangement
and
compliance with ECOP
- Compliance monitoring following criteria
proposed in the contract between PMU and
Construction Contractors to ensure EMP.
Construction contractors also comply all
regulation on environmental protection, sanitation
and other safety issues from government;
- Co-operating with CMC (Construction
Supervision/Monitoring
Consultant)
and
Construction Contractors in monitoring methods
and site monitoring. Any violation from members
of CMC or Construction contractors, ET shall
propose another person for replacement;
- To monitor construction activities and receive
Community-responses to ensure all requirement in
EMP as well as in contract;
- To instruct Construction contractors for
mitigation measures and those in the ECOP facing
any generated impacts or violation during
construction phase;
- To conduct all necessary activities with limited
time-frame including additional monitoring
mission following contract and pre-defined
procedure for any violation or any important
response from community
- To stop all construction activities that generate
serious environmental impact or non-compliance
actions to EMP and items in the contract with
PMU;
- The CMC is responsible for monitoring the
process and procedures of basic construction, as
well as adherence to technological standards and
the construction rate of contractors
- The CMC also monitors the implementation of
mitigation measures of contractors at the sites.
To
monitor
environmental impacts in
the first year of operation
N/A
Company/
Unit
Pre-construction
Construction
contractor
N/A
Local authority
and community
- Participate in
consultation activities
and project preparation
- Contribute opinions for
received environmental
assessment documents
Environmental
Monitoring
Consultant
(EMC)
N/A
Responsibilities
Construction
This task must be clearly regulated in the contract
between CMC and PMU.
- The CMC team should include an environmental
specialist who will closely monitor the
compliance of the contractor;
- The Contractor, or a nominated agent, has the
responsibility of establishing and maintaining
contact with the PMU and local residents and
keeping them informed of construction matters
likely to affect them. This may include regular
and frequent distribution of newsletters and
attendance at meetings at the request of the PMU
with representatives of local residents groups. The
Contractor and any agents or Sub-Contractors will
be contractually required to comply with the
ECOP;
- The Contractor will be responsible for
implementation and management of the ECOP,
including workplace safety, and will ensure
adequate resources are available for the
implementation of the ECOP throughout the
construction period. The Contractor will be
responsible for decision on certain aspects of
construction such as working hours, traffic
management, and traffic route may be directed
periodically by local authorities and/or local
police. The Contractor will provide information
and make available a reporting telephone “Hot
Line,” staffed at all times during working hours.
Contact details should be prominently displayed
on site through signs/notices
- The Contractor is responsible for securing
licenses and permits as required by GOV before
construction starts
- The Contractor has a duty to inform local
residents likely to be affected by such activities at
least 14 days prior to undertaking the works, as
well as applying for the appropriate permits and
licenses. The most suitable method of informing
residents is through newsletters. Such newsletters
should also update neighbors on site progress and
projected activities that might cause loss of
amenity
- Local authority which undertakes administrative
management works in the local area will be
responsible to appoint staff to manage/monitor
project activities and ensure the safety during the
project implementation process.
- Local authority to create favorable conditions for
promoting democratic regime and monitor
residents through establishing community
monitoring team, setting up a monitoring and
reporting regime of implementing mitigation
measures for environmental impacts, labor safety,
environmental sanitation and relevant matters.
Activities of community representatives and local
authority will receive professional support from
consultant units of PMU
- The EMC will be recruited by PMU and will be
responsible for independently supervising the
environmental compliance of sub-project.
- EMC includes capable environmental specialists
that could provide the technical assistance to the
PMU as well. Establish periodical report on
environmental management and supervision in the
project implementation and subproject as well
- Providing recommendations and raising
capacities for staff of contractors, CMC and PMU
in environmental management and supervision
Operation
N/A
- Participate in
environmental monitoring
activities in operation stage
N/A
Company/
Unit
Pre-construction
Responsibilities
Construction
during the construction phase
To monitor and check activities on environmental
safety in the project district. Check and penalize
violations. Give training to ward staff on
implementing environmental management in the
local area.
Periodically report to DONRE on arising
environmental problems.
To coordinate with relevant agencies, participate
in study, investigate and solve arising
environmental incidents
Bureau of
Natural
Resource and
Environment in
project
district/ward
- To participate in
consultation activities
and project preparation
- To contribute opinions
for received
environmental
assessment documents
City
Environment
Inspection
Bureau
N/A
To coordinate with relevant departments/agencies,
be responsible to monitor and penalize violations
in environmental law. Especially, this bureau will
be responsible to deal with serious affairs and
investigate responsibilities of relevant agencies as
well as participate in dealing with serious
environmental incidents.
Public utilities
(power, water
supply, drainage
and
telecommunicati
on, agriculture)
- To participate in
consultation activities
and project preparation
- To contribute opinions
for received
environmental
assessment documents
To coordinate with PMU and Contractor in
relocating underground works and implementing
temporary connections at places which are crossed
by proposed route in order to ensure the
continuous provision of basic services.
To deal with related incidents (electric cable fire
and explosion, broken communication cables,
broken water pipes, etc.)
Operation
To monitor and check
activities on environmental
safety in the project
district. Check and
penalize violations. Give
training to ward staff on
implementing
environmental
management in the local
area.
Periodically report to
DONRE on arising
environmental problems.
Coordinate with relevant
agencies, participate in
study, investigate and solve
arising environmental
incidents
To coordinate with relevant
departments/agencies, be
responsible to monitor and
penalize violations in
environmental law.
Especially, this bureau will
be responsible to deal with
serious affairs and
investigate responsibilities
of relevant agencies as well
as participate in dealing
with serious environmental
incidents.
N/A
Appendix 4-2
Name of Proposed Project:
Result of Screening
Ninh Binh – Bai Vot Expressway Project
Project Executing Organization, Project Proponent or Investment Company:
PMU1 (Project Management Unit 1), PMU6 (Project Management Unit 6)
Name, Address, Organization, and Contact Point of a Responsible Officer:
Name:
Address:
Tel:
Fax:
E-Mail:
Date:
Signature:
Check Items
Please write “to be advised (TBA)” when the details of a project are yet to be determined.
Question 1: Address of project site: Ninh Binh – Bai Vot,
Nam Dinh Province, Ninh Binh Province, Thinh Hoa Province, Ge Ann Province and Ha Tien
Province, Vietnam
Question 2: Scale and contents of the project (approximate area, facilities area, production,
electricity generated, etc.)
2-1. Project profile (scale and contents)
Length: 218km
No. of Lanes: 6 Lanes
Interchanges: 15 Interchanges
Bridge: 89 bridges
2-2. How was the necessity of the project confirmed?
Is the project consistent with the higher program/policy?
YES: Please describe the higher program/policy.
（Prime Minister Decision No. 140/ QD-TTg, Approving the Detailed Master Plan
for North-South Expressway – Eastern side (including Ninh Binh – Bai Vot
Expressway
）
NO
2-3. Did the proponent consider alternatives before this request?
YES: Please describe outline of the alternatives
（Alternative study was conducted in F/S study of Ninh Binh – Bai Vot
expressway project (2010) by TEDI.
）
NO
2-4. Did the proponent implement meetings with the related stakeholders before this
request?
Implemented Not implemented
If implemented, please mark the following stakeholders.
Administrative body
Local residents
NGO
Others（
）
Question 3:
Is the project a new one or an ongoing one? In the case of an ongoing project, have you
received strong complaints or other comments from local residents?
New
Ongoing (with complaints)
Ongoing (without complaints)
Other
Question 4:
Is an Environmental Impact Assessment (EIA), including an Initial Environmental
Examination (IEE) Is, required for the project according to a law or guidelines of a host
country? If yes, is EIA implemented or planned? If necessary, please fill in the reason why
EIA is required.
Necessity (
Implemented
Ongoing/planning)
(Reason why EIA is required: based on No. 2, 3, 26 and No. 32 of Appendix, Decree
21-2008-ND-CP;)
Not necessary
Other
)
Question 5:
In the case that steps were taken for an EIA, was the EIA approved by the relevant laws of the
host country? If yes, please note the date of approval and the competent authority.
Approved without a
Approved with a
Under appraisal
supplementary condition
supplementary condition
(Date of approval:
Competent authority:
)
Under implementation
Appraisal process not yet started
Other
)
Question 6:
If the project requires a certificate regarding the environment and society other than an EIA,
please indicate the title of said certificate. Was it approved?
Already certified
Title of the certificate: (Environmental Protection Commitment (EPC)
)
Requires a certificate but not yet approved
Not required
Other
Based on the Appendix of Decree No.29/2010/ND-CP; the EPC had been
approved in May 2011 by MONRE.
Question 7:
Are any of the following areas present either inside or surrounding the project site?
Yes
No
If yes, please mark the corresponding items.
National parks, protection areas designated by the government (coastline, wetlands,
reserved area for ethnic or indigenous people, cultural heritage)
Primeval forests, tropical natural forests
Ecologically important habitats (coral reefs, mangrove wetlands, tidal flats, etc.)
Habitats of endangered species for which protection is required under local laws and/or
international treaties
Areas that run the risk of a large scale increase in soil salinity or soil erosion
Remarkable desertification areas
Areas with special values from an archaeological, historical, and/or cultural points of
view
Habitats of minorities, indigenous people, or nomadic people with a traditional lifestyle,
or areas with special social value
Question 8:
Does the project include any of the following items?
Yes
No
If yes, please mark the appropriate items.
Involuntary resettlement
(scale:
Groundwater pumping
(scale:
approx. 4,823 households 35,812 persons)
m3/year)
Land reclamation, land development, and/or land-clearing (scale: TBA hectors)
Logging
(scale:
TBA hectors)
Question 9:
Please mark related adverse environmental and social impacts, and describe their outlines.
Air pollution
Water pollution
Soil pollution
Involuntary resettlement
Local economies, such as employment,
livelihood, etc.
Waste
Land use and utilization of local resources
Noise and vibrations
Social institutions such as social infrastructure
Ground subsidence
and local decision-making institutions
Offensive odors
Existing social infrastructures and services
Geographical features
Poor, indigenous, or ethnic people
Bottom sediment
Misdistribution of benefits and damages
Biota and ecosystems
Local conflicts of interest
Water usage
Gender
Accidents
Children’s rights
Global warming
Cultural heritage
Infectious diseases such as HIV/AIDS
Other
with. Other main characteristics of assumed
(i) Traffic disturbance at construction phase,
impact due to commencement of this project
(ii)Normal operation of irrigation and drainage
could be described as, (ii) loss of agricultural,
system (including its drainage capacity), (iii)
aqua-cultural land and production, and other
Cultural disturbance ( possibility of impact to
impacts such as (iii) impact to the irrigation
unexcavated
noise
system, and (iv) cultural disturbances such as
and
noise, vibration and possible impact to school,
infrastructure), (iv) Change of water ponding
(v) impact on the protected forest for illegal
situation during construction phase (including
cutting etc., the protected historical heritage site
localized inundation), (v) impact on valuable
for illegal excavation of ancient relics, (vi)
species in the protected forest, (vi) existing
existing underpass function problem and
underpass function and replacement of culverts
replacement of culverts (drainage system
(drainage system related included) may also be
related included) may also be issued.
disturbance
stone
to
aged
educational
relics,
facilities
issued.
Outline of related impact:
(i) To be affected residential structures are
estimated to reach up to totally approx. 4,823
household houses with estimated population of
around 35,812. While Ninh Binh –Thinh Hoa
section there are estimated 4,823 households
with 19,292 affected persons, In Thinh Hoa –
Bai Vot section there are estimated 3,303
households with 16,520 affected persons.
If there are possible to reduce or avid numbers
of resettlement and compensation, mitigation
measure through process of detail alignment
design in the detail design stage will be dealt
Question 10:
In the case of a loan project such as a two-step loan or a sector loan, can sub-projects be
specified at the present time?
Yes
No
Question 11:
Regarding information disclosure and meetings with stakeholders, if JICA’s environmental
and social considerations are required, does the proponent agree to information disclosure and
meetings with stakeholders through these guidelines?
Yes
No
6
Preliminary Environmental Review: Ninh Binh - Bai Vot Expressway route
Category
Environmental
Item
(1) EIA and
Environmental
Permits
(2) Explanation
to the Local
Stakeholders
1 Permits and
Explanation
Yes: Y
No: N
(a) Have EIA reports been already prepared in official process?
(a) Y
(b) Have EIA reports been approved by authorities of the host country's (b) Y
government?
(c) N/Y
(c) Have EIA reports been unconditionally approved? If conditions are (d) Y
imposed on the approval of EIA reports, are the conditions satisfied?
(d) In addition to the above approvals, have other required
environmental permits been obtained from the appropriate regulatory
authorities of the host country's government?
Main Check Items
(a) Have contents of the project and the potential impacts been
(a) Y
adequately explained to the Local stakeholders based on appropriate
(b) Y
procedures, including information disclosure? Is understanding obtained
from the Local stakeholders?
(b) Have the comment from the stakeholders (such as local residents)
been reflected to the project design?
(a) Have alternative plans of the project been examined with social and
environmental considerations?
(a) Y
(b) N
(3) Examination
of Alternatives
Confirmation of Environmental Considerations
(Reasons, Mitigation Measures)
(a) F/S had been done in 2010, EIA study had been conducted.
(b) EIA report had been officially approved by Ministry of natural resources and Environment
(MONRE).
(c) EPC (Environmental Permit Certificate）had been issued, requirements was not been
described.
(d) Project related Provinces of Nam Dinh, Ninh Binh, Thanh Hoa, Geh Anh and Ha Thin, were
confirmed and reported to MONRE and MONRE approved the EIA report. On the basis of
described item in EIA report, Environmental Management plan and monitoring plan will be
required during construction phase as well as operation and maintenance phase.
(a) F/S stage, public consultations were held in each affected communes. In the METI study,
local study team with sometime Japanese team manner had requested to participate
representatives of affected Communes, Public consultations were held voluntarily. Map of the
project route alignment was shown and the project summary was presented in Vietnamese, the
study members explained on the Project description, presumed environmental social impact
items to the representatives of affected communes and Districts, Provinces. The study team had
heard their opinions and questions and answers were made.
(b) In accordance with the objective opinions raised during the public consultations would be
fully reflected to the environmental and social consideration study in this period.
(a) Due to the subjected expressway route is new project, the alternative routes were shown in
the F/S study report, especially on the sections of route where more resettlement issues involve
and reservoir were analyzed for the alternatives, and also there were avoided protected forest
area and cultural heritage areas. This was the comparison of the zero option cases (whereby, if
the project is not to be implemented). However, the METI study environmental socioeconomic
report has been descried these impact items and there mitigation measures in detail on those
areas. Especially items for guiding the environmental social consideration in the detail design
phase.
(b) In case a part of the expressway passes route passes urbanized area, some air pollution may
be assumed, however due to rather flat terrain and easy air ventilation tendency that exhausted
gas from the driving vehicles would not be worsen air pollution condition due to effective
driving speed on the expressway. As measures to air quality, i) Monitoring of air quality during
the construction and operation phase and implementation of suitable mitigation measures will be
made on the basis of baseline data obtained. ii) Heavy construction machines and vehicles with
less pollutant exhaust gas would be chosen and applied proper periodical maintenance during
construction period. Unnecessary vehicle engine idling would be avoided. iii) Periodical
watering for controlling the dust arise during construction period. iv) Periodical cleaning of the
project road and access road would be carried by the contractor and/or environmental cleaning
company constructed. v) It is considered to strengthen that management of exhaust gas
regulation
keeping
the impact
rule by on
thewater
law. pollution in the surrounding water
(a) Impact and
fromenhancement
air pollutantsofmay
occur.ofThe
(a) Y
(b) N/Y system will be presumed for the waste disposals into rivers and canal, construction wastes
(c) Y
during the construction. these are items to be regulated, supervised and coped with the
environmental management plan, monitoring plan.
*N.A.: (b) Discharged waste water which is runoff from the pavement surface involving harmful
(1) Air Quality
not
materials (bitumen, oil and grease spilled by accident) will be presumed to be affected
available surrounding water source (including ground water). However objective location would not be so
before much.
(c) There is no plan to facilitate
EIA
parking area nor service area at this moment, however there would be possibility to consider
evaluate- these facilities along the expressway. In this case criteria for drainage treatment would be follow
tion
the Vietnamese standard.
(a) Is there a possibility that soil runoff from the bare lands resulting
(a) Y
(a) The project would have impacts by the polluted air exhaust materials. However grade of
from earthmoving activities, such as cutting and filling will cause water (b) N
impacts are under the Vietnamese quality standard according the baseline survey data conducted
quality degradation in downstream water areas?
in major 6 locations by the METI team. The route of the expressway passes in local paddy area
(b) Is there a possibility that surface runoff from roads will contaminate
and exhausting gas from driving vehicles on the expressway would be defused and diluted into
water sources, such as groundwater?
the air, so that it will be under the Vietnamese standard,
(c) Do effluents from various facilities, such as parking areas/service
(b) Water discharge from road surface including harmful substances (pavement oil, accidental oil
areas comply with the country's effluent standards and ambient water
and grease spillage, heavy metal from wasted tires, etc.) , may contaminate surrounding water
quality standards? Is there a possibility that the effluents will cause areas
areas (including groundwater).
(2) Water Quality
not to comply with the country's ambient water quality standards?
(c) There are no parking or service areas along the subjected road at present.
(d) Probable tentative mitigation measures, may include, (i) sampling water quality monitoring
of crossing rivers and major waterways during construction and operation phase, and appropriate
measures to be taken according to its results, (ii) appropriate planning and implementation of
construction works along the Red River shores and at crossing rivers and waterways, during
planning and construction phase, and (iii) selection of appropriate heavy machineries and
construction vehicles during planning phase and their regulatory maintenance during
construction phase, etc.
(no specific questions identified in JICA environmental checklist)
(a) Possibility of bottom sediment pollution (including water contamination) at surrounding
waters of crossing rivers and waterways, due to road construction works (including pavement
works). Irrigation and drainage channels at particularly crossing section of the expressway may
affect sedimentation of eroded soil and silt.
(b) Due to public works along the Red River shores (including possibility of soil erosion to
(3) Bottom
occur), there is a possibility of bottom sediment pollution to occur.
sediment
(c) Possibility of bottom sediment pollution at surrounding water areas of excavation sites of
construction material with its excavation works.
Supervision and direction to the contractor by environmental management plan and monitoring
plan will be required.
(a) Is there a possibility that air pollutants emitted from the project
related sources, such as vehicles traffic will affect ambient air quality?
Does ambient air quality comply with the country's air quality
standards? Are any mitigating measures taken?
(b) Where industrial areas already exist near the route, is there a
possibility that the project will make air pollution worse?
2 Pollution
Control
Appendix 4-3
(4) Wastes
(a) Are wastes generated from the project facilities, such as parking
(a) areas/service areas, properly treated and disposed of in accordance with
the country's regulations?
(a) No parking or service area planed along the subjected road route at present. Generated waste
at the surrounding of toll collection area will be managed.
(b) Possibility of water contamination of surrounding rivers or waterways due to dumped wastes
nearby crossing rivers and waterways.
supervision direction and regulation to the contractor by environmental management plan and
monitoring plan will be required.
Preliminary Environmental Review: Ninh Binh - Bai Vot Expressway route
Category
Environmental
Item
Main Check Items
(a) Do noise and vibrations from the vehicle and train traffic comply
with the country's standards?
(5) Noise and
Vibration
(no specific questions identified in JICA environmental checklist)
Yes: Y
Confirmation of Environmental Considerations
No: N
(Reasons, Mitigation Measures)
(a) Y
(a) The noise and vibration level generated by traveling vehicle will be more or less in low level
compare to the National highway in general due to smooth driving speed. The expressway
traversed area is local agricultural land and less residential area where impact is considered.
Therefore it is not easy to apply permissible level for these rural agriculture area. .
(b) During construction phase, due to traffic of construction vehicles, there is a possibility to
rise the noise and vibration impact at surrounding location of access road to the construction site.
(c)
(c) At the construction site of the new Thang Long bridge, during construction phase, there could
be a possibility that it may cause impact towards water traffic at surrounding waterways of the
Red River.
(d) Probable mitigation measures: may include, (i) in order to avoid impact to benefit of
pedestrians and to avoid social, regional divide, during the F/S stage, at some points of the road
route, installation of pedestrian bridges ought to be considered (in accordance with result of
traffic and pedestrian survey), (ii) in order to prevent traffic accidents, appropriate construction
vehicle management plan should be formed during the planning phase, (iii) temporary traffic
restriction should be applied, not just during construction phase, but also just after the operation
phase, by appropriate instruction to traffic controllers and with cooperation by the traffic police,
(iv) an appropriate water traffic management plan should be drafted in terms of public works
phase at surrounding Red River waters of the new Thang Long Bridge construction site.
(6) Traffic
Accidents
(1) Protected
Areas
(2) Ecosystem
3 Natural
Environment
(3) Hydrology
(4) Topography
and Geology
Appendix 4-3
(a) 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?
(a) N
(a) During this Pre-F/S stage, confirmation that there are no protected area along the subjected
road route was taken through interview to DoNRE, Hanoi City officials.
(a) Does the project site encompass primeval forests, tropical rain
forests, ecologically valuable habitats (e.g., coral reefs, mangroves, or
tidal flats)?
(b) Does the project site encompass the protected habitats of endangered
species designated by the country's laws or international treaties and
conventions?
(c) If significant ecological impacts are anticipated, are adequate
protection measures taken to reduce the impacts on the ecosystem?
(d) Are adequate protection measures taken to prevent impacts, such as
disruption of migration routes, habitat fragmentation, and traffic
accident of wildlife and livestock?
(e) 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?
(f) In cases the project site is located at undeveloped areas, is there a
possibility that the new development will result in extensive loss of
natural environments?
(a) Is there a possibility that alteration of topographic features and
installation of structures, such as tunnels will adversely affect surface
water and groundwater flows?
(a) N
(b) N.A.
(c) (Y)
(d) (e)
Y/(Y)
(f) N
(a) Possibility of partial impact to probable ecosystem of importance near the Red River waters
and to a wetland confirmed at the northern part of the subjected road route (although not
registered as designated area of the Ramsar Convention) at such above mentioned area.
(b) Possibility of vegetation of rare plants (according to DoNRE, Hanoi City officials, detailed
survey will be necessary for confirmation). During the F/S stage, double checking will be
necessary by interview to related Dept. of environmental authority to confirm if there are no
plants or species enlisted in the Vietnamese red data book, existing along the subjected road
route. Vietnam is known to the world as a reservoir to rare plants and animals, therefore,
confirmation on rare aquatic animals should be conducted (during F/S stage).
(c) During the F/S stage, reconfirmation should be conducted with the relevant department in
charge at the Environmental authority, to check whether the Red River shore area and confirmed
wetland at the northern part of the subjected route, are ecosystems of importance, or not. If
existence of important ecosystem were identified, appropriate mitigation measures must be
implemented.
(d) The subjected road route does not include migration or crossing route of wild life or
livestock, therefore no such specific counter measures are considered.
(e) Considerable amount of logging of trees are projected, however, the METI team were not
able to confirm its exact scale of impact at this pre-F/S stage (however, it is assumed that a
majority of trees within ROW will be affected). Therefore, during the F/S stage, scale of logging
(a) Necessity to alter water flows of crossing rivers or waterways is confirmed unnecessary.
(a) Is there any soft ground on the route that may cause slope failures or
landslides? Are adequate measures considered to prevent slope failures
or landslides, where needed?
(b) Is there a possibility that civil works, such as cutting and filling will
cause slope failures or landslides? Are adequate measures considered to
prevent slope failures or landslides?
(c) 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?
(a)
Y/(Y)
(b)
Y/(Y)
(c)
Y/(Y)
(a) N
(a) Hanoi City is generally situated at a relatively soft ground, and the subjected road route may
also be included. Hanoi City is also a place where relatively large earthquakes frequently occur,
in comparison with other regions nationwide. Therefore, certain amount of concern and
countermeasure should be taken into consideration.
(b) If by inappropriate mounting and cutting of soil, during the course of civil engineering, there
could be a possibility that soil erosion or earth and sand collapse may occur.
(c) With regard to public works along Red River shores during construction phase of the new
Thang Long bridge, and at mounting, cutting, disposing areas of earth and sand at construction
material excavation sites, landslides or soil erosion may occur.
(d) Probable tentative mitigation measures: may include, (i) according to circumstances of soft
ground, appropriate counter measures should be taken, (ii) instruction on proper mounting and
cutting of soil during civil engineering should be taken, and (iii) appropriate measures to avoid
landslides or soil erosion to occur should be taken at public works sites along Red River shores
during construction phase of the new Thang Long bridge, and construction material excavation
sites.
Preliminary Environmental Review: Ninh Binh - Bai Vot Expressway route
Category
Environmental
Item
Appendix 4-3
Yes: Y
No: N
(a)
(a) Is involuntary resettlement caused by project implementation? If
Y/(Y)
involuntary resettlement is caused, are efforts made to minimize the
(b) (Y)
impacts caused by the resettlement?
(b) Is adequate explanation on compensation and resettlement assistance (c) (Y)
(d) (Y)
given to affected people prior to resettlement?
(e) (Y)
(c) Is the resettlement plan, including compensation with full
(f) (Y)
replacement costs, restoration of livelihoods and living standards
(g) (Y)
developed based on socioeconomic studies on resettlement?
(h) (Y)/
(d) Are the compensations going to be paid prior to the resettlement?
N.A.
(e) Are the compensation policies prepared in document?
(i) (Y)
(f) Does the resettlement plan pay particular attention to vulnerable
groups or people, including women, children, the elderly, people below (j) (Y)
(1) Resettlement the poverty line, ethnic minorities, and indigenous peoples?
(g) Are agreements with the affected people obtained prior to
resettlement?
(h) Is the organizational framework established to properly implement
resettlement? Are the capacity and budget secured to implement the
plan?
(i) Are any plans developed to monitor the impacts of resettlement?
(j) Is the grievance redress mechanism established?
(2) Living and
Livelihood
Confirmation of Environmental Considerations
(Reasons, Mitigation Measures)
(a) As a result of rapid assessment, residential, commercial structures assessed for resettlement,
amounted up to 1,814, whereas partially affected amounted up to 323, and that those project
affected persons （PAPs）affected for involuntary resettlement may reach up to an estimated
9,705 persons. Although endeavors to avoid, mitigate or compensate in terms of involuntary
resettlement should be taken into action, if considered possible, but such counter measures
including the road designing, should be considered a matter to be dealt from the next F/S stage.
(b) During this pre-F/S stage, public consultation was limited to explanation of tentative project
outline, and assumed environmental and social impact items, and inviting in opinions in terms of
points of concern from the resident's side (at affect Communes) and revision of environmental
and social impact items list, reflecting the result of the consultations, to be subjected for study
during the F/S stage. With regard to compensation, interview to responsible person at to be
affected Communes in terms of market price of assets of affected PAPs, was also taken place
(final explanation regarding compensation requirements, can be regarded as matter to be dealt
during next F/S stage).
(c) During this pre-F/S stage, rapid assessment of scale of involuntary resettlement, scale of
affect to residential/commercial structures and land, agricultural and aquaculture land, etc. and
other affected items and scale of impact, based on road alignment set by the road designer of the
METI study team. Also, tentative entitlement matrix was drafted for calculation and projection of
the total compensation amount. This was based upon marketing research of replacement cost of
PAPs' assets (based on market price) through interview to responsible person at affect
Communes along with the public consultation. Explanation regarding official surveys to be
conducted by the RP Authorities, and on "Compensation, Assistance and Resettlement Plan" will
be an issue to be dealt during the next F/S stage.
(d) Setting forth compensation requirements by drafting the Compensation, Assistance and
Resettlement Plan, is also a matter to be dealt and considered by the Vietnamese side during F/S
(a) Regardless of new development of the road, due to works for improvement and widening of
(a) Where roads are newly installed, is there a possibility that the project (a) Y/
the road, impact on traffic, residents using the subjected road (commuters to working place and
(Y)
will affect the existing means of transportation and the associated
schools, hospitals), and to businesses along the subjected road can be assumed to occur.
(b) Y/
workers? Is there a possibility that the project will cause significant
Including to be affected agricultural land and aquaculture land, along with roadside businesses
(Y)
impacts, such as extensive alteration of existing land uses, changes in
(especially, automotive, motor bike dealers, maintenance garages, spare parts shops, etc.),
(c) Y/
sources of livelihood, or unemployment? Are adequate measures
workers of these kind may well lose their jobs temporarily. Loss of produces (crops, plants, trees,
(Y)
considered for preventing these impacts?
fishes, etc.) at agricultural land, aquaculture land, etc. will also occur.
(d) Y
(b) Is there any possibility that the project will adversely affect the
(b) For example, during construction phase of the new Thang Long Bridge, interference to the
living conditions of the inhabitants other than the target population? Are (e) Y
(f) N.A. water traffic (including fishing boats) at the Red River shores near the construction site may
adequate measures considered to reduce the impacts, if necessary?
occur. With regard to this item, its range of impact and degree of impact should be reconfirmed
(c) Is there any possibility that diseases, including infectious diseases,
during the F/S stage.
such as HIV will be brought due to immigration of workers associated
(c) Pls. refer to item "risks and hazards "for details.
with the project? Are adequate considerations given to public health, if
(d) Pls. refer to item "traffic accidents" for details.
necessary?
(e) Same as above.
(d) Is there any possibility that the project will adversely affect road
(f) During this pre-F/S stage, degree of impact regarding this item were not yet confirmed. It is
traffic in the surrounding areas (e.g., increase of traffic congestion and
regarded that study on this item should be dealt in the next F/S stage.
traffic accidents)?
(g) Probable tentative mitigation measure: may include, (i) monitoring of living condition and
(e) Is there any possibility that roads will impede the movement of
livelihood (employment) situation throughout the project life-cycle, and to take appropriate
inhabitants?
counter measures (providing vocational training, creating jobs, introduction to jobs, etc.)
(f) Is there any possibility that structures associated with roads
according to its necessity, (ii) in accordance to the domestic law, drafting the entitlement matrix,
(such as bridges) will cause a sun shading and radio interference?
reflecting relevant market price regarding replacement cost of to-be-affected assets, must be dealt
and compensated within the framework of "Compensation , Assistance and Resettlement Plan" to
be set forth by the RP authority.
Main Check Items
(no specific questions identified in JICA environmental checklist)
-
(a) Residential, agricultural land, aqua cultural land (regards as same as residential land
according to Vietnamese domestic law), and other commercial land are to be affected for land
acquisition.
(b) Probable tentative mitigation measures: may include, (i) monitoring of land acquisition status
during planning stage and to take appropriate measures according to its result, (ii) to provide
compensation to the land owners, in accordance with assessed land price, in consistency with the
domestic law and "Compensation, Assistance and Resettlement Plan" drafted by the RP
authority, and (iii) in case, grievances were raised from land owners, to make sure that cases to
be solved through the Grievance Redress System established by the RP authority, if not by
judiciary measures.
(no specific questions identified in JICA environmental checklist)
-
(a) Due to implementation of the project, elevation of mood of unfairness among roadside
residents in terms of misdistribution of damage and interest and local dispute on interest may
occur.
(b) Probable tentative mitigation measures: may include, (i) solving elevation of mood of
unfairness among roadside residents, by explanation of compensation measures based upon
PAPs inventory confirmed through census (door to door) survey, according to cut-off-date, (ii) to
settle matters based upon the "Compensation, Assistance and Resettlement Plan" framework
drafted by the RP Authority, (iii) with regard to grievances raised, to try and solve cases through
working group of the RP authority, or through Grievance Redress Committee at the district level,
if not by judiciary measures.
(a) Is there a possibility that the project will damage the local
archeological, historical, cultural, and religious heritage? Are adequate
measures considered to protect these sites in accordance with the
country's laws?
(a)
Y/(Y)
(a) If avoiding measures such by alteration of road design may not be taken, structures or substructures of numerous cultural heritages along the subjected road route (such as (i) Lu Phuc
Man and Gian Pagoda of the Xuan Dinh Commune, Dai Bi Pagoda of Quang Minh City, (ii)
Giong Temple's traditional well of Nam Hong Commune at which drawing its waters are only
allowed at a traditional event taken place once a year; therefore cannot be subjected for
monitoring, and (iii) structures and substructures of a traditional village at Co Nhue Commune
may be fully or partially affected for demolishment.
(b) Among the above, confirmation have already been taken, that some of the heritages are
officially registered by Hanoi City. Incidentally, in accordance with regulation stipulated in
Article 13 item 2 of "Law on Cultural Heritage (National Assembly Decision
No.28/2001/QH10） dated June 29, 2001)", "actions which may destruct or endanger cultural
heritages" will be "strictly prohibited".
(c) Probable tentative mitigation measures: may include, investigating to see if to-be-affected
structures mentioned in above (a), are officially registered as "cultural heritages "by Hanoi City
or at to-be-affected districts, during the F/S stage, and must take measures to avoid impact, like
that of altering road alignment designing, in obedience with the law.
(3) Land use,
usage of local
resources
(4)
Misdistribution
of damage and
benefit, local
dispute on
interest
4 Social
Environment
(5) Cultural
Heritage
Preliminary Environmental Review: Ninh Binh - Bai Vot Expressway route
Category
Environmental
Item
Main Check Items
(a) Is there a possibility that the project will adversely affect the local
landscape? Are necessary measures taken?
(6) Landscape
(7) Ethnic
Minorities,
Indigenous
peoples,
Vulnerable
people
Yes: Y
Confirmation of Environmental Considerations
No: N
(Reasons, Mitigation Measures)
(a) Y/
(a) Due to construction of the new Thang Long Bridge, the landscape will be expected to change.
(Y)
(b) Probable mitigation measures: may include, in terms of the architecting and designing of the
new Thang Long Bridge, to consult intensively with the project implementer of the Vietnamese
side, namely VEC, and its selection should be made upon agreement after its talks.
(a) Are considerations given to reduce impacts on the culture and
lifestyle of ethnic minorities and indigenous peoples?
(b) Are all of the rights of ethnic minorities and indigenous peoples in
relation to land and resources to be respected?
(a) (b) -
(a) Ethnic minorities and indigenous people do not reside in surrounding area of the subjected
road, therefore no such counter measures are taken into consideration.
(b) Same as above
(c) Impact towards socially vulnerable people may occur. Socially vulnerable people, such as
women, children, elderly and the poor should be treated with special consideration, fulfilling the
requirement stated in the New JICA Environmental and Social Consideration Guideline. As an
example, monetary assistance on top of normal compensation measures in general applied to the
PAPs, could be taken into consideration. Nonetheless, such measure will be handled within
framework of the "Compensation, Assistance and Resettlement Plan" to be drafted by the RP
authority.
(no specific questions identified in JICA environmental checklist)
-
During this Pre-F/S stage, confirmation up to the extent whether the rivers and waterways
crossing the subjected road route, are subjected to water rights, water use rights, or right of
commons, were not taken place. Therefore, this item should be considered as a matter to be dealt
for confirmation during the next F/S stage.
(a) 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?
(b) 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?
(c) 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 health) for workers etc.?
(d) Are appropriate measures being taken to ensure that security guards
involved in the project not to violate safety of other individuals
involved, or local residents?
(a) (Y)
(b) (Y)
(c) (Y)
(d) (Y)
(a) Project implementer and contractor, must strictly abide by the domestic law and regulation
related to working conditions ((i) Public Health Law 1989, (ii) Article 95 - 108 of Labor
regulation 1995, (iii) Decree No. 6/1995, (iv) Labor Union Law 1990, otherwise, Environmental
Protection Law, etc.）.
(b) (i) In terms of hardware aspect: if in case safety equipment & facilities to prevent accidents
form occurring are not installed, or (ii) in terms of soft aspects: if in case proper construction
plans were not planned or proper education (including , management or treatment of toxic or
harmful substances, safety & sanitation, traffic safety, etc.) are not to be provided for maintaining
safety, and (iii) in case there is negligence on education toward security guards for maintaining
safety, safety of construction workers and related personnel, residents along the subjected route
and pedestrians could be endangered. (iii) In case, proper safety & sanitation plan or
construction plan were to be drafted during the planning phase, for example, or temporary rest
rooms were not to be installed, or (under proper construction plan,) forming of water puddles
within right of way were not to be prevented, harmful insects such as flies could propagate, and
may deteriorate sanitation conditions.
(c) Probable tentative mitigation measures: may include, (i) installation of safety equipment &
facilities to prevent accidents from occurring, (ii) providing proper education mentioned in
above (b) (ii) toward construction workers and other related personnel, and (iii) providing proper
safety education toward security guards, and (iv) drafting proper safety & sanitation plan, and
construction plan for maintaining safety and sanitation condition, etc.
(no specific questions identified in JICA environmental checklist)
-
(a) Due to inflow of construction workers, there are risks that infectious diseases such as HIV/
AIDS may spread.
(b) With regard to the construction phase of the new Thang Long Bridge, a disastrous accidents
may occur, if proper construction plans (construction method, selection of structures and
construction material, construction process, selection of heavy machinery, construction vehicles,
its management and maintenance, safety and sanitation for construction workers, traffic
management, etc.) are not drafted at the planning phase.
(c) Probable tentative mitigation measures: may include, (i) drafting appropriate guideline
(including coordination with the local authority) for the construction workers, to prevent
infectious diseases from spreading, (ii) in order to prevent disastrous accidents from happening,
with regard to construction of the new Thang Long Bridge, proper construction plans
(construction method, selection of structures and construction material, construction process,
selection of heavy machinery, construction vehicles, its management and maintenance, safety and
sanitation for construction workers, traffic management, etc.) must be drafted at the planning
phase.
(8) Water rights,
water use rights,
right of commons
(9) Working
Conditions
(10) Risks and
hazards
(1) Impacts
during
Construction
5 Others
(2) Monitoring
Reference to
Checklist of
Other Sectors
6 Note
Appendix 4-3
(a) (Y)
(a) Are adequate measures considered to reduce impacts during
(b) (Y)
construction (e.g., noise, vibrations, turbid water, dust, exhaust gases,
(c) (Y)
and wastes)?
(b) If construction activities adversely affect the natural environment
(ecosystem), are adequate measures considered to reduce impacts?
(c) If construction activities adversely affect the social environment, are
adequate measures considered to reduce impacts?
(a) Each item are dealt within each item's above column
(b) Same as above
(c) Same as above
(a) Does the proponent develop and implement monitoring program for
the environmental items that are considered to have potential impacts?
(b) What are the items, methods and frequencies of the monitoring
program?
(c) Does the proponent establish an adequate monitoring framework
(organization, personnel, equipment, and adequate budget to sustain the
monitoring framework)?
(d) 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?
(a) (Y)
(b) N.A.
(c) N.A.
(d) N
(a) Currently, the official monitoring plan have not yet been drafted, therefore undecided, but
during the pre-F/S stage, the METI team drafted a certain kind of monitoring plan on a tentative
basis (as one of the burden of the proponent country, and in order to calculate the estimated total
amount of necessary costs by the project implementing body）.
(b) The METI team tentatively enlisted monitoring items in accordance with assumed impacts,
and set up monitoring methods, monitoring frequencies on a temporary basis. Measures to be
taken on an official basis, will be dealt during the F/S stage.
(c) Estimated amount for monitoring based on tentatively set monitoring plan (by METI Study
Team) is approx. 837 Mil VND (or approx. 3.6 Mil yen) for this road route. Budgeting and
system including responsible bodies for its implementation are not yet been decided.
(d) No specific regulation exists other than Circular No. 10/2007/TT-BTNMT dated October 22,
2007, on environmental monitoring in terms of quality guarantee and management.
(a) Where necessary, pertinent items described in the Forestry Projects
checklist should also be checked (e.g., projects including large areas of
deforestation).
(b) 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).
(a) N
(b) Y
(a) In terms of logging of trees, some extent of impact will occur, but not up to a significant
level. Pls. refer to "ecosystem" column for more details.
(b) Possible impact to power supply & distribution system, water pipes and drains, drainage
system, traffic light poles, etc.
Preliminary Environmental Review: Ninh Binh - Bai Vot Expressway route
Category
Environmental
Item
Note on Using
Environmental
Checklist
Appendix 4-3
Yes: Y
Confirmation of Environmental Considerations
No: N
(Reasons, Mitigation Measures)
(a) If necessary, the impacts to trans boundary or global issues should be (a) Y
(a) During this pre-F/S stage, cumulative impact from upper plan level was also taken into
confirmed, if necessary (e.g., the project includes factors that may cause
consideration. Related assumed items may include, (i) future possibility of housing development,
problems, such as trans boundary waste treatment, acid rain, destruction
gas station development, parking and service area development in the future. Based on CO2
of the ozone layer, or global warming).
emission data analysis, global warming will not be a significant issue to be taken into concern, in
terms of Phap Van - Cau Gie expressway route.
Main Check Items
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 international standards,
appropriate environmental considerations are required to be made.
In cases where local environmental regulations are yet to be established in some areas, considerations should be made based on comparisons with appropriate standards of other countries
(including Japan's experience).
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.