Final Report of Detailed Design, Central Mekong Delta Region Connectivity Project (CMDCP)

MINISTRY OF TRANSPORT Cuu Long Corporation for Investment, Development and Project Management of Infrastructure (Cuulong CIPM)

Central Mekong Delta Region Connectivity Project (CMDCP) Detailed Design, Procurement and Implementation Support Services TA 7822-VIE Contract No.: 720A/CIPM-HDKT

Joint Venture:

FINAL REPORT, DETAILED DESIGN (ROAD) Volume I - Report This Final Report is revised and updated in accordance with the Decisions no. 314/QD-BGTVT dated on 31 January 2013, 325/QD-BGTVT dated on 01 February 2013 and 340/QD-BGTVT dated on 04 January 2013 of Ministry of Transport

Joint Venture: CDM Smith, Inc., WSP Finland Limited & Yooshin Engineering Corporation 170N No Trang Long St., Ward 12, Binh Thanh Dist., HCMC Tel: (08) 3516 4584 Fax: (08) 3516 4586

22 February, 2013

Joint Venture CDM Smith, Inc., WSP Finland Limited & Yooshin Engineering Corporation

Central Mekong Delta Region Connectivity Project (CMDCP) Detailed Design, Procurement and Implementation Support Services TA 7822-VIE Contract No.: 720A/CIPM-HDKT

FINAL REPORT, DETAILED DESIGN (ROAD) Volume I – Report This Final Report is revised and updated in accordance with the Decisions no. 314/QD-BGTVT dated on 31 January 2013, 340/QD-BGTVT dated on 04 January 2013 and 325/QD-BGTVT dated on 01 February 2013 of Ministry of Transport

Name

Position

Prepared by

Nihal Alagoda

Senior Road Design Engineer

Reviewed by

Karl Close

Project Quality Manager

Approved by

Brian Barwick

Project Manager

Project Manager

Brian Barwick

22 February, 2013

Signature

Volume Volume I Volume II

Volume III(a) Volume III(b) Volume III(c) Volume III(d) Volume III(e) Volume III(f) Volume IV Volume V – Part 1/6 Volume V – Part 2/6 Volume V – Part 3/6 Volume V – Part 4/6 Volume V – Part 5/6 Volume V – Part 6/6

Volume VI Volume VII

Volume VIII Volume IX(a) Volume IX(b) Volume IX(c) Volume IX(d) Volume IX(e) Volume IX(f) Volume IX(g) Volume X Volume XI Volume XII(a) – Part 1/2 Volume XII(a) – Part 2/2 Volume XII(b) Volume XII(c) – Part 1/2 Volume XII(c) – Part 2/2 Volume XII(d) – Part 1/2 Volume XII(d) – Part 2/2 Volume XII(e) – Part 1/2 Volume XII(e) – Part 2/2 Volume XII(f) Volume XII(g)

Contents Report Appendix A: Design Criteria Appendix B: Geotechnical Information Appendix C: Materials Summary Appendix D1: Hydrology/Hydraulic Design Report Appendix D2: Desk Study of Rivers Appendix E: Climate Change Considerations Appendix F1-1A: Bridge Design Calculations, CW1A Appendix F1-1C: Bridge Design Calculations, CW1C Appendix F1-2A: Bridge Design Calculations, CW2A Appendix F1-2B: Bridge Design Calculations, CW2B Appendix F1-2C: Bridge Design Calculations, CW2C Appendix F1-3B: Bridge Design Calculations, CW3B Appendix F2: Transitions at Bridge Abutments, Calculations Appendix F3: Soil Parameters for Ground Treatment Appendix F4: Ground Treatment and Embankment Calculations Appendix F4: Ground Treatment and Embankment Calculations (Cont.) Appendix F4: Ground Treatment and Embankment Calculations (Cont.) Appendix F4: Ground Treatment and Embankment Calculations (Cont.) Appendix F4: Ground Treatment and Embankment Calculations (Cont.) Appendix F5: Culvert Design Calculations Appendix F6: Road Alignment Data Appendix F7: Pavement Design Calculations Appendix F8: Not Used Appendix F9: Lighting and Electrical Design Calculations Appendix G1: Resettlement Plan, Dong Thap Province Appendix G2: Resettlement Plan, Can Tho City Appendix H: Social Action Plan Appendix I: HIV/AIDS and Human Trafficking Prevention Program Appendix J1: Environmental Impact Assessment (EIA) Appendix J2: Environmental Management Plan (EMP) Appendix K-1A: Cost Estimate, CW1A Appendix K-1C: Cost Estimate, CW1C Appendix K-2A: Cost Estimate, CW2A Appendix K-2B: Cost Estimate, CW2B Appendix K-2C: Cost Estimate, CW2C Appendix K-3A: Cost Estimate, CW3A Appendix K-3B: Cost Estimate, CW3B Appendix L: Bidding Document Appendix M: Specification Appendix N-1A: Drawings, CW1A – Part 1/2 Appendix N-1A: Drawings, CW1A – Part 2/2 Appendix N-1C: Drawings, CW1C Appendix N-2A: Drawings, CW2A – Part 1/2 Appendix N-2A: Drawings, CW2A – Part 2/2 Appendix N-2B: Drawings, CW2B – Part 1/2 Appendix N-2B: Drawings, CW2B – Part 2/2 Appendix N-2C: Drawings, CW2C – Part 1/2 Appendix N-2C: Drawings, CW2C – Part 2/2 Appendix N-3A: Drawings, CW3A Appendix N-3B: Drawings, CW3B

CMDCP

Final Report, Detailed Design (Road)

Central Mekong Delta Region Connectivity Project (CMDCP) Final Report – Detailed Design (Road) Volume I Contents 1.

INTRODUCTION ............................................................................................................. 1 1.1 1.2

Background ................................................................................................................ 1 Consultancy Services Contract ..................................................................................... 1 1.2.1 1.2.2 1.2.3 1.2.4

2.

Scope ...................................................................................................................................... 1 Key Reports to Date ............................................................................................................... 1 PCC-3 ...................................................................................................................................... 2 Final Report, Detailed Design (Road) ..................................................................................... 3

DESIGN CRITERIA ......................................................................................................... 5 2.1

Roadway .................................................................................................................... 5 2.1.1 2.1.2 2.1.3 2.1.4 2.1.5

2.2

Bridges ....................................................................................................................... 8 2.2.1 2.2.2 2.2.3

3.

General................................................................................................................................... 5 Design Speed .......................................................................................................................... 5 Geometric Design Criteria ...................................................................................................... 5 Typical Cross-sections ............................................................................................................ 6 Interchange Ramps ................................................................................................................ 7 Design Loads .......................................................................................................................... 8 Concrete Properties ............................................................................................................... 9 Design Considerations ........................................................................................................... 9

SURVEYS AND INVESTIGATIONS............................................................................ 12 3.1

Topographical Survey ................................................................................................ 12 3.1.1 3.1.2

3.2

Hydrographic Survey ................................................................................................. 13 3.2.1 3.2.2

3.3

Hydrometric/Survey Data Collection ................................................................................... 13 Hydrometric/Survey Data Review ........................................................................................ 15

Geotechnical Investigation ........................................................................................ 16 3.3.1 3.3.2 3.3.3 3.3.4 3.3.5 3.3.6 3.3.7 3.3.8

3.4

Coordinate and Level Reference .......................................................................................... 12 Project Control Network ...................................................................................................... 12

Regional Geologic and Geomorphologic Features ............................................................... 16 Applied Standards ................................................................................................................ 16 Geotechnical Exploration ..................................................................................................... 17 Methods of Field Exploration, Testing and Sampling .......................................................... 18 Laboratory Testing ............................................................................................................... 20 Subsurface Conditions ......................................................................................................... 20 Groundwater ........................................................................................................................ 46 Recommendations ............................................................................................................... 47

Materials Investigation ............................................................................................. 50 3.4.1 3.4.2 3.4.3 3.4.4 3.4.5

Introduction ......................................................................................................................... 50 Required Quantities ............................................................................................................. 53 Cohesive Fill Soil ................................................................................................................... 53 Natural Soil........................................................................................................................... 54 Sand Fill (Black Sand) ........................................................................................................... 54

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CMDCP

Final Report, Detailed Design (Road) 3.4.6 3.4.7

3.5

Hydrological/Hydraulic Study .................................................................................... 58 3.5.1 3.5.2 3.5.3

3.6

Overview of the Mekong Delta ............................................................................................ 58 Computational Hydraulic Modelling .................................................................................... 59 Scour .................................................................................................................................... 65

Desk Study on Morphology and Dynamics of the Mekong Delta ................................. 68 3.6.1 3.6.2 3.6.3 3.6.4

4.

Fine Aggregates (Yellow Sand) ............................................................................................. 57 Coarse Aggregates (Rock) .................................................................................................... 57

Introduction ......................................................................................................................... 68 Influences on Tien River Dynamics ...................................................................................... 68 Other Bridges ....................................................................................................................... 71 Summary of Recommendations ........................................................................................... 72

ROAD ............................................................................................................................... 74 4.1

Road Geometry......................................................................................................... 74 4.1.1 4.1.2 4.1.3 4.1.4

4.2

Interchanges and Intersections .................................................................................. 82 4.2.1 4.2.2 4.2.3

4.3

Locations and Layout ......................................................................................................... 103 Structure ............................................................................................................................ 104 Foundation Design ............................................................................................................. 105

Pavement ............................................................................................................... 106 4.7.1 4.7.2 4.7.3 4.7.4 4.7.5

4.8 4.9

General................................................................................................................................. 91 Design Criteria ...................................................................................................................... 92 Description of Design ........................................................................................................... 94 Construction Sequence ........................................................................................................ 95 Variations and Alternatives Considered............................................................................... 96 Piled Slab ........................................................................................................................... 100 Calculation of Bearing Capacity of Pile ............................................................................. 100

Culverts .................................................................................................................. 103 4.6.1 4.6.2 4.6.3

4.7

General................................................................................................................................. 86 Technical Standards ............................................................................................................. 86 Ground Treatment Methods ................................................................................................ 87 Proposed Treatment ............................................................................................................ 88 Design Method ..................................................................................................................... 88

Road Embankment.................................................................................................... 90 Transitions at Bridge Abutments ............................................................................... 91 4.5.1 4.5.2 4.5.3 4.5.4 4.5.5 4.5.6 4.5.7

4.6

NH30 Interchange ................................................................................................................ 82 PR849 Interchange ............................................................................................................... 84 NH80 Interchange and NH54 Interchange ........................................................................... 84

Ground Treatment .................................................................................................... 86 4.3.1 4.3.2 4.3.3 4.3.4 4.3.5

4.4 4.5

Typical Road Cross-sections ................................................................................................. 74 Horizontal Alignment ........................................................................................................... 75 Climate Change Considerations ........................................................................................... 76 Vertical Alignment ............................................................................................................... 80

Scope .................................................................................................................................. 106 Mainline ............................................................................................................................. 106 Interchange Ramps ............................................................................................................ 112 Connection to NH80........................................................................................................... 112 Other .................................................................................................................................. 113

Road Furniture and Markings .................................................................................. 113 Lighting and Electrical ............................................................................................. 116 4.9.1 4.9.2 4.9.3 4.9.4 4.9.5 4.9.6

Lighting Scope .................................................................................................................... 116 Bridge/Road Lighting.......................................................................................................... 116 Power Supply ..................................................................................................................... 123 Power Substation ............................................................................................................... 125 Navigation Signs ................................................................................................................. 127 Applied Standards .............................................................................................................. 127

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CMDCP 4.10 4.11

Final Report, Detailed Design (Road) Existing Utility Lines ........................................................................................... 128 Road Safety Audit .............................................................................................. 129 4.11.1 General............................................................................................................................... 129 4.11.2 Appreciation of Design Constraints ................................................................................... 130 4.11.3 Findings and Recommendations ........................................................................................ 130

5.

BRIDGES ...................................................................................................................... 134 5.1

General................................................................................................................... 134 5.1.1 5.1.2 5.1.3 5.1.4 5.1.5 5.1.6

5.2

Articulation ............................................................................................................ 151 5.2.1 5.2.2 5.2.3 5.2.4 5.2.5

5.3 5.4

Pile Design .......................................................................................................................... 161 Super-T Bridges .................................................................................................................. 163 I- Girder Bridges ................................................................................................................. 164 Voided-Slab Bridges ........................................................................................................... 164 Free Cantilever Bridge........................................................................................................ 165 Underpass/Culvert at Km 20+235 ...................................................................................... 167

Structural Analysis, Results and Conclusions ....................................................... 168 5.10.1 5.10.2 5.10.3 5.10.4 5.10.5

6.

Super-T Bridges .................................................................................................................. 158 I-Bridges ............................................................................................................................. 159 Voided-Slab Bridges ........................................................................................................... 159 Free Cantilever Bridge........................................................................................................ 159

Expansion Joints ..................................................................................................... 159 Barriers................................................................................................................... 160 Drainage ................................................................................................................. 161 Analysis methods .................................................................................................... 161 5.9.1 5.9.2 5.9.3 5.9.4 5.9.5 5.9.6

5.10

Super-T Bridges .................................................................................................................. 156 I-Girder Bridges .................................................................................................................. 157 Voided-Slab Bridges ........................................................................................................... 158 Free Cantilever Bridge........................................................................................................ 158

Bearings ................................................................................................................. 158 5.5.1 5.5.2 5.5.3 5.5.4

5.6 5.7 5.8 5.9

Super-T Bridges .................................................................................................................. 151 I-Bridges ............................................................................................................................. 152 Voided-Slab Bridges ........................................................................................................... 153 Free Cantilever Bridge........................................................................................................ 154 Underpass/Culvert at Km 20+235 ...................................................................................... 155

Abutments.............................................................................................................. 155 Piers ....................................................................................................................... 156 5.4.1 5.4.2 5.4.3 5.4.4

5.5

Super-T Bridges .................................................................................................................. 134 I - Bridges ........................................................................................................................... 138 Voided-Slab Bridges ........................................................................................................... 142 Lap Vo River CantileverBridge ............................................................................................ 150 Underpass/Culvertat Km 20+235 ....................................................................................... 151 Durability Provisions .......................................................................................................... 151

Super-T Bridges .................................................................................................................. 168 I - Bridges ........................................................................................................................... 173 Voided-Slab Bridges ........................................................................................................... 179 Lap Vo River Bridge ............................................................................................................ 182 Underpass/Culvert at Km 20+235 ...................................................................................... 186

SAFEGUARDS ............................................................................................................. 189 6.1

Resettlement Plans for Dong Thap Province and Can Tho City .................................. 189 6.1.1 6.1.2 6.1.3 6.1.4 6.1.5

Preparation of Resettlement Plans .................................................................................... 189 Scope of Land Acquisition and Resettlement .................................................................... 189 Vulnerable Households ...................................................................................................... 191 Public Consultation ............................................................................................................ 191 Income Restoration Program ............................................................................................. 193

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CMDCP

Final Report, Detailed Design (Road) 6.1.6 6.1.7 6.1.8 6.1.9 6.1.10

6.2

Social Action Plan.................................................................................................... 196 6.2.1 6.2.2 6.2.3 6.2.4 6.2.5 6.2.6 6.2.7

6.3

Cost of Land Acquisition and Resettlement ....................................................................... 194 Status of Resettlement Sites .............................................................................................. 194 Institutional Arrangements ................................................................................................ 195 Implementation Schedule .................................................................................................. 195 Monitoring and Reporting: ................................................................................................ 196 General............................................................................................................................... 196 Impacts on the Livelihood Associated with Ferry Traffic ................................................... 196 Retention of Existing Ferries after Bridges Opening .......................................................... 197 Gender Strategy ................................................................................................................. 198 Social Provisions in Bidding Documents ............................................................................ 199 Access and Mobility ........................................................................................................... 200 Budget ................................................................................................................................ 200

HIV/AIDS and Human Trafficking Prevention Program ............................................. 200 6.3.1 General............................................................................................................................... 200 6.3.2 Component A: Capacity Strengthening of Institutional Stakeholders ............................... 201 6.3.3 Component B: Advocacy .................................................................................................... 201 6.3.4 Component C: Information Education and Communication, and Behaviour Change Communication .............................................................................................................................. 201 6.3.5 Component D: Provision of Medical Package .................................................................... 201 6.3.6 Component E: Monitoring and Evaluation......................................................................... 201

6.4

Environmental ........................................................................................................ 202 6.4.1 6.4.2 6.4.3 6.4.4

7.

Environmental Impact Assessment (EIA) ........................................................................... 202 Environmental Management Plan (EMP)........................................................................... 202 Public Consultations ........................................................................................................... 203 Environmental Monitoring and Reporting ......................................................................... 203

MONITORING AND EVALUATION........................................................................ 205 7.1 7.2 7.3

Introduction ........................................................................................................... 205 Purpose of the M&E Program .................................................................................. 205 Dimensions of the M&E Program............................................................................. 205 7.3.1 7.3.2 7.3.3 7.3.4 7.3.5 7.3.6 7.3.7

7.4

8.

Project Construction Implementation Program................................................................. 206 Land Acquisition and Resettlement Program .................................................................... 206 Social Action Plan ............................................................................................................... 206 Environmental Management Plans .................................................................................... 206 Road Traffic Impact ............................................................................................................ 207 Regional Economic Impact ................................................................................................. 207 CIPM Capacity Building Program and Skills Transfer to Construction Workforce ............. 207

Project M&E Framework, Performance Monitoring Matrix....................................... 208

INSTITUTIONAL ........................................................................................................ 218 8.1 8.2 8.3 8.4 8.5 8.6 8.7

General................................................................................................................... 218 Cuu Long CIPM ........................................................................................................ 218 Methodology for Training Needs Assessment .......................................................... 219 Budget Availability .................................................................................................. 219 Candidates for Training ........................................................................................... 220 Topics for training ................................................................................................... 222 Schedule ................................................................................................................. 223 8.7.1 8.7.2 8.7.3 8.7.4

8.8

Comments on the Schedule in the Terms of Reference .................................................... 223 Training during the Design and Procurement Stage .......................................................... 224 Training during the Construction Stage ............................................................................. 225 Overall Schedule ................................................................................................................ 226

Study Tour to Europe (Proposal) .............................................................................. 227

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CMDCP

9.

Final Report, Detailed Design (Road)

PROCUREMENT......................................................................................................... 230 9.1

Procurement Plan ................................................................................................... 230 9.1.1 9.1.2 9.1.3

9.2

Packaging ........................................................................................................................... 230 Procurement Method ........................................................................................................ 231 Individual or Multiple Contracts ........................................................................................ 231

Implementation Arrangements ............................................................................... 232

10.

COST ESTIMATE........................................................................................................ 233

11.

ECONOMIC ASSESSMENT UPDATE ..................................................................... 236 11.1

Overview ........................................................................................................... 236 11.1.1 The Project ......................................................................................................................... 236 11.1.2 The Basis of Update of the Economic Assessment ............................................................ 237 11.1.3 This Update ........................................................................................................................ 237

11.2

Traffic ................................................................................................................ 237 11.2.1 11.2.2 11.2.3 11.2.4 11.2.5

11.3

Costs ................................................................................................................. 246 11.3.1 11.3.2 11.3.3 11.3.4

11.4

Recent Trends .................................................................................................................... 238 Traffic Forecasts ................................................................................................................. 240 Comments on the Methodology ........................................................................................ 242 Comparison between the Recent Trends and the First Year of the Forecast .................... 244 Conclusions for the Update of the Economic Assessment ................................................ 245 Road User Cost (RUC) including Vehicle Operating Cost (VOC) ......................................... 246 Project Costs ...................................................................................................................... 247 Maintenance Costs ............................................................................................................ 248 Assessment of the Ferry Operations and Maintenance Costs at Each Site ....................... 249

Economic Evaluation .......................................................................................... 251 11.4.1 Results Base Case ............................................................................................................... 251 11.4.2 Sensitivity Tests .................................................................................................................. 252 11.4.3 Risk Assessment ................................................................................................................. 255

12.

FINANCIAL PLAN UPDATE .................................................................................... 262 12.1 12.2 12.3

Overview ........................................................................................................... 262 Project Construction and Disbursement Schedules.............................................. 262 Financing the Project ......................................................................................... 263 12.3.1 12.3.2 12.3.3 12.3.4

12.4 12.5

Project Costs ...................................................................................................................... 263 Price Contingencies ............................................................................................................ 264 Price Escalation .................................................................................................................. 265 Financial Charges during Construction (ADB Loan) ........................................................... 266

Summary of the Financial Plan ........................................................................... 267 Financial Sustainability....................................................................................... 269 12.5.1 Traffic and Tolls .................................................................................................................. 270 12.5.2 Costs ................................................................................................................................... 270 12.5.3 Cash Flow Analysis ............................................................................................................. 271

Table 2-1: Roadway Geometric Design Criteria ...................................................................................... 5 Table 2-2: Roadway Cross-sectional Elements ....................................................................................... 6 Table 2-3: Bridge Cross-sectional Elements ............................................................................................ 7 Table 2-4: Lap Vo River Bridge, Lane Configuration ............................................................................... 7 Table 2-5: Design Loads for Bridges ........................................................................................................ 8 Table 2-6: Compressive Strength of Concrete ........................................................................................ 9 Table 2-7: Compressive Stress Limits in Prestressed Concrete at Service Limit ..................................... 9 Table 2-8: Tensile Stress Limits in Prestressed Concrete at Service Limit .............................................. 9 Table 3-1: National Coordinate Control Markers (VN2000 coordinate system) .................................. 12

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Final Report, Detailed Design (Road)

Table 3-2: National Elevation Control Benchmarks (Hon Dau Datum) ................................................. 12 Table 3-3: Class IV Survey Control Network.......................................................................................... 13 Table 3-4: Main Survey Standards for Geotechnical Investigation....................................................... 16 Table 3-5: Standards for In-situ Testing ................................................................................................ 16 Table 3-6: Standards for Laboratory Testing ........................................................................................ 17 Table 3-7: Geotechnical Subcontract Limits ......................................................................................... 17 Table 3-8: Summary of Geotechnical Exploration for Roadway and Bridges ....................................... 19 Table 3-9: Groundwater Chemical Testing Results ............................................................................... 47 Table 3-10: Summary of Quarries and Borrow Pits Sampled ............................................................... 52 Table 3-11: Overall Quantities .............................................................................................................. 53 Table 3-12: Concrete Cylinder Strength ................................................................................................ 58 Table 3-13: List of Bridges ..................................................................................................................... 60 Table 3-14: Water Levels at Bridge Locations (Existing Configuration & Present Climate) .................. 62 Table 3-15: Water Levels at Bridge Locations (Post Project Configuration & Present Climate) ........... 63 Table 3-16: Water Levels at Bridge Locations (Post Project Config. & 0.30m Sea Level Rise) ............. 64 Table 3-17: Water Levels at Bridge Locations (Post Project Config. & 0.75m Sea Level Rise) ............. 65 Table 3-18: Bridges along the Highway assessed for Long-term Change Potential.............................. 72 Table 3-19: Recommended Actions to better understand System Dynamics of Tien and Hau Rivers . 73 Table 4-1: Horizontal Alignment ........................................................................................................... 76 Table 4-2: CC Allowance along the Project Road .................................................................................. 78 Table 4-3: Navigation and Underpass Clearances ................................................................................ 81 Table 4-4: Stretches of Road >500m Length Raised due to CC Allowance ........................................... 81 Table 4-5: Summary of Soft Soil by Procurement Package ................................................................... 86 Table 4-6: Comparison of Ground Treatment Methods ....................................................................... 89 Table 4-7: Summary of Bridge Abutments and Approaches by Package.............................................. 92 Table 4-8: Pile Bearing Capacity ........................................................................................................ 102 Table 4-10: Schedule of Guardrails ..................................................................................................... 115 Table 4-11: Lighting Scope .................................................................................................................. 116 Table 4-12: Luminance Criteria for Roads........................................................................................... 117 Table 4-13: Luminaire Shape .............................................................................................................. 117 Table 4-14: Distribution Intensity Category ........................................................................................ 117 Table 4-15: Distribution Intensity Type and Characteristics ............................................................... 118 Table 4-16: Lighting Pole Type ............................................................................................................ 118 Table 4-17: Light Source...................................................................................................................... 118 Table 4-18: Electric Control Ballast ..................................................................................................... 119 Table 4-19: Lighting Parameters ......................................................................................................... 119 Table 4-20: Control Methods .............................................................................................................. 124 Table 4-21: Substation Description ..................................................................................................... 125 Table 4-22: Substation Type ............................................................................................................... 126 Table 4-23: Transformer Type............................................................................................................. 127 Table 4-24: Power Lines ...................................................................................................................... 129 Table 4-25: Key Recommendations of Road Safety Audit .................................................................. 133 Table 5-1: Concrete Compressive Strengths of Bridges ...................................................................... 151 Table 5-2: Pile Loads of Dinh Chung Bridge ........................................................................................ 171 Table 5-3: Pile Loads of Tinh Thoi Bridge ............................................................................................ 171 Table 5-4: Pile Loads of Tan My Bridge ............................................................................................... 171 Table 5-5: Pile Loads of Xang Muc Bridge ........................................................................................... 172 Table 5-6: Pile Loads of Lap Vo River Bridge ....................................................................................... 172 Table 5-7: Pile Loads of Rach 2-9 Bridge ............................................................................................. 176 Table 5-8: Pile Loads of Muong Lon Bridge......................................................................................... 181 Table 5-9: Pile Loads of Km16+394 Bridge.......................................................................................... 182

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Final Report, Detailed Design (Road)

Table 8-2: Relocated Households ....................................................................................................... 190 Table 8-3: Vulnerable Households ...................................................................................................... 191 Table 8-4: Area of Construction Yards ................................................................................................ 191 Table 8-5: Public Consultation Attendance......................................................................................... 192 Table 8-6: Cost of Land Acquisition and Resettlement ....................................................................... 194 Table 8-7: Status of Progress of Resettlement Sites ........................................................................... 195 Table 8-8: Project Implementation Schedule ..................................................................................... 195 Table 8-9: Summary of Livelihoods at Cao Lanh and Vam Cong Ferry Terminals .............................. 196 Table 8-11: Importance of Keeping a Ferry at Vam Cong ................................................................... 198 Table 6-14: Environmental Monitoring and Reporting ....................................................................... 204 Table 7-1: Design and Monitoring Framework, 2012 (Draft).............................................................. 210 Table 7-2: Monitoring and Evaluation Framework (Draft) ................................................................. 217 Table 8-1: Study Tour on Expressway and Cable-stayed Bridges ....................................................... 228 Table 9-1: Procurement Packages ...................................................................................................... 230 Table 9-2: Procurement Method ........................................................................................................ 231 Table 10-1: Works Cost Breakdown by Package (excluding Taxes and Duties) .................................. 233 Table 10-2: Works Cost Estimate by Component (excluding Taxes and Duties) ................................ 233 Table 10-3: Update of Total Project Cost for Components 1, 2 and 3 ................................................ 235 Table 11-1: Route Lengths With and Without the Project in Kilometers ........................................... 236 Table 11-2: Cao Lanh Ferry Traffic Data Summary (PCU and Vehicles) based on Ticket Sales ........... 238 Table 11-3: Vam Cong Ferry Traffic Data Summary (PCU and Vehicles) based on Ticket Sales ......... 239 Table 11-4: Compounded Annual Growth Rates ................................................................................ 239 Table 11-5: Forecast of Traffic and Growth Rates derived from the PPTA 2011 Forecast ................. 241 Table 11-6: Forecast of Traffic and Growth rates derived from the FS 2009 Forecast....................... 241 Table 11-7: Traffic Distribution Used to Model Long Term Trend in Motorcycle Usage .................... 242 Table 11-8: Distribution of Vehicle Types (2015 thru 2035) in Per Cent ............................................ 242 Table 11-9: Generated/Diverted Traffic for Cao Lanh Bridge and Interconnecting Road .................. 243 Table 11-10: Comparison of the 2015 Forecast with the 2011 Ferry Traffic ...................................... 245 Table 11-11: Summary of Road User Costs for Roughness Equal to 4 IRI, in USD .............................. 246 Table 11-12: Summary of the Economic Unit Costs Used in the RUC Model ..................................... 247 Table 11-13: Project Costs in USD Millions by Component ................................................................ 248 Table 11-14: Allocation of Project Costs by Year Based on Average Disbursements ......................... 248 Table 11-15: Maintenance Costs from the Financial Analysis (% of Construction Cost) .................... 249 Table 11-16: Road Maintenance Costs from PPTA 2011 .................................................................... 249 Table 11-17: Annual Capital, Operating & Maintenance Costs for the Ferries, USD per year ........... 250 Table 11-18: Economic Evaluation of the Entire Project (All Three Components) ............................. 252 Table 11-19: Traffic Forecast - Cao Lanh Bridge, Approaches and Interconnecting Road (AADT) ..... 253 Table 11-20: Traffic Forecast - Vam Cong Bridge and Approaches (AADT) ........................................ 253 Table 11-21: Minimum AADT Cao Lanh Bridge, Approaches and Interconnecting Road ................... 254 Table 11-22: Minimum AADT Vam Cong Bridge and Approaches ...................................................... 254 Table 11-23: Total Economic Investment Costs by Year, Base Case (in USD million) ......................... 255 Table 11-24: Sensitivity Results to Increase Project Construction Costs in Millions of USD .............. 255 Table 12-1: Disbursement Schedule ................................................................................................... 263 Table 12-2: Project Costs by Component, in USD millions ................................................................. 264 Table 12-3: Indicative Financing Plan.................................................................................................. 264 Table 12-4: Local and Foreign Components of the Costs ................................................................... 265 Table 12-5: Forecast of Local and Foreign Inflation Rates .................................................................. 265 Table 12-6: Loan Terms in the PPTA Final Report of 2011 ................................................................. 266 Table 12-7: Interest Rate Determination during the Grace Period – ADB.......................................... 266 Table 12-8: ADB Portion – Estimation of the Financial Charges during Construction, in USD million 267 Table 12-9: Summary of the Financial Plan by Source of Funding and by Year, in USD million ......... 268

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Table 12-10: Allocation of Funds for Component 1 ............................................................................ 269 Table 12-11: Allocation of Costs for Component 2 ............................................................................. 269 Table 12-12: Allocation of Costs for Component 3 ............................................................................. 269 Table 12-13: Toll Rates for My Tuan and Can Tho Bridges ................................................................. 270 Table 12-14: Project Operating & Maintenance Cost Assumptions for the Financial Plan ................ 271 Table 12-15: Financial Sustainability with NPV in millions of USD ..................................................... 271 Figure 1-1: CMDCP Components ............................................................................................................ 2 Figure 3-1: Location of Sources ............................................................................................................. 51 Figure 4-1: Typical Cross-sections, Mainline ......................................................................................... 74 Figure 4-2: Typical Cross-section, Ramps.............................................................................................. 75 Figure 4-3: Typical Cross-section, NH80 Connection ............................................................................ 75 Figure 4-4: NH30 Interchange Layout Plan ........................................................................................... 83 Figure 4-5: Arrangement of Connection to Future Cao Lanh City Bypass ............................................ 83 Figure 4-6: PR849 Interchange Layout Plan .......................................................................................... 84 Figure 4-7: NH80 Interchange Layout Plan ........................................................................................... 85 Figure 4-8: NH54 Interchange Layout Plan ........................................................................................... 85 Figure 4-9: Vietnamese Guidelines on Length of Piled Slab ................................................................. 94 Figure 4-10: General Arrangement of Abutment and Approach Embankment ................................... 95 Figure 4-11: No Restricted Distance in Front of Abutment .................................................................. 96 Figure 4-12: Surcharge of Restricted Distance in Front of Abutment .................................................. 97 Figure 4-13: Possible Contractor’s Alternative of Early Construction of Abutment ............................. 98 Figure 4-14: Possible Contractor’s Alternative of Early Construction using Vacuum Preloading......... 99 Figure 4-15: Culvert Expansion Joints ................................................................................................. 104 Figure 4-15: Lighting Calculation Output, 20.6m width ...................................................................... 120 Figure 4-16: Lighting Calculation Output, 23m width ......................................................................... 120 Figure 4-17: Lighting Calculation Output, Lap Vo River Bridge ........................................................... 121 Figure 4-18: 12m Lighting Pole, 20.6m width Roadway ..................................................................... 121 Figure 4-20: 12m Lighting Pole, 20.6m width Bridge .......................................................................... 122 Figure 4-21: 12m Lighting Pole, 23m overall width Bridge ................................................................. 122 Figure 4-22: 12m Lighting Pole, 26.1m width Lap Vo River Bridge ..................................................... 123 Figure 4-23: 10m Lighting Pole, 2-way Ramp of Interchange ............................................................. 123 Figure 5-2: Cross-section of Tinh Thoi ................................................................................................ 136 Figure 5-3: Cross-section of Tan My ................................................................................................... 136 Figure 5-4: Cross-section of Xang Muc ............................................................................................... 137 Figure 5-5: Cross-section of Lap Vo River bridge, Approach Span ...................................................... 137 Figure 5-6: Cross-section of Lap Vo River Bridge, Free Cantilever Bridge .......................................... 138 Figure 5-7: Cross-section, Rach Km13+230......................................................................................... 139 Figure 5-8: Cross-section Kenh Thay Lam ........................................................................................... 140 Figure 5-9: Cross-section Kenh Dat Set ............................................................................................... 140 Figure 5-10: Cross-section Rach Tan Binh ........................................................................................... 141 Figure 5-11: Cross-section Rach 2-9.................................................................................................... 141 Figure 5-12: Cross-section Linh Son .................................................................................................... 142 Figure 5-13: Cross-section Khem Ban ................................................................................................. 143 Figure 5-14: Cross-section Rach Mieu ................................................................................................ 143 Figure 5-15: Cross-section Rach Km8+032.......................................................................................... 144 Figure 5-16: Cross-section Muong Lon ............................................................................................... 144 Figure 5-17: Cross-section Km15+282 ................................................................................................ 145 Figure 5-18: Cross-section Km16+394 ................................................................................................ 145 Figure 5-19: Cross-section Kenh Xang Nho ......................................................................................... 146 Figure 5-20: Cross-section Rach Vuot ................................................................................................. 146

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Figure 5-21: Cross-section Rach Lap Vo .............................................................................................. 147 Figure 5-22: Cross-section Kenh Ranh ................................................................................................ 147 Figure 5-23: Cross-section Ong Hanh.................................................................................................. 148 Figure 5-24: Cross-section Xep Cut ..................................................................................................... 148 Figure 5-25: Cross-section Rach1 ........................................................................................................ 149 Figure 5-26: Cross-section Kenh Rach2............................................................................................... 149 Figure 5-27: Cross-section Rach Nga Chua ......................................................................................... 150 Figure 5-28: Side View of Lap Vo River Bridge .................................................................................... 150 Figure 5-29: Cross-section of Lap Vo River Bridge .............................................................................. 150 Figure 5-30: Cross-section Underpass Km20+235 .............................................................................. 151 Figure 5-31: Pre-cast Sections of Super-T Girder ................................................................................ 152 Figure 5-32: Pre-cast Sections of I-Girder ........................................................................................... 153 Figure 5-33: Cross-section of 24 m Voided-Slab ................................................................................. 153 Figure 5-34: Cross-section of 21 m Voided-Slab ................................................................................. 154 Figure 5-35: Cross-section of Underpass/Culvert (water pass) .......................................................... 155 Figure 5-36: Cross-section of Underpass/Culvert ............................................................................... 155 Figure 5-37: Tan My and Xang Muc Pier Structures ........................................................................... 156 Figure 5-38: Dinh Chung, Tinh Thoi and Lap Vo Pier Structures ......................................................... 157 Figure 5-39: Pier for I-Girder Bridge.................................................................................................... 157 Figure 5-40: Pier for Voided-Slab Bridge............................................................................................. 158 Figure 5-41: Elastomeric bearings for I-Girders .................................................................................. 159 Figure 5-42: Expansion Joint type for I-Girder Bridge ......................................................................... 160 Figure 5-43: Live Load Distribution in Grillage – Single Load Case Illustration for Design Truck........ 163 Figure 5-44: Live Load Distribution in Grillage – Single Load Case Illustration for Design Truck........ 164 Figure 5-45: Live Model Analysis, Voided-Slab Bridge ........................................................................ 165 Figure 5-46: Analysis Model of Lap Vo River Cantilever Bridge ......................................................... 165 Figure 5-47: Top Tendons in the Analysis Model, Plan and Side Views.............................................. 166 Figure 5-48: Example of Local Deck Slab FEM Analysis ...................................................................... 167 Figure 5-49: Underpass/Culvert Model Analysis ................................................................................ 168 Figure 5-50: Service Limit State Stresses in Lap Vo RiverBridge, 40m Girder ..................................... 169 Figure 5-51: Factored Design Load (Bending) &Resistance in ULS, Dinh Chung Bridge ..................... 170 Figure 5-52: Factored Design Load (Shear &Torsion)&Resistance in ULS, Dinh Chung Bridge .......... 170 Figure 5-53: I-Girder, Stress Checking at Stage I ................................................................................. 173 Figure 5-54: I-Girder, Stress Checking at Stage II ................................................................................ 174 Figure 5-55: I-Girder, Stress Checking at Stage III ............................................................................... 174 Figure 5-56: I-Girder, Flexural Checking.............................................................................................. 174 Figure 5-57: I-Girder, Shear Checking ................................................................................................. 175 Figure 5-58: Cross-section, Rebar Arrangement of Pilecaps .............................................................. 176 Figure 5-59: Stress Results in Midas Civil ............................................................................................ 176 Figure 5-60: Result Checking of Pier Columns .................................................................................... 177 Figure 5-61: Cross-section, Rebar Arrangement of Column, D=1.4m ................................................ 177 Figure 5-62: Cross-section, Rebar Arrangement of Column, D=1.6m ................................................ 177 Figure 5-63: Cross-section, Rebar Arrangement of Pier Headstocks .................................................. 178 Figure 5-64: Loads for Calculation of Abutment ................................................................................. 178 Figure 5-65: Result Checking of Body Wall ......................................................................................... 179 Figure 5-66: Voided-Slab, Stress Checking at Stage I .......................................................................... 179 Figure 5-67: Voided-Slab Stress Checking at Stage II .......................................................................... 180 Figure 5-68: Voided-Slab Stress Checking at Stage III ......................................................................... 180 Figure 5-69: Voided-Slab, Flexural Checking....................................................................................... 180 Figure 5-70: Voided-Slab, Shear Checking .......................................................................................... 181 Figure 5-71: Concrete Stresses, Envelope for Service Limit State Combinations ............................... 183

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Figure 5-72: Concrete Stresses After Construction Stages Before Final Creep and Shrinkage........... 183 Figure 5-73: Ultimate Bending Moments for Strength I Combination and Capacity.......................... 184 Figure 5-74: Ultimate Bending Moments for Strength III Combination ............................................. 184 Figure 5-75: Ultimate Shear Forces for Strength I Combination ........................................................ 185 Figure 5-76: Ultimate Torsion Moments for Strength I Combination ................................................ 185 Figure 5-77: Pier Structure for Main Span of Lap Vo River Bridge...................................................... 186 Figure 5-78: Flexure Moment Diagram at Strength-1 State ............................................................... 187 Figure 5-79: Axial Force Diagram at Strength-1 State ........................................................................ 187 Figure 5-80: Shear Force Diagram at Strength-1 State ....................................................................... 187 Figure 5-81: Flexure Moment Diagram at Service State ..................................................................... 188 Figure 5-82: Axial Force Diagram at Service State .............................................................................. 188 Figure 8-1: Organization Chart for the Income Restoration Program ................................................ 193 Figure 8-1: Cuu Long CIPM Organisation Structure ............................................................................ 218 Figure 8-2: Design Phase, Procurement, and Land Acquisition / Potential Candidates for Training . 220 Figure 8-3: Construction Phase / Potential Candidates for Training .................................................. 221 Figure 8-4: Proposed Overall Training Schedule ................................................................................. 226 Figure 9-1: Division of the Project into Packages ............................................................................... 230 Figure 11-1: Normal and Generated Benefits ..................................................................................... 244 Figure 11-2: Distribution of EIRR Values Using @risk ........................................................................ 256 Figure 11-3: Distribution of NPV Values Using @risk ........................................................................ 256

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Abbreviations AADT AASHTO AC ADB ADT AIDS ANSI AP ASCE ASEAN ASTM AusAID BCC BESPMR CBR CC CCTV CEMP CHLFD CIPM CLFD CMDCP CMS CSB CSC CSIRO CY DARD dB DDIS DMF DMS DOH DONRE DOT DP DTM DWT EIA EIRR EMP ESAL ETC FEM FFC FHWA FOS FRL FS FWD GDP GHG GIS GMS GNP GOV GPS GRM GSO

: : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : :

Annual Average Daily Traffic American Association of State Highway and Transportation Officials Asphaltic Concrete Asian Development Bank Average Daily Traffic Acquired Immune Deficiency Syndrome American National Standards Institute Affected Person American Society of Civil Engineers Association of South-East Asian Nations American Society for Testing and Materials Australian Agency for International Development Behaviour Change Communication Baseline Environmental, Social, and Performance Monitoring Report California Bearing Ratio Climate Change Closed Circuit Television Construction Environmental Management Plan Center for Housing and Land Fund Development Corporation for Investment, Development and Project Management of Infrastructure Center for Land Fund Development Central Mekong Delta Region Connectivity Project Changeable Message Sign Cable-Stayed Bridge Construction Supervision Consultant Commonwealth Scientific and Industrial Research Organization Construction Yard Department of Agriculture and Rural Development Decibel Detailed Design and Implementation Support Design and Monitoring Framework Detailed Measurement Survey Department of Health Department of Natural Resources and Environment Department of Transport Displaced Person Digital Terrain Model Deadweight Environmental Impact Assessment Economic Internal Rate of Return Environmental Management Plan Equivalent Single Axle Load Electronic Toll Collection Finite Element Method Fatherland Front Committee United States Federal Highway Administration Factor of Safety Finished Road Level Feasibility Study Falling Weight Deflectometer Gross Domestic Product Greenhouse Gas Geographical Information System Greater Mekong Subregion Gross National Product Government of Vietnam Global Positioning System Grievance Redress Mechanism General Statistics Office

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Final Report, Detailed Design (Road) ha HAPP HCMC HDPE HEC-RAS HH HMA HTPP Hz IEC IPCC IRP KEXIM kg km kN LRFD m M&E MARD MDD mg MN MOC MONRE MOT MOU MPa MRC MS NASA NGO NH NPV OCR OD PAP PC PCC PCU PMU-MT PPC PPE PPMS PPTA PR PVD PWS RCS ROW RP RUC SAP SD SIAC SLR SPT SRTM STD STI

: : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : :

Hectare HIV/AIDS Awareness and Prevention Program Ho Chi Minh City High Density Polyethylene Hydrologic Engineering Centre – River Analysis System Household Hot Mix Asphalt Human Trafficking Awareness and Prevention Program Hertz Information Education and Communication Inter-Governmental Panel on Climate Change Income Restoration Program Korea Export-Import Bank Kilogram Kilometer Kilo-Newton Load and Resistance Factor Design Metre Monitoring and Evaluation Ministry of Agriculture and Rural Development Maximum Dry Density Milligram Mega-Newton Ministry of Construction Ministry of Natural Resources and Environment Ministry of Transport Memorandum of Understanding Mega-Pascal Mekong River Commission Multi-Strand National Aeronautics and Space Administration Non-Governmental Organization National Highway Net Present Value Ordinary Capital Resources Origin and Destination Project-Affected Person People’s Committee Project Coordinating Committee Passenger Car Unit Project Management Unit – My Thuan Provincial People’s Committee Personal Protection Equipment Project Performance Management System Project Preparation Technical Assistance Provincial Road Prefabricated Vertical Drain Parallel Wire Strand Replacement Cost Survey Right of Way Resettlement Plan Road User Cost Social Action Plan Sand Drain Southern Information and Appraisal Corporation Sea Level Rise Standard Penetration Test Shuttle Radar Topography Mission Sexually Transmitted Disease Sexually Transmitted Infection

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Final Report, Detailed Design (Road) TEDI TOR TRL ULS UNDP USCS USD USBPR VESDI VND VOC VST VUSTA WB WHO WIM WTO WU WWMZ

: : : : : : : : : : : : : : : : : : :

Transport Engineering Design Incorporated Terms of Reference Transport Research Laboratory, UK Ultimate Limit State United Nations Development Program Unified Soil Classification System United States Dollars United States Bureau of Public Roads Vietnam Environment and Sustainable Development Institute Vietnam Dong Vehicle Operating Cost Vane Shear Test Vietnam Union of the Sciences and Technology Associations World Bank World Health Organization Weigh-in-Motion World Trade Organization Women’s Union Waterway Management Zone

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Volume II Contents

(A4 Document) Appendix A: Design Criteria Appendix B: Geotechnical Information Appendix C: Materials Summary Appendix D1: Hydrology/Hydraulic Design Report Appendix D2: Desk Study of Rivers Appendix E: Climate Change Considerations

Volume III (in six parts) Contents Volume III(a) Volume III(b) Volume III(c) Volume III(d) Volume III(e) Volume III(f) -

(A4 Documents) Appendix F1-1A: Bridge Design Calculations, Package CW1A Appendix F1-1C: Bridge Design Calculations, Package CW1C Appendix F1-2A: Bridge Design Calculations, Package CW2A Appendix F1-2B: Bridge Design Calculations, Package CW2B Appendix F1-2C: Bridge Design Calculations, Package CW2C Appendix F1-3B: Bridge Design Calculations, Package CW3B

Volume IV Contents

(A4 Document) Appendix F2: Transitions at Bridge Abutments, Calculations

Volume V Contents

(A4 Document) Appendix F3: Soil Parameters for Ground Treatment Appendix F4: Ground Treatment and Embankment Calculations Appendix F5: Culvert Design Calculations Appendix F6: Road Alignment Data Appendix F7: Pavement Design Calculations Appendix F8: Not used

Volume VI Contents

(A4 Document) Appendix F9: Lighting and Electrical Design Calculations

Volume VII Contents

(A4 Document) Appendix G1: Resettlement Plan, Dong Thap Province Appendix G2: Resettlement Plan, Can Tho City Appendix H: Social Action Plan Appendix I: HIV/AIDS and Human Trafficking Prevention Program

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Volume VIII Contents

(A4 Document) Appendix J1: Environmental Impact Assessment (EIA) Appendix J2: Environmental Management Plan (EMP)

Volume IX (in seven parts) Contents Volume IX(a) Volume IX(b) Volume IX(c) Volume IX(d) Volume IX(e) Volume IX(f) Volume IX(g) -

(A4 Documents) Appendix K-1A: Cost Estimate, CW1A Appendix K-1C: Cost Estimate, CW1C Appendix K-2A: Cost Estimate, CW2A Appendix K-2B: Cost Estimate, CW2B Appendix K-2C: Cost Estimate, CW2C Appendix K-3A: Cost Estimate, CW3A Appendix K-3B: Cost Estimate, CW3B

Volume X Contents

(A4 Document) Appendix L: Bidding Document

Volume XI Contents

(A4 Document) Appendix M: Specification

Volume XII (in seven parts) Contents Volume XII(a) Volume XII(b) Volume XII(c) Volume XII(d) Volume XII(e) Volume XII(f) Volume XII(g) -

(A3 Documents) Appendix N-1A: Drawings, Package CW1A Appendix N-1C: Drawings, Package CW1C Appendix N-2A: Drawings, Package CW2A Appendix N-2B: Drawings, Package CW2B Appendix N-2C: Drawings, Package CW2C Appendix N-3A: Drawings, Package CW3A Appendix N-3B: Drawings, Package CW3B

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Central Mekong Delta Region Connectivity Project (CMDCP) Final Report – Detailed Design (Road) 1.

Introduction

1.1

Background The components of the Central Mekong Delta Region Connectivity Project (CMDCP) in the current implementation program of Cuu Long Corporation for Investment, Development and Project Management of Infrastructure (Cuu Long CIPM) are as follows.   

Component 1, Km 0 to Km 7.800: Comprises the Cao Lanh Cable-Stayed Bridge over Tien River including the approach bridge and the approach roads. Component 2, Km 7.800 to Km 23.450: Comprises the connecting road between Components 1 and 3. Component 3, Km 23.450 to Km 28.844: Comprises the Vam Cong Cable-Stayed Bridge over Hau River including the approach bridge and the approach roads. Component 3 is divided into two parts. These are 3A, the Vam Cong Cable-Stayed Bridge and the approach bridges, and 3B, the approach roads.

Also forming a part of the overall CMDCP are three other Components - Component 4, Long Xuyen Bypass; Component 5, Connecting Road from PR943 to NH91; and Component 6, Connecting Road from My An to Cao Lanh. These components are expected to be taken up for implementation in the future. The CMDCP components are shown in Figure 1-1. A Project Feasibility Study (FS) was completed in October 2009 by Transport Engineering Design Incorporated (TEDI) for the Ministry of Transport (MOT) of the Government of Vietnam. Components 1, 2 and 3 (the Project) were prepared for progressing to the detailed design and implementation stage with assistance from Asian Development Bank (ADB) and Australian Agency for International Development (AusAID) under ADB PPTA 7045-VIE. The project preparation included a due diligence, and the FS was subsequently updated by TEDI in 2010. The Project Preparation Technical Assistance (PPTA) Report, completed in January 2011, recommended that the Project proceeds to detailed design. The Project implementation is in two stages. Stage 1 is the construction of a 4-lane dual carriageway while Stage 2 is the upgrading to 6-lane Class A expressway standard with a design speed of 80kph. The Cao Lanh Bridge and the Vam Cong Bridge are constructed to the full 6-lane width at the outset.

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Figure 1-1: CMDCP Components

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1.2

Consultancy Services Contract

1.2.1

Scope A contract for Detailed Design and Implementation Support (DDIS) consultancy between Cuu Long CIPM (Client) and the Joint Venture of Wilbur Smith Associates Inc., WSP Finland Limited and Yooshin Engineering Corporation (the DDIS Consultant) was signed in October 2011. Wilbur Smith Associates Inc. is now incorporated with CDM to form a new company called CDM Smith. The services provided by the DDIS Consultant (CDM Smith/WSP/Yooshin JV) cover Components 1, 2 and 3B (the Project). The consultancy services for Component 3A are provided by others. However, with respect to Component 3A, the DDIS Consultant will provide the alignment design - in coordination with the consultant for Component 3A. Further, the DDIS Consultant will provide the detailed design of the short lengths of road, approximately 200m, each at the Vam Cong Bridge abutments. The DDIS services for the Project are in two parts, the first for detailed design and procurement support, and the second for implementation support. This Final Report, Detailed Design (Road) is one of the key deliverables of the detailed design part of the services. Following are approved scope changes to the DDIS services: 







1.2.2

In February 2012, the Cuu Long CIPM (Client) advised that as per a decision made by MOT, the end-point of the Project road is changed from the FS proposed Km29+201.61 to Km28+844. At a meeting on 17 February 2012, the Client informed the DDIS Consultant that the civil works contract for the Cao Lanh Cable-Stayed Bridge package must be awarded by the end of December 2012, and requested the DDIS Consultant to complete the design and documentation for this package by 24 July 2012. At a meeting on 21 February 2012 (Client/ ADB/ AusAID/ DDIS Consultant) the Client requested the DDIS Consultant to include a link from Km28+600 to NH80 under a Variation. This involves the design of an additional length of 1.6km following the route of Component 4 for which the feasibility study has been done by TEDI in 2011. The tolling facilities were deleted from the Project at this stage as instructed by MOT letter ref 11098/BGTVT-QLXD dated 28 December 2012.

Key Reports to Date An Inception Report was submitted initially in December 2011 followed by an updated one in January 2012 outlining the DDIS Consultant’s review of the FS proposals, work progress, updated methodology and schedule for the consultancy services. The Inception Report was discussed at the first Project Coordination Committee (PCC-1) meeting in January 2012. An Interim Report was submitted in March 2012 followed by an updated one in April 2012. The Interim Report presented the progress of the detailed design, outlined the issues

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Final Report, Detailed Design (Road) encountered and recommended measures, and provided preliminary drawings to illustrate the main features of the detailed design being carried out. The Interim Report was discussed at the PCC-2 meeting in April 2012. The Cao Lanh Bridge Design Report (Draft) was submitted in June 2012 followed by the Draft Final Report, Cao Lanh Bridge in July 2012. These along with the road designs were discussed at the PCC-3 meeting in August 2012. The Preliminary Draft Final Report, Detailed Design (Road) was submitted early-September 2012 followed by the Draft Final Report, Detailed Design (Road) by late-September 2012, as required by the Terms of Reference (TOR). The Report summarized all work done during the period of the detailed design services, and includes detailed design information for all the components of the Project (excluding Cao Lanh Bridge which has been reported separately), status of safeguards activities, procurement and other information as appropriate. The Final Report, Detailed Design (Road) was submitted in November 2012 incorporating minor changes to the late-September 2012 submission as required by the Client.

1.2.3

PCC-3 The issues raised at PCC-3 and the current status are noted below. Issue Climate Change  Provision



Individual or  Multiple Contracts

Safety Corridor

PCC-3 DDIS has provided further justification for a CC allowance along the road as required by MOT and finalized the detailed design road profile. A decision has been made in that Packages CW1A and CW1C will be procured as individual contracts, and Packages CW2A, CW2B, and CW2C will be procured as multiple contracts. Decree 11 requires transportation projects to incorporate a safety zone outside of the ROW. A waiver of Decree 11 is required before ADB/AusAID proceeds with the Fact Finding Mission.

Income Restoration Program (IRP)

DDIS has finalized the IRP including the budget. The source of funding for the IRP implementation is to be decided.

Ferry Crossings

There will be a ferry service at Cao Lanh after project opening, but not at Vam Cong. DDIS conducted a survey to quantify the demand for a ferry service at Vam Cong after Project opening. Findings are reported in the

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Status MOT has confirmed by letter ref 9466/BGTVT-CQLXD dated 8 November 2012 a climate change allowance of 0.3m. As per PCC-3

During FF Mission, MOT informed the mission that the Prime Minister has agreed in principle to waive the safety corridor. No waiver issued up to now by the Prime Minister. Final IRP have been submitted to CIPM and ADB. The Income Restoration Program (IRP) will be funded under the current DDIS TA 7822-VIE through a variation order to the DDIS Consultant’s contract. There will be a ferry service at Cao Lanh after project opening. For the Vam Cong Ferry, during Fact Finding Mission, MOT declared that a

CMDCP

Final Report, Detailed Design (Road) Social Action Plan.

Bridge Health Monitoring System (BHMS)

1.2.4

To be included in the design scope and the bidding documents. DDIS has submitted a revised proposal for this work following discussions with Cuu Long CIPM.

ferry will be maintained at Vam Cong Ferry if there is economically justified. CIPM will follow-up the decision for the MOT. ????

Final Report, Detailed Design (Road) This updated version of the Final Report, Detailed Design (Road), submitted as required by the Client, addresses the agreed review comments of the Proof Check Consultants and appraisals by the Transport Construction Quality Control and Management Bureau (TCQM).

The Report comprises the following Volumes: Volume I Volume II

Volume III(a) Volume III(b) Volume III(c) Volume III(d) Volume III(e) Volume III(f) Volume IV Volume V

Volume VI Volume VII

Volume VIII Volume IX(a) Volume IX(b) Volume IX(c) Volume IX(d) Volume IX(e) Volume IX(f)

: : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : :

Report Appendix A: Design Criteria Appendix B: Geotechnical Information Appendix C: Materials Summary Appendix D1: Hydrology/Hydraulic Design Report Appendix D2: Desk Study of Rivers Appendix E: Climate Change Considerations Appendix F1-1A: Bridge Design Calculations, CW1A Appendix F1-1C: Bridge Design Calculations, CW1C Appendix F1-2A: Bridge Design Calculations, CW2A Appendix F1-2B: Bridge Design Calculations, CW2B Appendix F1-2C: Bridge Design Calculations, CW2C Appendix F1-3B: Bridge Design Calculations, CW3B Appendix F2: Transitions at Bridge Abutments, Calculations Appendix F3: Soil Parameters for Ground Treatment Appendix F4: Ground Treatment and Embankment Calculations Appendix F5: Culvert Design Calculations Appendix F6: Road Alignment Data Appendix F7: Pavement Design Calculations Appendix F8: Not used Appendix F9: Lighting and Electrical Design Calculations Appendix G1: Resettlement Plan, Dong Thap Province Appendix G2: Resettlement Plan, Can Tho City Appendix H: Social Action Plan Appendix I: HIV/AIDS and Human Trafficking Prevention Program Appendix J1: Environmental Impact Assessment (EIA) Appendix J2: Environmental Management Plan (EMP) Appendix K-1A: Cost Estimate, CW1A Appendix K-1C: Cost Estimate, CW1C Appendix K-2A: Cost Estimate, CW2A Appendix K-2B: Cost Estimate, CW2B Appendix K-2C: Cost Estimate, CW2C Appendix K-3A: Cost Estimate, CW3A

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Final Report, Detailed Design (Road) Volume IX(g) Volume X Volume XI Volume XII(a) Volume XII(b) Volume XII(c) Volume XII(d) Volume XII(e) Volume XII(f) Volume XII(g)

: : : : : : : : : :

Appendix K-3B: Cost Estimate, CW3B Appendix L: Bidding Document Appendix M: Specification Appendix N-1A: Drawings, CW1A Appendix N-1C: Drawings, CW1C Appendix N-2A: Drawings, CW2A Appendix N-2B: Drawings, CW2B Appendix N-2C: Drawings, CW2C Appendix N-3A: Drawings, CW3A Appendix N-3B: Drawings, CW3B

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2.

Final Report, Detailed Design (Road)

Design Criteria The Design Criteria for detailed design as agreed with the Client are given in Appendix A of this report and the main aspects are summarized in this Section.

2.1

Roadway

2.1.1

General The geometric design criteria are based on the following:    

Recommendations of the Feasibility Study (FS) Reports for Components 1, 2 and 3. Project Preparation Technical Assistance (PPTA) Report under ADB TA 7045-VIE covering Components 1, 2 and 3. Vietnamese Standard TCVN5729: 1997 - Freeway/Expressway Design Specification. Vietnamese Standard TCVN4054: 2005 - Highway Specifications for Design.

The Project construction is in two stages. Stage 1 is a 4-lane dual carriageway while Stage 2 is the future upgrading to 6-lane Class A expressway with a design speed of 80kph.

2.1.2

Design Speed The FS proposed design speed of 80kph for the mainline, as confirmed in the PPTA, is adopted for the detailed design.

2.1.3

Geometric Design Criteria The geometric design criteria for the mainline are given in Table 2-1. Item Alignment Minimum radius curve, isc = 5% Minimum radius curve, isc = 2% Minimum radius curve for normal crossfall Maximum longitudinal grade Minimum crest vertical curve radius, normal/limiting Minimum sag vertical curve radius, normal/limiting Stopping sight distance Roadway Cross-section Number of lanes Lane width Median separator/ (barrier) Safety strip, inner Shoulder width Verge width Carriageway and paved shoulder crossfall Verge crossfall Maximum superelevation, (isc) Embankment side slope

Stage 1

450m 1300m 2000m 4% 4000m/ 3000m 3000m/ 2000m 100m 4 3.50m 3.00m/ (0.60m) 0.50m 2.00m (paved) 0.50m

Table 2-1: Roadway Geometric Design Criteria Page 5 of 271

Stage 2 (future)

6 3.75m 3.00m/ (0.60m) 0.50m 2.50m (paved) 0.75m

2% 6% 5% 1V:2H

CMDCP

Final Report, Detailed Design (Road) The lane-widths of 3.50m for Stage 1 and 3.75m for Stage 2 are in compliance respectively with TCVN4054: 2005 for non-expressway arterial and TCVN5729: 1997 for expressway – for 80kph. The two main bridges (Cao Lanh Bridge and Vam Cong Bridge) would have a speed limit of 60kph in line with the bridge lane width of 3.5m (TCVN5729: 1997). This aspect is considered in the sign posting of the bridge approaches.

2.1.4

Typical Cross-sections The roadway typical cross-sectional elements of the mainline and width are summarized in Table 2-2. The dimensions of the cross-sectional elements are the same as in the FS. Element Carriageway Median (Project Start-Point to Start of Cao Lanh Bridge, and End of Vam Cong Bridge to Project End-Point) Median Barrier (From End of Cao Lanh Bridge to Start of Vam Cong Bridge) Inner Safety Strip Shoulder Verge Total Width with Median Total Width with Median Barrier

Stage 1 2 x 2 x 3.50m 3.00m

Stage 2 (future) 2 x 3 x 3.75m 3.00m

0.60m

0.60m

2 x 0.50m 2 x 2.00m paved 2 x 0.50m 23.00m 20.60m

2 x 0.50m 2 x 2.50m paved 2 x 0.75m 33.00m 30.60m

Table 2-2: Roadway Cross-sectional Elements Bridges (excluding Lap Vo River Bridge) Bridges have lane widths matching the road lane widths. The detailed design bridge crosssections are given in Table 2-3. The dimensions of the cross-sectional elements are the same as in the FS.

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Final Report, Detailed Design (Road) Element Stage 1 Stage 2 For Bridges in the Section from Project Start-Point to Start of Cao Lanh Bridge (Separate structures for each traffic direction with gap of 2m between structures) Carriageway 2 x 3.50m 3 x 3.75m Barriers 2 x 0.50m 2 x 0.50m Shoulder 2.00m 2.50m Safety Strip, Inner 0.50m 0.50m Total Width for one direction 10.50m 15.25m Total Width for both directions 21.00m 30.50m For Bridges in the Section from End of Cao Lanh Bridge to Start of Vam Cong Bridge (One structure for both traffic directions) Carriageway 2 x 2 x 3.50m 2 x 3 x 3.75m Central Barrier 0.60m 0.60m Outer Barriers 2 x 0.50m 2 x 0.50m Shoulder 2 x 2.00m 2 x 2.50m Safety Strip, Inner 2 x 0.50m 2 x 0.50m Total Width of Bridge 20.60m 30.10m For Bridges in Section from End of Vam Cong Bridge to Project End-Point (One structure for both traffic directions) Carriageway 2 x 2 x 3.50m 2 x 3 x 3.75m Median 3.00m 3.00m Outer Barriers 2 x 0.50m 2 x 0.50m Shoulder 2 x 2.00m 2 x 2.50m Safety Strip, Inner 2 x 0.50m 2 x 0.50m Total Width of Bridge 23.00m 32.50m

Table 2-3: Bridge Cross-sectional Elements Lap Vo River Bridge As proposed in the FS, the Lap Vo River Bridge (which has box-girder main spans) is constructed to full 6-lane width in Stage 1. The Stage 1 and Stage 2 operation is as presented in Table 2-4. From cost considerations, a 0.50m safety strip is provided instead of a wider shoulder. There are no changes to the FS proposals. Stage 1 Operation Element Configuration Carriageway 2 x 2 x 3.50m Central Barrier 0.60m Outer Barrier 2 x 0.50m Motorcycle Lane and Storage 2 x 4.75m Safety Strip, Inner 2 x 0.50m Total Width of Bridge 26.10m

Stage 2 Operation Element Configuration Carriageway 2 x 3 x 3.75m Central Barrier 0.60m Outer Barrier 2 x 0.50m Safety Strip, Outer 2 x 0.50m Safety Strip, Inner 2 x 0.50m 26.10m

Table 2-4: Lap Vo River Bridge, Lane Configuration

2.1.5

Interchange Ramps The FS proposed a ramp design speed of 40kph is adopted in the detailed design. This is in line with TCVN5729: 1997 for a mainline design speed of 80kph. All interchange ramps follow a configuration with two ramps in opposite directions, side by side, with a total cross-section width of 14.5m comprising 2 x 3.5m lanes, 0.5m central separation strip, 2 x 2.5m paved shoulders, 2 x 0.5m outer safety strips, and 2 x 0.5m verges – as discussed and agreed at the PCC-2 meeting.

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2.2

Bridges

2.2.1

Design Loads Load Dead Load (DC)

Superimposed Dead Load (DW)

Details

Standard

Concrete (Reinforced) Asphalt Reinforcement

: 25.0 kN/m3 : 22.5 kN/m3 : 78.5 kN/m3

22TCN272-05

Carriageway asphalt surfacing Concrete median Railing

: 2.25 kN/m2 : 7.50 kN/m : 9.25 kN/m/side

22TCN272-05

Prestressing Load (PS)

Tension stress Slip of anchor Friction coefficient

Creep and Shrinkage(CR,SH)

CEB-FIP MODEL CODE 1990. (Relative annual average humidity is 82%)

CEB-FIP

Live Load (LL,IM)

Design Truck or Design Tandem Load (LL) Design Lane Load (LL) Dynamic Load Allowance (IM)

22TCN272-05

Breaking Force (BR)

25 percent of the Axle weights of the Design Truck

22TCN272-05

Temperature Load (TU,TG,TD)

Uniform Temperature(TU) Concrete (Deck etc.) : +10°C to +47°C Temperature Gradient (TG) Temperature Difference (TD)

22TCN272-05

Acceleration Coefficient (A) Soil Type Soil Coefficient (S)

22TCN272-05

Earthquake Effect (EQ) Vessel Collision (CV)

: 0.75 fpu = 1395 MPa : 5 mm : m = 0.20 (1/rad)

: 0.0734 : IV : 2.0

Pier : DWT by river grades Vs (mean annual stream velocity)

Settlement(SE)

Differential settlement: Pier: 20mm

Stream Pressure (WA)

V (flood velocity, 100 years)

Wind Load (WS,WL) Construction Load (CE,CLL,DIFF, and etc)

Transverse Wind (WS) VB = 38m/sec (during operation) VB = 32 m/sec (0.85 VB / during construction) Formwork traveller load (CE) - Form Traveller : 700 kN - Construction live load : 0.48 kN/m2 Table 2-5: Design Loads for Bridges

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CEB-FIP

22TCN272-05 Feasibility Study Hydraulic Study 22TCN272-05

22TCN272-05

CMDCP

2.2.2

Final Report, Detailed Design (Road)

Concrete Properties a) Compressive Strength of Concrete Location

f’c (MPa) 30

Modulus of Elasticity Ec (MPa)

Bored pile, Pile caps, Abutments, Columns Ec = 0.043  c 1.5 f 'c (1440≤  c ≤2500) Underpass box culvert 30  c = density of concrete (kg/m3) Deck slab for Voided-slab and I-girders 30 Deck slab for Super-T 35 I-girders, voided-slab and box girders 40 Free cantilever box girders 40 Super-T girders 50 Table 2-6: Compressive Strength of Concrete

b) Compressive Stress Limits in prestressed concrete at service limit state after losses c) Location In other than segmentally constructed bridges due to the sum of effective prestress and permanent loads Due to the sum of effective prestress, permanent loads, and transient loads and during shipping and handling

Stress Limit 0.45 f ' c (MPa) 0.60 w f ' c (MPa)

Table 2-7: Compressive Stress Limits in Prestressed Concrete at Service Limit d) Tensile Stress Limits in prestressed concrete at service limit state after losses e) Bridge Location Stress Limit Type Other Than Segmentally Tension in the Precompressed Tensile Zone 0.5 f ' c (MPa) Constructed Bridges Bridges, Assuming Uncracked Sections Segmentally Tension in the Precompressed Tensile Zone 0.25 f 'c (MPa) Constructed Bridges Bridges Segmentally Tension at construction 0.58 f ' c (MPa) Constructed Bridges Table 2-8: Tensile Stress Limits in Prestressed Concrete at Service Limit

2.2.3

Design Considerations The structural design of the bridges has been carried out in accordance with the following standards, guidelines and recommendations:     

Vietnamese Specification for Bridge Design (22TCN 272-05) AASHTO LRFD Bridge Design Specification, 4th Edition, 2007 Pile foundation – design specification 22 TCXDVN 205-1998 Wind load – TCVN 2737-1995. Seismic effects are in accordance with TCXDVN 375-2006. The Earthquake Grade 7 is applied for the bridges located in Lai Vung and Lap Vo Districts.

The bridges have been designed:

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Final Report, Detailed Design (Road) a) To resist the traffic loads specified below which approximate the effects induced by moving traffic, stationary lanes of traffic. b) For the most adverse effects induced by the following loading elements, combinations of these elements and their corresponding load factors: i) Design truckload ii) Design tandem load iii) Design lane load iv) Dynamic load allowance (IM) v) Number and position of traffic lanes vi) Multiple presence factors (m) vii) Centrifugal forces (CE) viii) Braking forces (BR) ix) Fatigue load Classification of loads and load effects Vehicular loading on bridges, designated HL-93, consists of a combination of the:  

design truck or design tandem; and design lane loading.

Each design lane under consideration is occupied by either the design truck or tandem coincident with the lane load where applicable. The loads are assumed to occupy a width of 3.0 m transversely within a design lane. The Lap Vo River Bridge has 6 traffic lanes, Tan My and Dinh Chung 4 lanes plus acceleration/deceleration lanes required for the interchanges that are close by. All other bridges have 4 traffic lanes. Wind loads will be determined in accordance with the Vietnamese Bridge Design Code. Temperature variation between +10⁰C to +47⁰C is according to 22TCN-272-05. The long term average bridge temperature adopted is 27⁰C. The bridge superstructure shall be designed for differential settlement between supports consistent with the final choice of foundations. The Lap Vo River Bridge piers will be designed to withstand the ship impact load defined in Clause 3.14.11 of 22TCN 272-05 based on a 300 DWT vessel with a speed of 2,5 m/s + 0,84 m/s as an ultimate load. Other bridge piers having navigational clearance 20x3.5 m, will be designed to withstand the ship impact load defined in Clause 3.14.11 of 22TCN 272-05 based on a 100 DWT vessel with a speed of 2,5 m/s + 1,06 m/s as an ultimate load

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Final Report, Detailed Design (Road) Loads and load effects are divided into permanent effects and transient effects. Permanent Effects Permanent effects include the following: 1. Dead load of structural components and non-structural attachments (DC); 2. Dead load of wearing surface and utilities (DW); 3. Horizontal earth pressure load (EH); 4. Accumulated locked-in force effects resulting from the construction process (EL); 5. Earth surcharge load (ES); 6. Vertical pressure from dead load of earth fill (EV). Transient Effects Transient effects include the following: 1. Vehicular braking force (BR); 2. Vehicular centrifugal force (CE); 3. Creep (CR); 4. Vehicular collision force (CT); 5. Vessel collision (CV); 6. Earthquake (EQ); 7. Friction (FR); 8. Vehicular dynamic allowance (IM); 9. Vehicular live load (LL); 10. Live load surcharge (LS); 11. Settlement (SE); 12. Shrinkage (SH); 13. Temperature gradient (TG); 14. Uniform temperature (TU); 15. Wind on live load (WL); 16. Wind load on structure (WS).

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3.

Surveys and Investigations

3.1

Topographical Survey A topographic survey of the Project corridor was carried out to provide the horizontal and vertical controls and establish a Digital Terrain Model (DTM). Two subcontractors performed the topographical survey - Thanh Cong Construction Consultant JSC from the Km0 to Km9+800 and the Connection to NH80, and VNC Construction JSC from Km9+800 to Project End-Point.

3.1.1

Coordinate and Level Reference There are four state markers of Class III in the Project area. The coordinate references for these, from the Department of Survey and Mapping, are given in Table 3-1 below. The coordinate system is VN2000, centre meridian 105, zone 3. No. Name Northing, X (m) Easting, Y (m) 1 656473 1153160.589 572507.431 2 656477 1150801.240 570357.760 3 656492 1145079.056 569064.267 4 656497 1142624.913 557991.803 Table 3-1: National Coordinate Control Markers (VN2000 coordinate system) There are three state elevation points III (ML-VT) 6, I (VL-HT) 296, and I (VL-HT) 298A in the Project area as given in Table 3-2 below. These are based on the Hon Dau datum. No. Name H (m) 1 III(ML-VT)6 2.598 2 I(VL-HT)296 2.282 3 I(VL-HT)298A 1.563 Table 3-2: National Elevation Control Benchmarks (Hon Dau Datum)

3.1.2

Project Control Network The Class IV horizontal and vertical control network that was established based on the above Class III reference system is given in Table 3-3 below.

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Point GPS1-TC GPS2-TC GPS3-TC GPS4-TC GPS5-TC GPS1-VNC GPS2-VNC GPS3-VNC GPS4-VNC GPS5-VNC GPS6-VNC CLVC-01 CLVC-02 CLVC-03 CLVC-04 CLVC-05

Coordinate (VN2000 system) Northing, X (m)

Easting, Y (m)

Height (m) (Hon Dau datum)

1155960.056 1154249.529 1151967.968 1151085.122 1149186.551 1149264.644 1146539.612 1145325.567 1141870.580 1140454.941 1138607.398 1148632.837 1147242.599 1146163.120 1145533.719 1142435.361

573130.854 572022.398 571104.784 571263.841 569938.236 570466.900 562735.650 559934.931 556059.530 554398.713 552342.718 567740.238 564106.278 561612.809 559208.796 556494.318

2.421 2.067 2.178 2.816 2.556 2.632 3.165 2.758 3.248 3.464 1.869 2.645 2.213 2.251 2.691 3.137

Table 3-3: Class IV Survey Control Network Further to the above, a Class 2 horizontal and vertical control network comprising 185 stations has been established. These are indicated on the respective setting-out drawings included in Appendix N.

3.2

Hydrographic Survey

3.2.1

Hydrometric/Survey Data Collection At the early stages of the hydraulic modelling discussed in Section 3.5 below, it was recognised that exchange of digital data between project teams was unlikely to prove straightforward, especially if file sizes turned out to be any larger than a few Megabytes. A data portal was therefore set up to get round the limitations of sending large data files by electronic mail. An operating manual was written to enable team members upload to and download from site. Spatial topography, waterway channel and hydrometric data collection was a key and highly resource-intensive, as well as the most challenging, element of the river studies programme. Topographic, waterway cross section and hydrometric/hydrological survey was contracted out to a local company. The collection of the following information that was going to be of relevance to the river studies: 

Rainfall data held for the Tan Chau, Cho Moi, Cao Lanh and My Thuan rain gauges, water levels at the Tan Chau, Cho Moi, Cao Lanh, Long Xuyen and My Thuan river gauging stations, as well as flows and velocities at the Cho Moi and LongXuyen river gauging stations.

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 

Waterway cross sections at (and upstream and downstream of) the proposed bridge crossings, with their number depending on whether the crossing is classified as a small, medium, large or main bridge. Historical flood levels at the locations of the proposed bridge crossings. 1:25,000 maps to cover the project alignment and surrounding catchment area.

In a project of this nature, data collection is always an ongoing process but at commencement of hydraulic modelling, practically all the hydrometric information, waterway cross sections and historical peak flood levels specified in the ToR were in place. Additionally, topographic survey of the project alignment and of the bathymetry of the beds of the channels (waterways) that it crosses were also available, with that of Component 1 originating from the Feasibility Study (FS) stage and of Components 2 & 3B surveyed by VNC. It is only the 1:25,000 maps that were still outstanding at commencement of the computational hydraulic modelling programme. Approximately 250 ‘near bridge’ waterway cross sections were surveyed in the channels that will be crossed by the proposed bridges. In the case of Cao Lanh Bridge, 22 crosssections were surveyed, 13 upstream (and 9 downstream) of the proposed crossing. All the waterway cross sections of the 25 channels that were surveyed as well as the elevations of bridges, culverts and road embankment have been used (in combination with other sources of river and topographic data) to create the computational hydraulic model of the CMDCP. The existing floodplain topography information that has been available for the hydraulic modelling element of the CMDCP is an amalgam of data from the following main sources: 



   

Digitised near bank area level measurements along the Lower Mekong River made in the 1960s as part of the Canadian Colombo Plan (air photos and ground control) and digitised. Digitised levelling transects of 1:100,000 scale surveys of the floodplains of the Mekong, Tonle Sap and Bassac rivers between 1963 and 1966 for the development of the Mathematical Model of the Mekong Delta by SOGREAH (of France) model, digitised from paper contours and stretched to meet known data locations using the standard Indian 60 projection. Survey of 1-13 m contour lines above dry season level of the Tonle Sap Lake area in 1964 by Certeza of the Philippines. Spot levels measured in Viet Nam at 100 m grid spacing. Remotely sensed topography from satellite by NASA with a 100 m grid spacing. Some small areas of more recent survey such as by FIN-MAP and for WUP-FIN in 2003.

This data was carefully combined in the past on a 100 m grid and has been obtained and used in this CMDCP hydraulic modelling element of the rivers study. The Mekong Delta coverage of NASA’s STRM (Shuttle Radar Topography Mission) elevation data that is freely available on the internet has also been downloaded and processed in GIS to create a Digital Page 14 of 271

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Final Report, Detailed Design (Road) Terrain Model (DTM) that has been used to fill any ground topography gaps within the model extents.

3.2.2

Hydrometric/Survey Data Review Management of data gathering and review of the information so obtained was a critically important aspect of the river studies and continued throughout the modelling programme. This involved numerical checking as well as quality assurance and validation, in a process that included:      

Checking the digital format of data files for compatibility with widely available software. Checking for consistency in file naming conventions and update revision numbering. Checking the alignment of topographic and waterway cross section surveys on available mapping (such as Google Earth). Checking consistency and mismatches of surveyed topography and waterway cross sections with existing datums and map projections. Checking the language used (whether text and labelling has been translated from the original Vietnamese). Identification of gaps in the received data.

Data was received in batches and after checking, the findings were fed back and followed up. This process was ongoing and continued for the duration of the river studies programme as new information became available and various data issues became apparent during detailed assessment and use. Accurate spatial positioning of the works alignment (and the waterways that it will cross) in coordinate space was essential for both computational hydraulic modelling and design. Whilst this had been achieved with the topographic and waterway cross section surveys, there was significant spatial mismatch between the surveys in question and available public domain background mapping such as Google Earth and the 1968 US Army’s Series L714 1:250,000 images that are freely available on the internet. The spatial positioning of the surveys is based on VN2000 (a Vietnamese geographic coordinate system) which in turn is based on WGS84 (World Geodetic System) ellipsoid dating back to 1984, as is most of the available public domain map backgrounds.

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3.3

Geotechnical Investigation

3.3.1

Regional Geologic and Geomorphologic Features Based on the Ho Chi Minh City Geologic Map1 the project area is underlain by recent sediment of the Mekong River. These alluvial and diluvial sediments are further underlain by older Quaternary-aged sediments, which are underlain by older sediments and basement rock (clay, sandy clay, andesite-dacite rock, sandstone, siltstone, etc.) of the late Jurassic to early Cretaceous Periods of the Mesozoic Era. The road alignment terrain has been formed by the process of water deposition, alluvial from normal river deposition and diluvial from flood deposition. The area is also affected by tidal action in the river basin.

3.3.2

Applied Standards

3.3.2.1 Exploration The geotechnical investigation was carried out in accordance with the Vietnamese Standards2 noted in Table 3-4. No. 1 2 3 4 5

Standard/Specification Technical survey for pile foundation construction and design Standard for soil exploration in drilling Standard for soil investigation for waterway projects Standard for survey and design of highway embankment on soft soil foundation Standard for highway survey

Reference No. 20 TCN 160-87 22 TCN 259-2000 22 TCN 260-2000 22 TCN 262-2000 22 TCN 263-2000

Table 3-4: Main Survey Standards for Geotechnical Investigation

3.3.2.2 In-situ Testing In-situ testing was conducted in accordance with the standards noted in Table 3-5. No. 1 2

Standard/Specification Standard Penetration Test (SPT) Vane Shear Test (VST)

Reference No. TCXDVN 226-1999; ASTM3 D 1586 22 TCN 355-06; ASTM D 2573

Table 3-5: Standards for In-situ Testing

1

2010, Southern Federation of Planning and Investigation of Water Resources, 1:50 000 Viet Nam Ministry of Transport 3 ASTM International 2

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3.3.2.3 Laboratory Testing Laboratory testing was conducted in accordance with the relevant Vietnamese and ASTM Standards noted in Table 3-6. No. 1 2 3 4 5 6 7 8 9 10 12 13 14

Laboratory Test Specific Gravity Natural Moisture Content Grain Size Analysis Atterberg Limits Soil Description and Classification Triaxial Compression Test (UU) Triaxial Compression Test (CU) Consolidation Test Organic Matter Content Direct Shear Test of Soil Unit Weight of Soil Water Chemical Analysis Unconfined Compressive Strength

Standard/Specification ASTM D 854 ASTM D 2216 ASTM D 422 ASTM D 4318 ASTM D 2487 ASTM D 2850 ASTM D 4767 ASTM D 2435 ASTM D 2974 ASTM D 3080 ASTM D 7263 TCVN 3994-85; ASTM D 511, D 512, D 516, D 1293 ASTM D 2166

Table 3-6: Standards for Laboratory Testing

3.3.3

Geotechnical Exploration Geotechnical exploration and testing was conducted to gather data for designing structures, and determining the depth and distribution of soft soil below the highway alignment. Three geotechnical subcontractors performed the exploration and laboratory testing. The contract limits for geotechnical exploration of the road mainline and interchanges are noted on Table 3-7. Geotechnical Contractor

Road Mainline Chainage (km)

Start End The He 0+000 3+910 Thanh Cong 3+910 9+700 VNC 9+790 19+100 The He 19+100 28+884 Thanh Cong Connection to NH-80 Table 3-7: Geotechnical Subcontract Limits

For bridges and major structures, one boring was drilled at each pier or abutment. These boreholes were drilled to depths ranging from 55 to 90 m. For bridge approaches behind abutments, three borings were drilled at each approach to a depth of 21 to 50 m. For the road embankment (about 20 km) borings were drilled at approximate 100-m intervals to depths ranging from 15 to 50 m, two additional borings were drilled to the left and right of some of the mainline borings. In addition a boring was drilled along the roadway alignment at each culvert location. The study included 390 roadway embankment and 137 bridge soil borings, with sampling, field testing and laboratory testing. For the NH-80 connection road 33 boreholes were drilled.

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3.3.4

Final Report, Detailed Design (Road)

Methods of Field Exploration, Testing and Sampling Field exploration and testing included standard penetration tests (SPT), in-situ vane shear tests (VST), and disturbed and undisturbed soil sampling. Drilling was conducted with XY-1 or XY-1A drilling machines using a bentonite mud rotary method with casing advance. Drilling machines used in Viet Nam are generally smaller and lighter than used in other countries so thin-wall, rather than piston samplers are used to obtain undisturbed samples at shallow depths. For deeper layers a core barrel is used to obtain undisturbed samples. The sample is extruded, placed in a plastic cylinder and sealed. Sampling and packaging of thin-wall samples was carried out in accordance with ASTM D 1587. Sampling was conducted at approximate 2-m depth intervals. The bottom of the borehole was cleaned, depth checked, sampling tube inserted to drill string and gently brought down to the bottom of the borehole. The sample tube was inserted by static force or hammer drop, depending on the soil. After pulling up the sample, the tube was washed, sealed with wax and sample labelled (borehole, depth below ground level, date). Samples were kept in the shade, care exercised to avoid shock, and transported to the laboratory.

3.3.4.1 Standard Penetration Testing Relative density of sand or consistency of silt and clay was evaluated using the standard penetration test (SPT). The testing, conducted in accordance with ASTM D 1586, was performed in boreholes at approximate depth intervals of 2 m. Samples from the splitbarrel sampler were used for soil description then placed in air-tight, labelled, plastic bags. SPT results are noted on the borehole logs.

3.3.4.2 Vane Shear Testing Undrained shear strength of saturated silt and clay was evaluated using the vane shear test. Testing was conducted in general accordance with ASTM D 2573 at approximate 2-m intervals in the soft, upper soil strata. Peak and remolded values were obtained.

3.3.4.3 Summary of Field Testing A summary of soil borings, SPTs and VSTs performed along the road alignment for each procurement package are presented in Table 3-8.

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Procurement Package

Final Report, Detailed Design (Road)

Description

Start km

End km

NH-30 Interchange CW1A

CW2A

CW2B

CW2C

North Approach Road to Cao Lanh Bridge

CW3B

0+000 6+200

3+800

The He

7+800

Thanh Cong

PR-849 Interchange

Number of Borings

Number of SPTs

4

73

19

3+800

77

1,736

63

Totals

81

1,809

82

7+800

37

999

80

5

100

49

Totals

42

1,099

129

End km

0+000 6+200

Thanh Cong

Interconnecting Road, North Section

7+800

13+750

Number of VSTs

Thanh Cong

7+800

9+700

39

950

90

VNC

9+790

13+750

82

2,078

209

Totals

121

3,028

290

Interconnecting Road, Central Section

13+750

18+200

VNC

13+750

18+200

95

2,614

198

Interconnecting Road, South Section

18+200

23+450

VNC

18+200

18+358

18

615

11

VNC

3

44

11

The He

5

59

19

23+450

78

921

113

Totals

104

1,639

154

NH-80 Interchange Interconnecting Road, South Section

CW3A

Start km

The He

South Approach Road to Cao Lanh Bridge CW1C

Contractor

18+200

23+450

The He

19+100

2x200m Road Length at Vam Com Bridge North Approach Road to Vam Cong Bridge and NH-54 Interchange

23+700

27+000

The He

23+700

27+000

9

133

15

23+450

23+700

The He

23+450

23+700

10

109

8

South Approach Road to Vam Cong Bridge

27+000

28+844

The He

27+000

28+884

32

406

63

Connection Road to NH-80

6+700

8+250

Thanh Cong

6+700

8+250

33

547

72

Totals

75

1,062

143

Table 3-8: Summary of Geotechnical Exploration for Roadway and Bridges

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3.3.5

Final Report, Detailed Design (Road)

Laboratory Testing Laboratory testing was performed on representative soil samples for soli classification and to determine engineering properties. Based on the results of the field exploration and laboratory testing the soils were categorized by layer; these layers are further described in Section 3.3.6. Summaries of the laboratory testing for each contract package are presented in Appendix B.

3.3.6

Subsurface Conditions Soils encountered in the borings were divided into layers, sub layers and lenses based on their composition, SPT results, index properties and other laboratory test results. In general, the soils encountered in the borings along the roadway alignment included the following from ground surface to depth: 

        

Layer KQ: Fat clay, lean clay and lean clay with sand (CH4, CL); soft to very stiff; contains organics and roots; fill soil, cultivated soil. Up to 1.5 m thick. Generally encountered everywhere along the alignment. Layer 1: Lean Clay and Elastic Silt with varying amounts of sand (CL, MH); very soft to soft. Compressible soil layer up to 40 m thick. Layer 2; Fat Clay to Sandy Lean Clay (CH, CL); medium stiff to very stiff. Where encountered, up to 23 m thick. Layer 3: Silty to Clayey Sand (SM, SC); loose to medium dense. Where encountered, up to 21 m thick. Layer 4: Lean Clay to Fat Clay (CL, CH); stiff to hard. Where encountered, up to 22 m thick. Layer 5: Silty to Clayey Sand (SM, SC); medium dense. Layer 6: Lean Clay to Elastic Silt (CL, CH); stiff. Layer 7: Silty to Clayey Sand (SM, SC); dense to very dense. Layer 8: Lean Clay to Fat Clay (CL, CH); very stiff to hard. Layer 9: Silty to Clayey Sand (SM, SP-SM, SC); very dense.

The soil conditions for each contract procurement package are presented in Section 3.3.6.1. Soil conditions at the bridges are presented in Section 3.3.6.2. Soil profiles for each contract package are presented in Appendix B.

3.3.6.1 Road (Embankment, Culverts and Interchanges) 3.3.6.1.1 Procurement Package CW1A Geotechnical investigation for this Package was conducted by The He. It includes the NH-30 Interchange and the North Approach Road to Cao Lanh Bridge (km 0+000 to km 3+800). Soil conditions from surface to depth are summarized below:

4

Unified Soil Classification System symbol, ASTM D 2487.

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Final Report, Detailed Design (Road) Layer KQ This layer was encountered in all boreholes (except EB-3-R, EB-4-R, EB-5, AR-TTH2 and ARTTH2-R). Description: Lean Clay, Lean Clay with sand, greenish to brownish to blackish grey, reddish to yellowish brown; CL, (CL)s. Fill soil and cultivated ground. Average SPT value: N30 = 4. Thickness ranged from 0.5 to 3.5 m, with an average of 1.7 m. Layer 1 This layer was encountered in all boreholes. The mechanical properties of this layer changed depending on its sand content and so it was divided four sub layers: 1A, 1B, 1B1 and 1C. Sub layer 1A Sub layer 1A was encountered at the ground surface or underlying layer KQ. It was encountered only in borings: IN-NH30-CV1, IN-NH30-2, IN-NH30-CV3, IN-NH30-4, AR-DC1, AR-DC1-L, AR-DC1-R, EB-CV12 and AR-TTH2-L. Description: Fat Clay; greenish to brownish to blackish grey; soft to very soft; CH. Average SPT value: N30 = 1. Thickness ranged from 3.0 to 19.2 m, with an average of 10.9 m. Sub layer 1B Sub layer 1B was found throughout the soil profile. It underlies layer KQ or sub layer 1A and was encountered in most of boreholes (except IN-NH30-2, IN-NH30-4, EB-3, EB-4-R, AR-TTH2-L, EB-11-L, EB-11-R, EB-CV12 and EB-15-R). Description: Lean Clay; brownish to greenish to blackish grey; soft to very soft; CL. Average SPT value: N30 = 2. Thickness ranged from 1.6 to 19.0 m, with an average of 8.9 m. Sub layer 1B1 This sub layer underlies sub layer 1A or 1B. It was unevenly distributed in the investigation region and encountered only in boreholes EB-3, EB-3L and EB-3R. Description: Clayey Sand; brownish to greenish grey; loose; SC. Average SPT value: N30 = 5. Thickness ranged from 8.0 to 12.5 m, with an average of 9.5 m. Sub layer 1C This sub layer underlies sub layer 1A or 1B. It was unevenly distributed in investigation region and encountered in boreholes near Km 0+700, Km 1+400, Km 1+700 - Km 1+900, Km 2+683, Km 2+900 - Km 3+045, and Km 3+400 – Km 3+910. Description: Lean Clay with sand; brownish to greenish grey, blackish green; medium stiff; (CL)s. Average SPT value: N30 = 6. Thickness ranged from 1.9 to 17.6 m, with an average of 9.8 m. Layer 2 Sub-layer 2A This sub-layer was encountered in EB-CV2. Description: Sandy Lean Clay; blackish brown; stiff; s(CL). Average SPT value: N30 = 14. Thickness: 2.5m.

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Final Report, Detailed Design (Road) Layer 3 This layer was divided into two sub layers: 3A, 3B and one lens: TK3B-1. Sub layer 3A Sub layer 3A underlies sub layer 1A, 1B or 1C. It was found in most boreholes: Km 0+127 to Km 0+158, Km 1+300, Km 1+522 to Km 2+177, Km 2+177, Km 2+800, Km 3+045 to Km 3+280, EB-1L, EB-1R, AR-TTH2L, EB-11R, EB-15L and AR-CL1. Description: Silty Sand, Clayey Sand; blackish to greenish gray, blackish green; loose; SM, SC. Average SPT value: N30 = 8. Thickness ranged from 2.0 to 9.8 m, with an average of 4.8 m. Sub layer 3B This sub layer underlies sub layer 1B, 1C or 3A and was encountered in all most boreholes: Km 0+127 to Km 0+158, Km 0+548 to Km 2+177, Km 2+800 to Km 3+761, AR-CL1, AR-CL2. Some boreholes did not encounter the base of this sub layer. Description: Silty Sand, Clayey Sand; blackish to greenish gray, blackish green; medium dense; SC, SM. Average SPT value: N30 = 19. Thickness ranged from 2.5 to 19.0 m, with an average of 6.4 m. LensTK3B-1 In sub layer 3B, lens TK3B-1 was encountered in boring IN-NH30-CV3. Description: Sandy Lean Clay, blackish green, soft; s(CL). Average SPT value: N30 = 4. Thickness: 1.6 m. Layer 4 This layer includes four sub-layers: 4A, 4B, 4C, 4E and lens TK4B-1. Sub layer 4A This sub layer underlies sub layers 1C, 3A or 3B. It was unevenly distributed in the investigation region: Km 3+045, Km 3+910, AR-DC2-L and AR-DC2-R. Description: Lean Clay; greenish to blackish to brownish gray; medium stiff; CL. Average SPT value: N30 = 6. Thickness ranged from 2.5 to 16.5 m, with an average of 7.9 m. Sub layer 4B This sub layer underlies sub layer 3A, 3B or 4A. It was unevenly distributed in the investigation region and encountered in boreholes in: Km 1+700, Km 2+000, Km 2+683, Km 3+045, Km 3+910, AR-DC2-L, AR-DC2-R, EB-1-L and EB-1-R. Description: Fat Clay; brownish to blackish gray; medium stiff; CH. Average SPT value: N30 =8. Thickness ranged from 3.0 to 8.5 m, with an average of 6.4 m. Lens TK4B-1 This lens was encountered only in borings AR-TTH2, AR-TTH2-L, AR-TTH2-R and EB-CV12. Description: Silty Sand, Clayey Sand, brownish to blackish gray; medium dense; SM, SC. Average SPT value: N30 = 11. Thickness ranged from 1.0 to 5.8 m, with an average of 4.4 m.

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Final Report, Detailed Design (Road) Sub layer 4C Sub layer 4C underlies sub layer 3B and was encountered only in borings AR-TTH2, AR-TTH2-L, AR-TTH2-R, AR-CL1, AR-CL2 and AR-CL3. Description: Fat Clay, greenish gray; stiff to very stiff; CH. Average SPT value: N30 = 16. Thickness ranged from 2.0 to 12.0 m, with an average of 5.5 m. Sub layer 4E Sub layer 4E underlies sub layer 4B and lens TK4B-1. It was encountered only in borings AR-TTH2, AR-TTH2-L, AR-TTH2-R and AR-CL1. Description: Lean Clay; brownish gray, yellowish brown; stiff to very stiff; CL. Average SPT value: N30 = 19. Thickness ranged from 3.3 to 5.5 m, with an average of 4.2 m. Layer 5 This layer underlies sub layer 4A or 4E and was encountered only in EB-1-R and AR-TTH2-R. Description: Silty Sand, Clayey Sand; blackish green; medium dense; SM, SC. Average SPT value: N30 =27.

3.3.6.1.2 Procurement Package CW1C Geotechnical investigation for this Package was conducted by Thanh Cong. It includes the South Approach Road to Cao Lanh Bridge (km 6+200 to km 7+800), and the PR-849 Interchange. Soil conditions from surface to depth are summarized below: Layer KQ This layer was encountered in all boreholes (except EB-CV21 and EB-27). Description: Fat Clay, Fat Clay with sand; brownish to yellowish to blackish gray, yellowish brown; medium stiff to stiff; CH, (CH)s. Fill soil and cultivated ground. Average SPT value: N30 = 6. Thickness ranged from 0.0 to 2.7 m, with an average of 1.7 m. Along the interchange, thickness ranged from 1.2 to 1.3 m, with an average of 1.3 m. Layer 1A Layer 1A underlies layer KQ and was found in all soil borings. Description: Elastic Silt, Elastic Silt with sand; brownish to blackish gray; very soft to soft; MH, (MH)s. SPT values: N30 = 0 to 2. Thickness ranged from 17.6 to 31.2 m, with an average of 23.3 m. Along the interchange, thickness ranged from 17.2 to 23.1 m, with an average of 19.9 m. Layer 2A Layer 2A underlies layer 1A, and was encountered under most of the alignment except between km 6+960 to the Tam My Bridge and in boring IN-TL849-3. Description: Lean Clay, Lean Clay with sand, sandy Lean Clay; brownish to yellowish gray, grayish green, yellowish brown; medium stiff to stiff; CL, (CL)s, s(CL). Average SPT value: N30 = 8. Thickness ranged from 8.4 to 22.4 m, with an average of 15.5 m. The bottom of Layer 2A was not penetrated in borings EB-22 and EB-22R, which were drilled to 40 m. Along the interchange, thickness ranged from 2.5 to 12.0 m, with an average of 8.2 m.

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Final Report, Detailed Design (Road) Layer 3B Layer 3B underlies layers 1A or 2A. It was encountered only in borings EB-26, AR-TM1, ARTM1L, AR-TM1R and in the interchange. Description: Silty Sand; blackish to brownish gray; loose to medium dense; (SM). Average SPT value: N30 = 10. Thickness ranged from 5.8 to >16.3 m. The bottom of Layer 3B was not penetrated in borings AR-TM1, AR-TM1L, ARTM1R, which were drilled to 40.5, 29.5 and 30.5 m, respectively. Along the interchange, thickness ranged from 1.3 to 2.3 m, with an average of 1.8 m. Layer 4 Layer 4 was subdivided into two sub layers, 4A and 4C, based on differences in SPT Nvalues and classification. Sub layer 4A This sub layer underlies layers 2A or 3B. It was encountered sporadically along the alignment in borings EB-19R, EB-19L, EB-20, EB-22L, EB-23 EB-CV25, EB-26 and in the interchange (except boring IN-TL849-5). Description: Lean Clay, Lean Clay with sand, sandy Lean Clay; blackish to brownish gray, grayish green, yellowish brown; medium stiff to stiff; CL, (CL)s, s(CL). Average SPT value: N30 =8. Thickness ranged from 1.9 to >16.0 m. The bottom of sub layer 4A was not penetrated in borings EB-19R, EB-19L, EB-20, EB-23 EB-CV25 and EB-26, which were drilled to 40.5, 40.5, 40.5, 45.5, 49.5 and 45.5 m, respectively. Along the interchange, thickness ranged from 6.0 to 12.2 m, with an average of 9.4 m. The bottom of sub layer 4A was not penetrated in borings IN-TL849-2 and IN-TL849-3, which were drilled to 30.5 m. Sub layer 4C This sub layer underlies sub layer 2A or 4A. It was encountered along the alignment in borings AR-CL4, AR-CL5, AR-CL6, EB-CV18, EB-CV21, EB-22L, EB-23L, EB-CV25L, EBCV25R, AR-TM2, AR-TM2L, AR-TM2R and EB-CV28; and in interchange borings INTL849-CV1 and IN-TL849-4. Description: Fat Clay, Fat Clay with sand, sandy Fat Clay; brownish to yellowish gray; stiff to very stiff; CH, (CH)s, s(CH). Average SPT value: N30 = 15. Where encountered, sub layer 4C was the bottom soil layer. Thickness ranged from 1.9 to >7.8 m. Along the interchange, thickness ranged from 5.2 to >5.3 m.

3.3.6.1.3 Procurement Package CW2A Geotechnical investigation for this Package was conducted by Thanh Cong and VNC. It includes the Interconnecting Road, North Section (km 7+800 to km 13+750). Soil conditions from surface to depth are summarized below: Thanh Cong: km 7+800 to km 9+700 Layer KQ This layer was encountered in all boreholes. Description: Fat Clay, Fat Clay with sand; brownish to yellowish to blackish gray, yellowish brown; medium stiff to stiff; CH, (CH)s. Fill soil and cultivated ground. Average SPT value: N30 = 8. Thickness ranged from 1.0 to 1.6 m, with an average of 1.3 m.

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Final Report, Detailed Design (Road) Layer 1A Layer 1A underlies layer KQ and was found in all soil borings. Description: Elastic Silt, Elastic Silt with sand; brownish to blackish gray; very soft to soft; MH, (MH)s. SPT values: N30 = 0 to 2. Thickness ranged from 11.6 to 33.8 m, with an average of 23.3 m. Layer 2A Layer 2A underlies layer 1A, and was encountered under most of the alignment (except in borings EB-29, EB-29R, EB-29L and AR-TL2R). Description: Lean Clay, Lean Clay with sand, sandy Lean Clay; brownish to yellowish gray, grayish green, yellowish brown; medium stiff to stiff; CL, (CL)s, s(CL). Average SPT value: N30 = 8. Thickness ranged from 2.3 to 21.5 m, with an average of 12.1 m. The bottom of Layer 2A was not penetrated in borings EB-39, EB-40, EB-40R EB-40L, which were drilled to 40.5 m. Layer 3B Layer 3B underlies layer 1A or 2A. It was encountered only in boringsEB-29, EB-29R, EB-29L, EB-32, AR-TL1, AR-TL1R, AR-TL1L, AR-TL2 and AR-TL2R. Description: Silty Sand; blackish to brownish gray; loose to medium dense; (SM). Average SPT value: N30 = 10. Thickness ranged from 1.8 to >7 m. The bottom of Layer 3B was not penetrated in borings EB-29, EB29R, EB-29L, EB-32, AR-TL1, AR-TL1R andAR-TL1L, which were drilled to 37.5, 37.5, 33.5, 32.5, 36.5, 36.5 and 36.5 m, respectively. Layer 4 Layer 4 was subdivided into two sub layers, 4A and 4C, based on differences in SPT Nvalues and classification. Sub layer 4A This sub layer underlies layer 2A or 3B. It was encountered sporadically along the alignment in borings EB-30, EB-31, AR-TL2, AR-TL2R, AR-TL2L, EB-36, EB-36L, EB-38, EB-38R, EB-38L. Description: Lean Clay, Lean Clay with sand, sandy Lean Clay; blackish to brownish gray, grayish green, yellowish brown; medium stiff to stiff; CL, (CL)s, s(CL). Average SPT value: N30 =8. Thickness ranged from 0.7 to 12.8 m, with an average of 4.3m.The bottom of Layer 4A was not penetrated in borings EB-30, EB-31, EB-36, EB-36L, EB-38, EB-38R and EB-38L, which were drilled to 40.5 (EB-36 to 38.5 m). Sub layer 4C This sub layer underlies layer 2A or sub layer 4A. It was encountered along the alignment in borings EB-31R, EB-31L, AR-TL2, AR-TL2R, AR-TL2L, EB-33, EB-34, EB34R, EB-34L, EB-CV35 and EB-CV37. Description: Fat Clay, Fat Clay with sand, sandy Fat Clay; brownish to yellowish gray; stiff to very stiff; CH, (CH)s, s(CH). Average SPT value: N30 = 15. Where encountered, layer 4C was the bottom soil layer. Thickness ranged from 1.0 to >7.1 m.

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Final Report, Detailed Design (Road) VNC: km 9+700 to km 13+750 Layer KQ This layer was encountered in a few scattered borings along this portion of the alignment. Description: Fat Clay, Lean Clay; bluish to blackish gray; with organics; CH, CL. Fill soil and cultivated ground. Average SPT value: N30 = 6. Thickness ranged from 0 to 1.8 m, with an average of 0.2 m. Layer 1A Layer 1A underlies layer KQ or is on the ground surface, and was found in all soil borings. Description: Elastic Silt with sand; blackish gray; very soft to soft; (MH)s. SPT values: N30 = 0 to 2. Thickness ranged from 19.9 to 40.6 m, with an average of 30.0 m. Layer 2 Layer 2 was subdivided into two sub layers, 2A and 2B, based on differences in SPT Nvalues and classification. Sub Layer 2A This sub layer underlies layer 1A, and was encountered under most of the alignment (except in borings EB-43, EB-CV47, EB-48, AR-K.DS1-R, EB-50, EB-54L, EB-54R, EBCV62, EB-63, EB-63L, EB-65L, EB-65R and EB-CV66). Description: Lean Clay, Fat Clay with sand; bluish to brownish to yellowish gray; stiff; CL, (CH)s. Average SPT value: N30 = 10. Thickness ranged from 2.0 to 20.2 m, with an average of 8.1 m. The bottom of Layer 2A was not penetrated in borings AR-K.DS1, EB-54, EB-59, EB-59L, EB-59R, EB-60, EB-61, EB-61L, EB-61R or EB-63R, which were drilled to 30.5, 37.8, 41.6, 41.6, 41.6, 41.6, 41.6, 41.6, 41.6 and 40.1 m, respectively. Sub Layer 2B This sub layer underlies layer 1A or sub layer 2A. It was unevenly distributed in investigation region and encountered in boreholes between km 9+790 and 10+375, on either side of the Dat Set Bridge, km 12+050 to km 12+700, and km 13+150 to km 13+650. Description: Lean Clay, Fat Clay with sand; bluish to brownish to yellowish gray; medium stiff; CL, (CH)s. Average SPT value: N30 = 6. Thickness ranged from 0.9 to 13.6 m, with an average of 4.6 m. Layer 3B Layer 3B underlies layer 1A or sub layer 2A. It occurred sporadically along this portion of the alignment and was encountered only in boringsAR-ML2, AR-ML2-L, EB-43, EB-44, EB44L, EB-44R, EB-CV47, EB-48 and EB-50. Description: Clayey Sand, Silty Sand; bluish to blackish gray; medium dense; SC, SM. Average SPT value: N30 = 12. Thickness ranged from 3.1 to >9.6 m. The bottom of Layer 3B was not penetrated in borings AR-ML2, EB-44, EB44L, EB-44R or EB-48, which were drilled to 36.4, 39.1, 39.6, 41.6 and 35.6 m, respectively. Layer 4C Layer 4C underlies sub layer 2A or 3B. It occurred sporadically along this portion of the alignment and was encountered only in boringsEB-43, EBCV45, EB-46, EB-46L, EB-46R, EBCV47 and EB-50. Description: Lean Clay, Lean Clay with sand; gray; stiff; occasional Fat Clay Page 26 of 271

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Final Report, Detailed Design (Road) layers; CL, (CL)s. Average SPT value: N30 = 10. Where encountered, layer 4C was the bottom soil layer, except in boring EB-50. Thickness ranged from 2.0 to >13.1 m. Layer 5 Layer 5 underlies sub layer 2A or 3B. It occurred in a limited area of this portion of the alignment between km 11+740 and km 12+00. Description: Silty Sand, Clayey Sand; blackish green; medium dense; SM, SC. Average SPT value: N30 = 12. Where encountered, layer 5 was the bottom soil layer. Thickness ranged from 2.8 to >5.6 m.

3.3.6.1.4 Procurement Package CW2B Geotechnical investigation for this Package was conducted by VNC. It includes the Interconnecting Road, Central Section (km 13+750 to km 18+200). Soil conditions from surface to depth are summarized below: Layer KQ This layer was encountered in a few scattered borings along this portion of the alignment. Description: Fat Clay, Lean Clay; bluish to blackish gray; with organics; CH, CL. Fill soil and cultivated ground. Average SPT value: N30 = 6. Thickness ranged from 0 to 1.6 m, with an average of 0.2 m. Layer 1A Layer 1A underlies layer KQ or is on the ground surface, and was found in all soil borings. Description: Elastic Silt with sand; blackish gray; very soft to soft; (MH)s. SPT values: N 30 = 0 to 2. Thickness ranged from 13.5 to 41.0 m, with an average of 33.3 m. Layer 2 Layer 2 was subdivided into two sub layers, 2A and 2B, based on differences in SPT Nvalues and classification. Sub Layer 2A This sub layer underlies layer 1A and was unevenly distributed along this portion of the alignment. Description: Lean Clay, Fat Clay with sand; bluish to brownish to yellowish gray; stiff; CL, (CH)s. Average SPT value: N30 = 10. Thickness ranged from 1.4 to 23.5 m, with an average of 7.6 m. The bottom of sub layer 2A was not penetrated in borings EB-67, AR-K.XM1, EB-79L, EB-79R, EB-80, EB-84, EB-85, EB-86, EB-86L or EB-86R, which were drilled to 41.5, 45.5, 40.6, 40.6, 40.2, 41.5, 40.5, 39.6, 40.5 and 41.6 m, respectively. Sub Layer 2B This sub layer underlies sub layer 1A or 2A. It was distributed under most of this portion of the alignment (except in borings EB-67, AR-K.XM1, EB-79L, EB-79R, EB-80, EB-84, EB-85, EB-86, EB-86L and EB-86R). Description: Lean Clay, Fat Clay with sand; bluish to brownish to yellowish gray; medium stiff; CL, (CH)s. Average SPT value: N30 = 6.Where encountered, sub layer 2B was the bottom soil layer. Thickness ranged from 0.8 to >8.8 m.

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3.3.6.1.5 Procurement Package CW2C Geotechnical investigation for this Package was conducted by VNC and The He. It includes the Interconnecting Road, South Section, km 18+200 to km 23+450, and the NH-80 Interchange. Soil conditions from surface to depth are summarized below: VNC: km 18+200 to km 18+358 (4 borings) Layer 1A Layer 1A occurs at the ground surface, and was found in all soil borings along this portion of the alignment. Description: Elastic Silt with sand; blackish gray; very soft to soft; (MH)s. SPT values: N30 = 0 to 2. Thickness ranged from 30.5 to 31.7 m, with an average of 30.9 m. Layer 2 Layer 2 was subdivided into two sub layers, 2A and 2B, based on differences in SPT Nvalues and classification. Sub Layer 2A This sub layer underlies layer 1A and was found in all soil borings along this portion of the alignment. Description: Lean Clay, Fat Clay with sand; bluish to brownish to yellowish gray; stiff; CL, (CH)s. Average SPT value: N30 = 10. Thickness ranged from 4.9 to >7.1 m. The bottom of sub layer 2A was not penetrated in borings AR-LV1, ARLV1-L or AR-LV1-R, which were drilled to 37.6 and 35.5 and 37.6 m, respectively. Sub Layer 2B This sub layer underlies sub layer 2A and was encountered only in boring EB-88. Description: Lean Clay, Fat Clay with sand; bluish gray, brownish to yellowish gray; medium stiff; CL, (CH)s. Average SPT value: N30 = 6. Thickness was >3.1. VNC: NH-80 Interchange (3 borings) Layer KQ This layer was encountered in all interchange borings. Description: Fat Clay, Lean Clay; bluish to blackish gray; with organics; CH, CL. Fill Soil and cultivated ground. Average SPT value: N30 = 6. Thickness ranged from 0.4 to 0.5 m, with an average of 0.5 m. Layer 1A Layer 1A underlies layer KQ and was found in all interchange borings. Description: Elastic Silt with sand; blackish gray; very soft to soft; (MH)s. SPT values: N30 = 0 to 2. Thickness ranged from 19.5 to 21.5 m, with an average of 20.4 m. Layer 2 Layer 2 was subdivided into two sub layers, 2A and 2B, based on differences in SPT Nvalues and classification.

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Final Report, Detailed Design (Road) Sub Layer 2A This sub layer underlies layer 1A and was found only in boring IN-NH80-6. Description: Lean Clay, Fat Clay with sand; bluish to brownish to yellowish gray; stiff; CL, (CH)s. Average SPT value: N30 = 10. Thickness was 3.7 m. Sub Layer 2B This sub layer underlies layer 1A or sub layer 2A and was encountered in all interchange borings. Description: Lean Clay, Fat Clay with sand; bluish to brownish to yellowish gray; medium stiff; CL, (CH)s. Average SPT value: N30 = 6. Thickness ranged from 4.0 to 6.5 m, with an average of 5.5 m. The bottom of sub layer 2B was not penetrated in boring IN-H80-6, which was drilled to 31.6 m. Layer 4D Layer 4D underlies sub layer 2B and was encountered in boringsIN-H80-7 and IN-H80-CV8. Description: Lean Clay, Lean Clay with sand; gray; stiff; occasional Fat Clay layers; CL, (CL)s. Average SPT value: N30 = 10. Where encountered, layer 4D was the bottom soil layer. Thickness was >2.6 m. The He: NH-80 Interchange (5 borings) Layer KQ This layer was encountered in all interchange borings except IN-NH80-1. Description: Lean Clay, Lean Clay with sand; greenish to brownish to blackish gray, reddish to yellowish brown; soft to stiff; mixed with organics; CL, (CL)s. Fill Soil and cultivated ground. Average SPT value: N30 = 4. Thickness ranged from 0 to 1.7 m, with an average of 1.1 m. Layer 1A Layer 1A was encountered at the ground surface or underlying layer KQ in all borings. Description: Fat Clay, Fat Clay with sand; greenish to brownish to blackish gray; very soft to soft; CH, (CH)s. Average SPT value: N30 = 1. Thickness ranged from 8.9 to 19.5 m, with an average of 13.0 m. Layer 3A Layer 3A underlies Layer 1A and was encountered only in borings IN-NH80-CV3 and INNH80-5. Description: Silty Sand, Clayey Sand; blackish to greenish gray, blackish green; loose; SM, SC. Average SPT value: N30 = 6. Thickness ranged from 3.0 to 3.2 m, with an average of 3.1 m. Layer 4 This layer includes two sub-layers: 4B and 4E. Sub layer 4B This sub layer underlies layer 1A or 3A and was found in borings IN-NH80-CV3, INNH80-4 and IN-NH80-5. Description: Fat Clay, brownish gray, blackish green, blackish brown; medium stiff; CH. Average SPT value: N30 =6. Thickness ranged from 4.1 to 7.3 m, with an average of 5.8 m.

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Final Report, Detailed Design (Road) Sub layer 4E Sub layer 4E underlies layer 1A or sub layer 4B. It was encountered in all interchange borings. Description: Lean Clay to Sandy Lean Clay; stiff to very stiff; CL, s(CL). Average SPT value: N30 = 15.Sub layer 4E was the bottom soil layer; thickness was >6 m. The He: Mainline km 19+100 to km 23+450 Layer KQ This layer was encountered in most borings in this portion of the alignment. Description: Lean Clay, Lean Clay with sand, greenish to brownish to blackish gray, reddish to yellowish brown; CL, (CL)s. Fill soil and cultivated ground. This layer was not sampled by the SPT. Thickness ranged from 0.0 to 2.3 m, with an average of 0.9 m. Layer 1 This layer was encountered in all boreholes. The mechanical properties of this layer changed depending on its sand content and so it was divided four sub layers: 1A, 1B, 1C and 1D in this portion of the alignment. Sub layer 1A Sub layer 1A was encountered underlying layer KQ or at the ground surface. It was described in most borings between km 19+100 and km 22+150. Description: Fat Clay; greenish to brownish to blackish gray; soft to very soft; CH. Average SPT value: N30 = 1. Thickness ranged from 1.9 to 18.3 m, with an average of 9.8 m. Sub layer 1B Sub layer 1B was found throughout the soil profile. It underlies layer KQ or sub layer 1A and was encountered in most boreholes. Description: Lean Clay; brownish to greenish to blackish gray; soft to very soft; CL. Average SPT value: N30 = 2. Thickness ranged from 1.0 to 12.3 m, with an average of 6.2 m. Sub layer 1C This sub layer underlies layer KQ, sub layer 1A or 1B. It was unevenly distributed in this portion of the alignment and encountered only in boreholes between km 20+325 and km 21+150, and km 22+820 and 23+110. Description: Lean Clay with sand; brownish to greenish gray, blackish green; medium stiff; (CL)s. Average SPT value: N30 = 6. Thickness ranged from 1.1 to 7.4 m, with an average of 3.9 m. Sub layer 1D This sub layer underlies sub layer 1B or 1C. It was unevenly distributed in this portion of the alignment and encountered only in boreholes EB-92, EB-92L, EB-92R, EB-96L, and between km 22+150 and km 23+110. Description: Fat Clay, Fat Clay with sand; greenish to brownish to blackish gray; very soft to soft; CH, (CH)s. Average SPT value: N30 = 6. Thickness ranged from 2.7 to 10.6 m, with an average of 6.6 m.

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Final Report, Detailed Design (Road) Layer 2A Layer 2A underlies sub layer 1A, 1B, 1C or 1D. It was found in most boreholes between km 19+100 and km 21+950. Description: Lean Clay; brownish to yellowish gray, yellowish brown; stiff to very stiff; CL. Average SPT value: N30 = 14. Thickness ranged from 2.6 to 16.9 m, with an average of 4.0 m. Layer 3 This layer was divided into two sub layers: 3A and 3B. Sub layer 3A Sub layer 3A underlies sub layer 1A or 1B. It was encountered only in boreholes EB93, EB-120, EB-120L and EB-120R. Description: Silty Sand, Clayey Sand; blackish to greenish gray, blackish green; loose; SM, SC. Average SPT value: N30 = 6. Thickness ranged from 1.9 to 11.0 m, with an average of 8.5 m. Sub layer 3B Sub layer 3B underlies sub layer 1D or 3A. It was encountered only in boreholes EB92, EB-92L, EB-92R and EB-93. Description: Silty Sand, Clayey Sand; blackish to greenish gray; medium dense; SM, SC. Average SPT value: N30 = 12. Thickness ranged from 3.9 to 4.9 m, with an average of 4.5 m. Layer 4 This layer includes two sub-layers, 4A and 4E, in this portion of the alignment. Sub layer 4A This sub layer underlies sub layer 1D and layer 2A. It was unevenly distributed in this portion of the alignment and encountered in borehole EB-CV94, and between km 22+820 and km 23+360. Description: Lean Clay, Lean Clay with sand; greenish to blackish to brownish gray; medium stiff to stiff; CL, (CL)s. Average SPT value: N30 = 8. Thickness ranged from 0.9 to 4.9 m, with an average of 2.6 m. Sub layer 4E This sub layer underlies sub layers 1A, 1D and 4A. It was encountered in borehole EBCV94, and between km 22+150 and km 23+360. Description: Lean Clay; brownish to yellowish gray, yellowish brown; stiff to very stiff; CL. Average SPT value: N30 = 13. Thickness ranged from 2.8 to 18.1 m, with an average of 5.9 m. Layer 6 This layer underlies sub layer 2A and was encountered only in boreholes AR-LV2 and ARLV2-R. Composition: Silty Clay, yellowish brown, stiff; (CL-ML). Average SPT value: N30 =11. Thickness ranged from 1.2 to 1.3 m.

3.3.6.1.6 Procurement Package CW3A Geotechnical investigation for this Package was conducted by The He. It includes the approach roads to the Vam Cong Bridge (km 23+700 to km 23+831, and 26+800 to 27+000). Soil conditions from surface to depth are summarized below: Page 31 of 271

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Final Report, Detailed Design (Road) km 23+700 to km 23+831 (Vam Cong Bridge) (3 borings) Layer KQ This layer was encountered in all borings. Description: Fill soil and cultivated ground. This layer was not sampled by the SPT. Thickness ranged from 1.6 to 1.9 m, with an average of 1.7 m. Layer 1C This layer underlies layer KQ and was encountered in all boreholes. Description: Lean Clay brownish to greenish gray; medium stiff; CL. Average SPT value: N30 = 5. Thickness ranged from 1.2 to 1.5 m, with an average of 1.3 m. Layer 3 This layer was divided into two sub layers: 3A and 3B. Sub layer 3A Sub layer 3A underlies layer 1C and was encountered in all boreholes. Description: Silty Sand, Clayey Sand; blackish to greenish gray, blackish green; loose; SM, SC. Average SPT value: N30 = 6. Thickness ranged from 16.3 to 16.6 m, with an average of 16.5 m. Sub layer 3B Sub layer 3B underlies sub layer 3A and was encountered in all boreholes. Description: Silty Sand, Clayey; blackish to greenish gray; medium dense; SM, SC. Average SPT value: N30 = 14. Thickness ranged from 7.4 to 8.0 m, with an average of 7.7 m. Layer 4E Layer 4E underlies sub layer 3B and occurred in all boreholes. Description: Lean Clay; brownish to yellowish gray, yellowish brown; stiff to very stiff; CL. Average SPT value: N30 = 17. Thickness ranged from 1.2 to >2.0 m. km 26+800 (Vam Cong Bridge) to 27+000 (6 borings) Layer KQ This layer was encountered in all borings. Description: Fill soil and cultivated ground. This layer was not sampled by the SPT. Thickness ranged from 0.1 to 1.6 m, with an average of 0.6 m. Layer 1A This layer underlies layer KQ and was encountered in all boreholes. Description: Description: Fat Clay; greenish to brownish to blackish gray; very soft; CH. Average SPT value: N30 = 1. Thickness ranged from 12.8 to 15.0 m, with an average of 13.8 m.

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Final Report, Detailed Design (Road) Layer 4 This layer includes two sub-layers, 4A and 4E, in this portion of the alignment. Sub layer 4A This sub layer underlies layer 1A and occurred in all borings except AR-VC6. Description: Sandy Lean Clay, Fat Clay; blackish to brownish gray; medium stiff; s(CL), CH. Average SPT value: N30 = 7. Thickness ranged from 2.5 to 6.6 m, with an average of 4.3 m. Sub layer 4E Sub layer 4E underlies layer 1A or sub layer 4A. It occurred in all borings. Description: Lean Clay, Sandy Lean Clay; brownish to yellowish to greenish gray, yellowish brown; stiff to very stiff; CL. Average SPT value: N30 = 15.

3.3.6.1.7 Procurement Package CW3B Geotechnical investigation for this Package was conducted by The He and Thanh Cong. It includes the NH-54 Interchange, North Approach Road to the Vam Cong Bridge (km 23+450 to 23+700), South Approach Road to the Vam Cong Bridge (km 27+000 to km 28+844), and the Connection Road to NH-80. Soil conditions from surface to depth are summarized below: The He: Mainline km 23+450 to km 23+700 (5 borings) Layer KQ This layer was encountered in all borings in this portion of the alignment. Description: Lean Clay, Lean Clay with sand, greenish to brownish to blackish gray, reddish to yellowish brown; CL, (CL)s. Fill soil and cultivated ground. One sample had an SPT value: N30 = 5. Thickness ranged from 0.4 to 1.5 m, with an average of 0.6 m. Layer 1 This layer was encountered in all boreholes. The mechanical properties of this layer changed depending on its sand content and so it was divided four sub layers: 1A and 1B in this portion of the alignment. Sub layer 1A Sub layer 1A was encountered underlying layer KQ. It was encountered only in boring EB-CV123. Description: Fat Clay; brownish gray; soft; CH. SPT value: N30 = 3. Thickness was 3.1 m. Sub layer 1B This sub layer underlies layer KQ. It was encountered in all borings except EB-CV123. Description: Lean Clay to Sandy Lean Clay; brownish gray; very soft; CL, s(CL). Average SPT value: N30 = 1. Thickness ranged from 2.8 to 5.1 m, with an average of 3.5 m.

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Final Report, Detailed Design (Road) Layer 3 This layer was divided into two sub layers: 3A and 3B. Sub layer 3A Sub layer 3A underlies sub layer 1A or 1B. It was encountered in all boreholes except EB-CV121. Description: Silty Sand, Clayey Sand; blackish to greenish gray, blackish green; loose; SM, SC. Average SPT value: N30 = 6. Thickness ranged from 9.4 to 18.1 m, with an average of 15.9 m. Sub layer 3B Sub layer 3B underlies sub layer 1A and was encountered only in borehole EB-CV123. Description: Silty Sand, Clayey; greenish, blackish gray; medium dense; SM, SC. Average SPT value: N30 = 14. Thickness was 10.4 m. Layer 4 This layer includes two sub-layers, 4B and 4E, in this portion of the alignment. Sub layer 4B This sub layer underlies sub layer 1B and occurred only in boring EB-CV121 in this portion of the alignment. Description: Sandy Lean Clay, Fat Clay; blackish to brownish gray; medium stiff; s(CL), CH. Average SPT value: N30 = 7. Thickness was 10.6 m. Sub layer 4E Sub layer 4E underlies sub layers 3A or 3B, and occurred in all boreholes. Description: Lean Clay; brownish to yellowish gray, yellowish brown; stiff to very stiff; CL. Average SPT value: N30 = 15.Sub layer 4E was the bottom soil layer. Thickness ranged from >3.1 to >111.5 m. The He: NH-54 Interchange (5 borings) Layer KQ This layer was encountered in all interchange borings. Description: Lean Clay, Lean Clay with sand, greenish to brownish to blackish gray, reddish to yellowish brown; CL, (CL)s. Fill soil and cultivated ground. This layer was not sampled by the SPT. Thickness ranged from 0.4 to 0.8 m, with an average of 0.5 m. Layer 1 This layer was encountered in all boreholes. Sub layers: 1B, 1C and 1D occurred in the interchange borings. Sub layer 1B Sub layer 1B occurred in borings IN-NH54-1 and IN-NH54-2; it underlies layer KQ. Description: Lean Clay; brownish to greenish to blackish gray; very soft; CL. Average SPT value: N30 = 1. Thickness ranged from 2.1 to 2.4 m, with an average of 2.3 m.

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Final Report, Detailed Design (Road) Sub layer 1C Sub layer 1C occurred in borings IN-NH54-3, IN-NH54-4 and IN-NH54-5; it underlies layer KQ. Description: Lean Clay with sand; brownish to greenish gray, blackish green; medium stiff; (CL)s. Average SPT value: N30 = 3. Thickness ranged from 1.4 to 6.1 m, with an average of 3.1 m. Sub layer 1D This sub layer occurred only in boring IN-NH54-3; it underlies sub layer 1C. Description: Fat Clay; brownish gray; very soft; CH. Average SPT value: N30 = 1. Thickness was 4.7 m. Layer 3 This layer occurred in all interchange borings and was described in two sub layers: 3A and 3B. Sub layer 3A Sub layer 3A underlies sub layers 1B, 1C or 1D; it was encountered in all interchange borings. Description: Clayey Sand, Silty Sand: blackish to greenish gray; loose; SC, SM. Average SPT value: N30 = 7. Thickness ranged from 7.5 to 9.8 m, with an average of 8.5 m. Sub layer 3B This sub layer occurred in borings IN-NH54-3 and IN-NH54-4; it underlies sub layer 3A. Description: Clayey Sand, Silty Sand; greenish gray; medium dense; SC, SM. Average SPT value: N30 = 15. Thickness ranged from 3.3 to >3.5 m. Layer 4 This layer includes two sub-layers, 4A and 4B, in the NH-54 interchange. Sub layer 4A Sub layer 4A occurred in borings IN-NH54-1 and IN-NH54-2; it underlies sub layer 3A. Description: Fat Clay with sand; brownish to blackish gray; medium stiff; (CH)s. Average SPT value: N30 = 6. Thickness ranged from 2.4 to 3.7 m, with an average of 3.1 m. Sub layer 4B This sub layer occurred only in boring IN-NH54-5; it underlies sub layer 3A. Description: Fat Clay; brownish gray; medium stiff; CH. Average SPT value: N30 = 6. Thickness was 3.7 m. Layer 5 This layer underlies sub layer 4A or 4B, and was encountered in boreholes IN-NH54-1, INNH54-2 and IN-NH54-5. Description: Clayey Sand, Silty Sand; greenish gray, medium dense; SC, SM. Average SPT value: N30 =16. Thickness ranged from 3.8 to >5.8.

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Final Report, Detailed Design (Road) The He: Mainline km 27+000 to km 28+844 Layer KQ This layer was encountered in most borings in this portion of the alignment between km 27+000 and 28+445. Description: Lean Clay, Lean Clay with sand, greenish to brownish to blackish gray, reddish to yellowish brown; CL, (CL)s. Fill soil and cultivated ground. Where thick enough to sample this layer had SPT N30values ranging from 2 to 5. Thickness ranged from 0.0 to 1.8 m, with an average of 0.7 m. Layer 1 This layer was encountered in all boreholes. The mechanical properties of this layer changed depending on its sand content and so it was divided four sub layers: 1A, 1B, 1C and 1D in this portion of the alignment. Sub layer 1A Sub layer 1A was encountered underlying layer KQ. It was described in borings between km 27+000 and km 28+445. Description: Fat Clay; greenish to brownish to blackish gray; soft to very soft; CH. Average SPT value: N30 = 1. Thickness ranged from 10.5 to 16.5 m, with an average of 13.5 m. Sub layer 1B This sub layer underlies layer KQ. It was encountered in boreholes between km 28+445 and 28+825. Description: Lean Clay; brownish to greenish to blackish gray; soft to very soft; CL. Average SPT value: N30 = 2. Thickness ranged from 1.3 to 1.6 m, with an average of 1.7 m. Sub layer 1C This sub layer underlies sub layer 1A. It was encountered only in boring EB-CV125. Description: Lean Clay; brownish to greenish gray, blackish green; medium stiff; CL. SPT value: N30 = 9. Thickness was 2.5 m. Sub layer 1D This sub layer underlies sub layer 1B. It was encountered only in boreholes between km 28+445 and km 28+825. Description: Fat Clay; greenish to blackish gray; very soft; CH. Average SPT value: N30 = 1. Thickness ranged from 8.9 to 9.9 m, with an average of 9.3 m. Layer 2A Layer 2A underlies sub layer 1A. It was found only in boreholes between km 27+645 and km 28+025. Description: Lean Clay; brownish to yellowish gray, yellowish brown; stiff to very stiff; CL. Average SPT value: N30 = 12.Where encountered, layer 2A was the bottom soil layer. Thickness was >2.5 to >10.8 m.

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Final Report, Detailed Design (Road) Layer 3 This layer was divided into two sub layers: 3A and 3B. Sub layer 3A Sub layer 3A underlies sub layer 1C and was encountered only in EB-CV125. Description: Clayey Sand; yellowish brown; loose; SC. Average SPT value: N30 = 11. Thickness was 14.6 m. Layer 4 This layer includes two sub-layers, 4A and 4E, in this portion of the alignment. Sub layer 4A This sub layer underlies sub layer 1D and occurred only in boreholes between km 28+445 and km 28+825. Description: Sandy Lean Clay, Fat Clay, Organic Clay; blackish to brownish gray; medium stiff; s(CL), CH, OH. Average SPT value: N30 = 7. Thickness ranged from 1.3 to 4.1 m, with an average of 2.9 m. Sub layer 4E Sub layer 4E underlies sub layers 1A or 4A. It occurred under this portion of the alignment in borings between km 27+000 and 27+400, and km 28+278 and km 28+825. Description: Lean Clay; brownish to yellowish gray, yellowish brown; stiff to very stiff; CL. Average SPT value: N30 = 15.Where encountered, sub layer 4E was the bottom soil layer. Thickness ranged from >2.4 to >9.6 m. Thanh Cong: Connection Road to NH-80 Layer KQ Layer KQ was found in all boreholes. Description: Fat Clay, Fat Clay with sand; brownish grey, yellowish brown; medium stiff to stiff; CH, (CH)s. Fill soil and cultivated ground, encountered in boreholes in dry land. SPT N30 values ranged from 5 to 9. Thickness ranged from 0.6 to 2.5 m, with an average of 1.2 m. Layer 1A Layer 1A underlies layer KQ and was found in all boreholes. Description: Elastic Silt, Elastic Silt with sand; greenish to blackish gray; very soft to soft; MH, (MH)s. SPT N30 values ranged from 0 to 3. Thickness ranged from 9.2 to 22.8 m, with an average of 15.4 m. Layer 2 This layer was divided into two sub layers: 2A and 2B. Layer 2A Sub Layer 2A underlies layer 1A, and was encountered in all boreholes. Description: Fat/Lean Clay to Fat/Lean Clay with sand; brownish to yellowish gray; medium stiff to very stiff; CH, CL, (CH)s, (CL)s. SPT N30 values ranged from 7 to 24. Thickness ranged from 6.8 to >27.1 m.

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Final Report, Detailed Design (Road) Lenses L1 to L-4 Lenses were found within layer 2A in boreholes EB1, EB3, EB4, EB13 and EB14. Description: Silty Sand; brownish grey to brown; medium dense; SM. SPT N30 values ranged from 8 to 17. Thickness ranged from 0.9 to 2.2 m, with an average of 1.4 m. Layer 2B Layer 2B underlies layer 2A, and was found only in boreholes EB1, EB1L and EB17CV5. Description: Lean Clay, Lean Clay with sand; yellowish brown to brownish gray; stiff to very stiff; CL, (CL)s. SPT N30 values ranged from 8 to 26. Thickness ranged from >1.3 to >5.5 m.

3.3.6.2 Bridges Soils encountered in the bridge borings were divided into layers, sub layers and lenses based on their composition, SPT results, index properties and other laboratory test results. In general, the soils encountered in the borings at the bridge locations included the following from ground surface to depth:

3.3.6.2.1 Dinh Chung Bridge The subsoil is classified into the following 6 main layers. (a) Layer KQ: Fill soil, Fact clay, Sandy lean clay mixed organic, thickness: 1.0-2.5m. (b) Layer 1a: Fat clay, thickness: 7.1-16.6m, SPT: 1 (c) Layer 1b: Lean clay with sand, thickness: 4.6-21.9m, SPT: 4 (d) Layer 3a: Clayey sand, thickness: 2.0-7.3m, SPT: 8 (e) Layer 3b: Clayey sand, thickness: 9-20m, SPT: 22 (f) Layer 4a :Lean clay, thickness: 11.5-22.0m, SPT: 8 (g) Layer 4b: Lean clay, thickness: 10-26m, SPT: 16 (h) Layer 6a: Sandy silty clay, thickness: 2.8m, SPT: 14 (i) Layer 6b: Sandy silty clay, thickness: 5-12m, SPT: 24 (j) Layer 6c: Sandy silt clay, thickness: 1.0-10.0m, SPT: 43 (k) Layer 7a: Clayey sand, thickness: 2.0-5.5m, SPT: 56 (l) Layer 7b: Clayey sand, Silty sand , appeared below EL-65-88m, SPT: 52

3.3.6.2.2 Lin Son Bridge The subsoil is classified into the following 6 main layers. (a) Layer KQ: Fill soil, Fat clay, Sandy lean clay mixed organic, thickness: 0.6-1.0m. (b) Layer 1a: Fat clay, thickness: 2.6m, SPT: 0 (c) Layer 1b: Lean clay, thickness: 12.7-20m, SPT: 2 Page 38 of 271

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Final Report, Detailed Design (Road) (d) Layer 3b: Silty, Clayey sand, thickness: 12.7-21.8m, SPT: 22 (e) Layer 3c : Silty, Clayey sand, thickness: 4.3-8.2m, SPT: 34 (f) Layer 4a: Lean clay, thickness: 3.8-7.2m, SPT: 8 (g) Layer 4b: Lean clay, thickness: 2-4.6m, SPT: 27 (h) Layer 6a: Sandy silty clay, thickness: 4.8-5.8m, SPT: 16 (i) Layer 6b: Silty clay, thickness: 1.7-9.6m, SPT: 23 (j) Layer 6c: Sandy silty clay, thickness: 2-4.6m, SPT: 39 (k) Layer 7a: Clayey sand, thickness: 1.5m, SPT: 35 (l) Layer 7b: Silty, Clayey sand, appeared below EL-49.8-63.9m, SPT: 50

3.3.6.2.3 Khem Ban Bridge The subsoil is classified into the following 5 main layers. (a) Layer 1b: Lean clay, thickness: 6-9.7m, SPT: 4 (b) Layer 3a: Clayey sand, thickness: 1.1-8.5m, SPT: 8 (c) Layer 3b: Silty clayey sand, thickness: 14.7-20.3m, SPT: 23 (d) Layer 4a : Lean clay, thickness: 6.8-10.7m, SPT: 8 (e) Layer 4e: Lean clay, thickness: 4.2-4.3m, SPT: 21 (f) Layer 6b: Sandy silty clay, thickness: 5.3-5.9m, SPT: 13 (g) Layer 7a: Silty clayey sand, thickness: 1.8m, SPT: 24 (h) Layer 7b: Silty clayey sand , appeared below EL-50.9-53.7m, SPT:64

3.3.6.2.4 Thin Thoi Bridge The subsoil is classified into the following 6 main layers. (a) Layer KQ: Fill soil, Clay, Silty clay, thickness: 1.5-3.3m. (b) Layer 1a: Fat clay, thickness: 1.2m, SPT: 1 (c) Layer 1b: Lean clay, thickness: 3.9-13.5m, SPT: 2 (d) Layer 1c: Sandy lean clay, thickness: 11.8m, SPT: 8 (e) Layer 3a: Clayey sand, Silty sand, thickness: 1.8-5.5m, SPT: 9 (f) Layer 3b: Silty clayey sand, thickness: 2.5-10.1m, SPT: 22 (g) Layer 4a: Lean clay, thickness: 5.7-19.9m, SPT: 3 (h) Layer 4b: Fat clay, thickness: 3.5-19.4m, SPT: 6 (i) Layer 4c: Fat clay, thickness: 4.2-13.7m, SPT: 12 (j) Layer 4e: Lean clay, thickness: 1.8-7.7m, SPT: 25 (k) Layer 6a: Sandy silty clay, thickness: 1.4m, SPT: 13 Page 39 of 271

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Final Report, Detailed Design (Road) (l) Layer 6b: Silty clay with sand, thickness: 1.8-7.7m, SPT: 28 (m) Layer 6c: Silty clay, thickness: 1.9m, SPT: 40 (n) Layer 7a: Silty clayey sand , thickness: 3.7-19m, SPT: 44 (o) Layer 7b: Silty clayey sand, appeared below EL-43.1-68.3m, SPT:64

3.3.6.2.5 Rach Mieu Bridge The subsoil is classified into the following 5 main layers. (a) Layer KQ: Fill soil, thickness: 0.9-1.3m. (b) Layer 1b: Lean clay, thickness: 15.1-16.5m, SPT: 1 (c) Layer 1c: Lean clay, thickness: 8.0-9.5m, SPT: 6 (d) Layer 3a: Sandy clay, thickness: 2m, SPT: 7 (e) Layer 3b: Silty, Clayey sand, thickness: 1.7-7m, SPT: 24 (f) Layer 4a : Lean clay, thickness: 9.5-15.3m, SPT: 6 (g) Layer 4b: Lean clay with sand, thickness: 3.5-4.5m, SPT: 26 (h) Layer 7a: Silty clayey sand, thickness: 3.3m, SPT: 19 (i) Layer 7b: Silty clayey sand, appeared below EL-46.7-49.5m, SPT:58

3.3.6.2.6 Tan My Bridge The subsoil is classified into the following 8 main layers. (a) Layer KQ: Fill soil, Fat clay and clay mixed plants, average thickness: 1.77m. (b) Layer 1a: Elastic silt, Elastic silt with sand, thickness: 18.9-28.4m, SPT: 0-4 (c) Layer 2a: Lean clay, Lean clay with sand, thickness: 4.4-12.6m, SPT: 3-11 (d) Layer 3b: Silty sand, thickness: 1.3-8.5m, SPT: 16-48 (e) Layer 4a : Lean clay, Lean clay with sand, thickness: 3.9-16.3m, SPT: 5-15 (f) Layer 4c: Fat clay, Fat clay with sand, thickness: 2.1-9.3m, SPT: 18-39 (g) Layer 4e: Lean clay, Lean clay with sand, thickness: 3.0-9.0m, SPT: 10-28 (h) Layer 7a: Silty sand, Poorly graded sand with silt, thickness: 3.7-12.8m, SPT: 13-48 (i) Layer 8b: Lean clay with sand, Sandy lean clay, thickness: 6.3-14.0m, SPT: 24-63 (j) Layer 9: Poorly graded sand with silt, appeared below EL-69.8-77.1m, SPT:48-112

3.3.6.2.7 Km 8+032 Bridge The subsoil is classified into the following 7 main layers. (a) Layer KQ: Fill soil, Fat clay and clay mixed plants, average thickness: 1.42m. (b) Layer 1a: Elastic silt, Elastic silt with sand, thickness: 15.3-17.8m, SPT: 1-6 (c) Layer 3b: Silty sand, thickness: 7.5m, SPT: 9-15 Page 40 of 271

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Final Report, Detailed Design (Road) (d) Layer 4a: Lean clay, Lean clay with sand, thickness: 16.2-27.7m, SPT: 3-12 (e) Layer 4c: Fat clay, thickness: 4.3-5.4m, SPT: 17-38 (f) Layer 4e: Lean clay, Lean clay with sand, thickness: 6.0-8.6m, SPT: 9-29 (g) Layer 7a: Silty sand, Poorly graded sand with silt, thickness: 3.4-8.4m, SPT: 16-48 (h) Layer 8b: Lean clay, Lean clay with sand, sandy lean clay, thickness: 5.5-m, SPT: 16-61 (i) Layer 9: Silty sand, Poorly graded sand with silt, appeared below EL-68.4m, SPT: 55-57

3.3.6.2.8 Kenh Thay Lam Bridge The subsoil is classified into the following 8 main layers. (a) Layer KQ: Fill soil, Fat clay and clay mixed plants, average thickness: 1.42m. (b) Layer 1a: Elastic silt, Elastic silt with sand, thickness: 13.2-21.9m, SPT: 1-4 (c) Layer 2a: Lean clay with sand, thickness: 1.7-17.2m, SPT: 3-8 (d) Layer 3b: Silty sand, thickness: 2.7-8.9m, SPT: 6-26 (e) Layer 4a: Lean clay, Lean clay with sand, thickness: 5.0-9.0, SPT: 5-9 (f) Layer 4c: Fat clay, Fat clay with sand, thickness: 3.0-8.1m, SPT: 15-37 (g) Layer 4e: Lean clay with sand, Sandy lean clay, thickness: 3.2-13.7m, SPT: 12-44 (h) Layer 7a: Silty sand, Poorly graded sand with silt, thickness: 3.5-16.2m, SPT: 36-71 (i) Layer 8b: Fat clay, Fat clay with sand, thickness: 1.7-3.9m, SPT: 34-57 (j) Layer 9: Poorly graded sand with silt, appeared below EL-68.0-76.2m, SPT: 51-76

3.3.6.2.9 Muong Lon Bridge The subsoil is classified into the following 7 main layers. (a) Layer KQ: Fill soil, Lean clay, Fat clay with organic, average thickness: 1.2m. (b) Layer 1a: Elastic silt with sand, thickness: 20.0-30.0m, SPT: 0-2 (c) Layer 2a: Fat clay, Sandy lean clay with organic, thickness: 0.9-8m, SPT: 3-9 (d) Layer 2b: Lean clay with sand, Fat clay, thickness: 2.5-16.8m, SPT: 8-14 (e) Layer 4a : Lean clay, thickness: 5m, SPT: 8 (f) Layer 4d: Lean clay, thickness: 5-17m, SPT: 9-11 (g) Layer 4e: Lean clay, thickness: 4-14m, SPT: 22-45 (h) Layer 6a: Lean clay, Lean clay mix sand, thickness: 3.5-18.2m, SPT: 23-36 (i) Layer 7b: Silt sand, Clayey sand, thickness: 2-11.5m, SPT: 35-49 (j) Layer 7b: Silt sand, Clayey sand, thickness: 7.8-17.5m, SPT: 56-100 (k) Layer 8b: Lean clay with sand, appeared below EL-66.3-69.9m, SPT: 47-52

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3.3.6.2.10 Kenh Dat Set Bridge The subsoil is classified into the following 5 main layers. (a) Layer KQ: Fill soil, Lean clay, Fat clay with organic, average thickness: 2.0m (b) Layer 1a: Elastic silt with sand, fat clay, thickness: 20.2-32.8m, SPT: 0-5 (c) Layer 1c: Lean clay, sandy lean clay, thickness: 3.8-6.3m, SPT: 4-7 (d) Layer 2a : Lean clay, fat clay, thickness: 6.5-22.3m, SPT: 5-11 (e) Layer 2b: Lean clay, fat clay, thickness: 5.9-20.5m, SPT: 9-22 (f) Layer 4c: Lean clay, sandy lean clay, thickness: 4.2m, SPT: 15-23 (g) Layer 4d: Lean clay, sandy lean clay, thickness: 6.2-7.8m, SPT: 12-15 (h) Layer 7a: Silty sand, thickness: 4.3-8.7m, SPT: 37-57 (i) Layer 7b: Silty sand, appeared below EL-52-69.8m, SPT: 51-100

3.3.6.2.11 Km 13+230 Bridge The subsoil is classified into the following 4 main layers. (a) Layer KQ: Fill soil, Fat clay, Lean clay with organic, thickness: 0.8m. (b) Layer 1a: Elastic silt with sand, thickness: 39.8m, SPT: 0-4 (c) Layer 2b: Fat clay with sand, thickness: 6.1-7.9m, SPT: 20-28 (d) Layer 7a: Silty sand, thickness: 6.5-8.3m, SPT: 42-49 (e) Layer 7b: Silty sand, appeared below EL-53.9-54.7, SPT: 58-65

3.3.6.2.12 Kenh Xang Muc Bridge The subsoil is classified into the following 5 main layers. (a) Layer KQ: Fill soil, Fat clay, Lean clay with organic, average thickness: 1.2m. (b) Layer 1a: Elastic silt, Fat clay, Sandy fat clay, thickness: 24.1-31.3m, SPT: 0-4 (c) Layer 2a: Lean clay, Sandy lean clay, thickness: 8-14.1m, SPT: 4-7 (d) Layer 4c: Lean clay. Sand lean clay, thickness: 2.1-4.2m, SPT: 6-10 (e) Layer 4e: Lean clay, Sandy lean clay, Silty clay, thickness: 6.0-11.9m, SPT: 18-35 (f) Layer 7a: Silty sand, thickness: 2.2-8.3m, SPT: 31-50 (g) Layer 7b: Silty sand, Clayey sand, appeared below EL-54.1-56.2m, SPT: 51-90

3.3.6.2.13 Km 15+282 Bridge The subsoil is classified into the following 5 main layers. (a) Layer KQ: Fill soil, Fat clay, Sandy lean clay with organic, average thickness: 1.3m. (b) Layer 1a: Elastic silt, Fat lay with sand, Organic, thickness: 23.5-37.2m, SPT: 2-4

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Final Report, Detailed Design (Road) (c) Layer 2a: Fat clay, Lean clay, thickness: 18m, SPT: 5-6 (d) Layer 2b: Fat clay, Lean clay, thickness: 2.3-6.2m, SPT: 19-25 (e) Layer 3c : Clayey sand, Silty sand, thickness: 12-12.5m, SPT: 28-36 (f) Layer 7b: Silty sand, appeared below EL-56.4-57.2mm, SPT: 51-71

3.3.6.2.14 Rach Tan Binh Bridge The subsoil is classified into the following 5 main layers. (a) Layer KQ: Fill soil, Fat clay, Lean clay with organic, average thickness: 1.6m. (b) Layer 1a: Elastic silt with sand, thickness: 35.9-42.1m, SPT: 0-4 (c) Layer 2a: Fat clay, Sandy lean clay, thickness: 3-7.3m, SPT: 10-28 (d) Layer 4e: Sandy lean lay, thickness: 0.8-5.8m, SPT: 23-30 (e) Layer 7a: Silty sand, thickness: 2.3-7.7m, SPT: 27-49 (f) Layer 7b: Silty sand, appeared below EL-41.8-53.9m, SPT: 52-83

3.3.6.2.15 Km 16+394 Bridge The subsoil is classified into the following 4 main layers. (a) Layer KQ: Fill soil, Fat clay, Sandy lean clay mixed organic, average thickness: 0.6m. (b) Layer 1a: Elastic silt, Elastic silt with sand, Organic, thickness: 37.5-39m, SPT: 0-6 (c) Layer 2b: Fat clay, Lean clay, thickness: 3.6-5.2m, SPT: 16-25 (d) Layer 7b: Silty sand, appeared below EL-41.8-42.3m, SPT: 43-77

3.3.6.2.16 Kenh Xang Nho Bridge The subsoil is classified into the following 5 main layers. (a) Layer KQ: Fill soil, Fat clay, Sandy lean clay mixed organic, average thickness: 1.5m. (b) Layer 1a: Elastic silt, Elastic silt mixed sand, Organic, thickness: 22.8-31.2m, SPT: 1-3 (c) Layer 2a: Sandy lean clay, thickness: 4.2-12.3m, SPT: 5-7 (d) Layer 2b: Lean clay, Sandy lean clay, thickness: 9.7-14m, SPT: 20-29 (e) Layer 3c: Silty sand, Clayey sand, thickness: 6.5m, SPT: 52-66 (f) Layer 4c: Lean clay, Sandy lean clay, appeared below EL-58.5-62.5m, SPT: 51-73

3.3.6.2.17 Rach 2-9 Bridge The subsoil is classified into the following 6 main layers. (a) Layer KQ: Fill soil, Fat clay with organic, average thickness: 1.3m. (b) Layer 1a: Elastic silt with sand, thickness: 27.2-38.8m, SPT: 0-4 (c) Layer 2a: Lean clay, Fat clay, thickness: 10.5-12.1m, SPT: 5-7 Page 43 of 271

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Final Report, Detailed Design (Road) (d) Layer 2b: Fat clay, Fat clay with sand, thickness: 7.4-26.2m, SPT: 18-34 (e) Layer 3b : Silty sand, Clayey sand, thickness: 6.1-10.2, SPT: 10-24 (f) Layer 4c : Lean clay, Sandy lean clay, thickness: 6-31.7, SPT: 23-42 (g) Layer 7b : Silty sand, appeared below EL-48.2-70.2m, SPT: 53-95

3.3.6.2.18 Rach Vuot Bridge The subsoil is classified into the following 3 main layers. (a) Layer 1a: Silty clay with sand, thickness: 31.1-35.2m, SPT: 0-4 (b) Layer 2a: Fat clay, Lean clay with sand, thickness: 11.6-13.4m, SPT: 3-7 (c) Layer 7a: Silty sand, thickness: 21.5-25m, SPT: 18-48 (d) Layer 7b: Silty sand, appeared below EL-67.5-71.6m, SPT: 54-75

3.3.6.2.19 Lap Vo River Bridge The subsoil is classified into the following 6 main layers. (a) Layer KQ: Fill soil, Clayey sand, Silt, average thickness: 1.5m. (b) Layer 1a: Elastic silt with sand, thickness: 19-25m, SPT: 0-4 (c) Layer 2a: Lean clay, Fat clay with sand, thickness: 3.5-8.5m, SPT: 5-9 (d) Layer 2b: Lean clay with sand, thickness: 4-26m, SPT: 8-20 (e) Layer 3b: Silty sand, Clayey sand, thickness: 9.5-16.8m, SPT: 12-49 (f) Layer 3c: Silty sand, thickness: 2-18m, SPT: 26-45 (g) Layer 4c: Fat clay with sand, thickness: 6-20m, SPT: 21-33 (h) Layer 7a: Clayey sand, Silty sand with grit, thickness: 3-6m, SPT: 36-59 (i) Layer7b: Clayey sand, Silty sand with grit, appeared below EL-52.5-67.8m, SPT: 59-78

3.3.6.2.20 Rach Lap Vo Bridge The subsoil is classified into the following 3 main layers. (a) Layer KQ: Fill soil, Fat clay, Lean clay with sand, average thickness: 2.4m (b) Layer 1b: Lean clay, thickness: 16.1m, SPT: 1 (c) Layer 2a: Lean clay, , thickness: 9.5m, SPT: 15 (d) Layer 3b: Silty sand, Clayey sand, thickness: 8.5m, SPT: 20 (e) Layer 4a: Lean clay, thickness: 3.7m, SPT: 20 (f) Layer 4c: Fat clay, thickness: 6.0m, SPT: 13 (g) Layer 6b: Silty clay, thickness: 4.0m, SPT: 21 (h) Layer 7a: Silty sand, Clayey sand, thickness: 3.8m, SPT: 24 (i) Layer 7b: Silty sand, Clayey sand, appeared below EL-55.5m, SPT: 60 Page 44 of 271

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3.3.6.2.21 Kenh Ranh Bridge The subsoil is classified into the following 7 main layers. (a) Layer KQ: Fill soil, Fat clay, Sandy lean clay mixed organic, thickness: 3m. (b) Layer 1b: Lean clay, thickness: 7.5m, SPT: 1 (c) Layer 1c: Sandy lean clay, thickness: 4m, SPT: 5 (d) Layer 2a: Lean clay, thickness: 20m, SPT: 22 (e) Layer 3b: Silty sand, thickness: 2m, SPT: 36 (f) Layer 4c: Fat clay, thickness: 10.2m, SPT: 18 (g) Layer 4e: Lean clay, thickness: 2.3m, SPT: 19 (h) Layer 7a: Silty sand, thickness: 3m, SPT: 25 (i) Layer 7c: Poorly graded sand, Well graded sand, thickness: 12.5m, SPT: 57 (j) Layer 8b: Lean clay, appeared below EL-63.3m, SPT: 31

3.3.6.2.22 Rach Ong Hanh Bridge The subsoil is classified into the following 5 main layers. (a) Layer KQ: Fill soil, Fat clay, Sandy lean clay, thickness: 0.7-0.8m. (b) Layer 1b: Lean clay, thickness: 7.2-10.9m, SPT: 1 (c) Layer 4a : Lean clay, thickness: 19-19.3m, SPT: 11 (d) Layer 4c: Lean clay, thickness: 4.3m, SPT: 19 (e) Layer 6a: Lean clay with sand, thickness: 8.0-8.4m, SPT: 13 (f) Layer 7b: Silty clayey sand , thickness: 3.9m, SPT: 57 (g) Layer 7c: Well graded sand, appeared below EL-54.4m, SPT: 63

3.3.6.2.23 Rach Xep Cut Bridge The subsoil is classified into the following 7 main layers. (a) Layer KQ: Fill soil, Fat clay, Lean clay mixed sand, thickness: 0.6-1.9m. (b) Layer 1b: Lean clay, thickness: 2.7-6.9m, SPT: 2 (c) Layer 3a : Silty sand, thickness: 5.5-9m, SPT: 10 (d) Layer 4a: Lean clay, thickness: 13.5-21.7m, SPT: 15 (e) Layer 4c: Fat clay, thickness: 7.2-14.9m, SPT: 18 (f) Layer 6b: Silty clay, thickness: 2.2-2.3m, SPT: 32 (g) Layer 7b: Clayey sand, Silty sand, thickness: 12.1-14.0m, SPT: 68 (h) Layer 8b: Lean clay, appeared below EL-60.8-61.8m, SPT: 66

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3.3.6.2.24 Rach 1- Bridge The subsoil is classified into the following 6 main layers. (a) Layer KQ: Fill soil, Fat clay, Lean clay mixed organic, thickness: 1.3-1.7m. (b) Layer 1a: Fat clay, thickness: 14.3m, SPT: 1 (c) Layer 4a : Lean clay, thickness: 15.2m, SPT: 11 (d) Layer 4c: Fat clay, thickness: 16.4m, SPT: 20 (e) Layer 6b: Silty sand, thickness: 5.1m, SPT: 34 (f) Layer 8a: Lean clay, thickness: 4.6m, SPT: 20 (g) Layer 8b: Lean clay, thickness: 8.5m, SPT: 41 (h) Layer 9: Silty clayey sand, appeared below EL-71.4m, SPT: 52

3.3.6.2.25 Rach 2 Bridge The subsoil is classified into the following 4 main layers. (a) Layer KQ: Fill soil, Fat clay, Lean clay mixed sand, thickness: 1.2m. (b) Layer 1a: Fat clay, thickness: 13.4m, SPT: 1 (c) Layer 4b: Lean clay, thickness: 8.7m, SPT: 11 (d) Layer 4c: Fat clay, thickness: 24.8m, SPT: 21 (e) Layer 6b: Silty clay, appeared below EL-52.7m, SPT: 48

3.3.6.2.26 Rach Nga Chua Bridge The subsoil is classified into the following 5 main layers. (a) Layer KQ: Fill soil, Fat clay, Lean clay mixed sand, thickness: 0.4-1.4m. (b) Layer 1a: Fat clay with sand, thickness: 9.8-11.0m, SPT: 1 (c) Layer 4a : Lean clay with sand, thickness: 15.3-20.2m, SPT: 13 (d) Layer 4c: Fat clay with sand, thickness: 7.2-8.4m, SPT: 11 (e) Layer 4d: Lean clay, thickness: 7.2-10.4m, SPT: 13 (f) Layer 6c: Silty sand with clay, thickness: 11.3-12.4m, SPT: 50 (g) Layer 8b: Lean clay, appeared below EL-54.5-55.6m, SPT: 38

3.3.7

Groundwater In general, groundwater was encountered in the boreholes at depths between 0 and 1.0 m. Groundwater is also contained in sand layers. Surface water in the project area is affected by the Mekong Delta climate and by tidal action.

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Final Report, Detailed Design (Road) Chemical testing of groundwater samples was conducted to evaluate its corrosion potential. Samples evaluated in accordance with TCVN 3994-85 indicated little or no corrosion potential at the bridge locations. Test results are presented in Table 3-9. No.

Bridge Name

Sta.

Corrosion Potential

No.

Bridge Name

Sta.

Corrosion Potential

1

Dinh Chung

P3

slight

2

Linh Son

P1

slight

3

Khem Ban

A1

slight

4

Thin Thoi

P8

slight

5

Rach Mieu

A2

slight

6

Tan My

P1

slight

7

Km 8+032

P1

slight

8

Thay Lam

P2

slight

7

Muong Lon

P1

slight

10

Dat Set

P1

slight

11

Xang Muc

P1

slight

12

Tan Binh

P1

slight

13

Xang Nho

P1

slight

14

Rach 2-9

P1

slight

15

Rach Vout

P1

slight

16

Lap Vo River

P1

slight

17

Rach Lap Vo

A1

slight

18

Khen Ranh

A2

slight

19

Ong Hanh

A2

slight

20

Xep Cut

A1

none

21

Rach 1

A1

slight

22

Rach 2

A1

slight

23

Nge Chua

A2

none

Table 3-9: Groundwater Chemical Testing Results

3.3.8

Recommendations

3.3.8.1 Procurement Package CW1A The NH-30 Interchange and the road main line from km 0+000 to km 3+800 are underlain by soft, compressible soils. In the main line, these include layer KQ, layer 1 and layer 4 (only in boring AR-TTH2) soils ranging in thickness from 5.2 to 40.6 m, with an average of 18.0 m. In the interchange, these include layer KQ and layer 1 soils ranging in thickness from 21.8 to 24.4 m, with an average of 23.4 m. In addition groundwater is located near the surface. The proposed road embankment height of 2.4 to 6.6 m will cause unacceptable ground settlement due to the increased loading. As such, ground treatment will be required to limit settlement of the embankment, and differential settlement between the embankment and structures during the service life of the road. Ground treatment options include preloading the subgrade to consolidate the soft soils. The rate of consolidation can be increased by installing vertical drains. The amount of consolidation settlement can be increased by adding additional surcharge fill. Ground surface strength can also be increased with the use of geotextiles. Further discussion and design details are presented in Section 4.3, Ground Treatment.

3.3.8.2 Procurement Package CW1C The South Approach Road to Cao Lanh Bridge (km 6+200 to km 7+800) and the PR-849 Interchange are underlain by soft, compressible soils. In the main line these include layer KQ, layer 1 and some layer 2 soils ranging in thickness from 19.6 to 41.0 m, with an average of 25.7 m. In the interchange these include layer KQ, layer 1 and (where encountered) layer Page 47 of 271

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Final Report, Detailed Design (Road) 2 soils ranging in thickness from 18.7 to 35.0 m, with an average of 27.7 m. In addition groundwater is located near the surface. The proposed road embankment height of 2.2 to 5.5 m will cause unacceptable ground settlement due to the increased loading. As such, ground treatment will be required to limit settlement of the embankment, and differential settlement between the embankment and structures during the service life of the road. Ground treatment options include preloading the subgrade to consolidate the soft soils. The rate of consolidation can be increased by installing vertical drains. The amount of consolidation settlement can be increased by adding additional surcharge fill. Ground surface strength can also be increased with the use of geotextiles. Further discussion and design details are presented in Section 4.3, Ground Treatment.

3.3.8.3 Procurement Package CW2A The Interconnecting Road, North Section (km 7+800 to km 13+750) is underlain by soft, compressible soils. Under the mainline between km 7+800 and km 9+700 these include layer KQ, layer 1 and sub layer 2A soils ranging in thickness from 24.8 to 43.5 m, with an average of 35.1 m. Under the mainline between km 9+700 and km 13+750 these include layer KQ and layer 1 soils ranging in thickness from 19.9 to 40.6 m, with an average of 30.0 m. In addition groundwater is located near the surface. The proposed road embankment height of 2.9 to 6.3 m will cause unacceptable ground settlement due to the increased loading. As such, ground treatment will be required to limit settlement of the embankment, and differential settlement between the embankment and structures during the service life of the road. Ground treatment options include preloading the subgrade to consolidate the soft soils. The rate of consolidation can be increased by installing vertical drains. The amount of consolidation settlement can be increased by adding additional surcharge fill. Ground surface strength can also be increased with the use of geotextiles. Further discussion and design details are presented in Section 4.3, Ground Treatment.

3.3.8.4 Procurement Package CW2B The Interconnecting Road, Central Section (km 13+750 to km 18+200) is underlain by soft, compressible soils. These include layer KQ, layer 1 soils ranging in thickness from 15.0 to 41.0, with an average of 33.6 m. In addition groundwater is located near the surface. The proposed road embankment height of 2.9 to 5.5 m will cause unacceptable ground settlement due to the increased loading. As such, ground treatment will be required to limit settlement of the embankment, and differential settlement between the embankment and structures during the service life of the road. Ground treatment options include preloading the subgrade to consolidate the soft soils. The rate of consolidation can be increased by installing vertical drains. The amount of consolidation settlement can be increased by adding additional surcharge fill. Ground surface strength can also be increased with the use of geotextiles. Further discussion and design details are presented in Section 4.3, Ground Treatment.

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3.3.8.5 Procurement Package CW2C The Interconnecting Road, South Section (km 18+200 to km 23+450) and the NH-80 Interchange are underlain by soft, compressible soils. Under the mainline between km 18+200 and 18+358 this includes layer 1 soils with an average thickness of 30.9 m. Under the NH-80 Interchange these include layer KQ and layer 1 soils ranging in thickness from 10.5 to 22.0 m, with an average of 16.6 m. Under the mainline between km 19+100 and km 23+450 these include layer KQ, layer 1 and some layer 2 soils ranging in thickness from 3.5 to 22.0 m, with an average of 13.5 m. In addition groundwater is located near the surface. The proposed road embankment height of 2.3 to 6.3 m will cause unacceptable ground settlement due to the increased loading. As such, ground treatment will be required to limit settlement of the embankment, and differential settlement between the embankment and structures during the service life of the road. Ground treatment options include preloading the subgrade to consolidate the soft soils. The rate of consolidation can be increased by installing vertical drains. The amount of consolidation settlement can be increased by adding additional surcharge fill. Ground surface strength can also be increased with the use of geotextiles. Further discussion and design details are presented in Section 4.3, Ground Treatment.

3.3.8.6 Procurement Package CW3A The approaches to the Vam Cong Bridge from km 23+700 to 23+831, and km 26+800 to km 27+000 are underlain by soft, compressible soils. Between km 23+700 and 23+831 these include layer KQ and layer 1 soils ranging in thickness from 1.6 to 1.9 m, with an average of 1.7 m. Between km 26+800 and km 27+000 these include layer KQ and layer 1 soils ranging in thickness from 12.9 to 16.5 m, with an average of 14.5 m. The proposed road embankment height of 5.2 to 7.2 m will cause unacceptable ground settlement due to the increased loading. As such, ground treatment will be required to limit settlement of the embankment, and differential settlement between the embankment and structures during the service life of the road. Soft soils less than 2.5 m thick could be removed and replaced with compacted structural fill. Other ground treatment options include preloading the subgrade to consolidate the soft soils. The rate of consolidation can be increased by installing vertical drains. The amount of consolidation settlement can be increased by adding additional surcharge fill. Ground surface strength can also be increased with the use of geotextiles. Further discussion and design details are presented in Section 4.3, Ground Treatment.

3.3.8.7 Procurement Package CW3B The NH-54 Interchange, the North Approach Road to the Vam Cong Bridge (km 23+450 to 23+700), South Approach Road to the Vam Cong Bridge (km 27+000 to km 28+844), and the Connection Road to NH-80 are underlain by soft, compressible soils. Under the NH-54 Interchange these include layer KQ and layer 1 soils ranging in thickness from 2.5 to 6.5 m, with an average of 4.2 m. Under the mainline between km 23+450 and km 23+700 these include layer KQ and layer 1 soils ranging in thickness from 3.2 to 5.5 m, with an average of 4.0 m. Under the mainline between km 27+000 and 28+884 these include layer KQ and Page 49 of 271

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Final Report, Detailed Design (Road) layer 1 soils ranging in thickness from 10.5 to 19.0 m, with an average of 13.6 m. Under the Connection Road to NH-80 these include “layer 1” (KQ) and “layer 2” (layer 1) soils ranging in thickness from 10.3 to 23.7 m, with an average thickness of 16.6 m. In addition groundwater is located near the surface. The proposed road embankment height of 2.3 to 6.1 m will cause unacceptable ground settlement due to the increased loading. As such, ground treatment will be required to limit settlement of the embankment, and differential settlement between the embankment and structures during the service life of the road. Ground treatment options include preloading the subgrade to consolidate the soft soils. The rate of consolidation can be increased by installing vertical drains. The amount of consolidation settlement can be increased by adding additional surcharge fill. Ground surface strength can also be increased with the use of geotextiles. Further discussion and design details are presented in Section 4.3, Ground Treatment.

3.3.8.8 Bridges Pile tips for bridge piers and abutments should be placed on the bearing stratum. This is defined as sandy soils with SPT N30 >50, and cohesive soils with SPT N30 >30 at the appropriate depth.

3.4

Materials Investigation

3.4.1

Introduction A materials investigation was carried out to identify sources of construction materials and establish their quality and quantities, sufficient to meet the construction requirements and enable haulage to be optimised. Two contractors were mobilised as sub-consultants in January 2012. The scope of work included identifying, sampling and laboratory testing of soil fill, sand fill, sand mat, capping layer, unpaved shoulder, bound and unbound granular pavement materials and concrete aggregates. The work also included assessing haulage distances, estimates of quantities available, making recommendations on the suitability of sources, photographs, and mitigation and obtaining written agreements from the local government for use of the proposed sources. The reports on the material investigation were finalised in May 2012.5 The locations of the quarries and borrow pits are shown in Figure 3-1 and details are shown in Table 3-10. Test results and limits of acceptability are summarised in Appendix C and discussed in this section. Test results underlined do not conform to the relevant limit of acceptability.

5

Volume I Materials Survey Report, Volume II Material Investigation Report, May 2012

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Yellow Sand sources and stockpiles on Tien River

Soil borrow pits in Long An province

Rock quarries at Tri Ton Project location

Black Sand sources

Figure 3-1: Location of Sources

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Rock quarries near HCMC

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Final Report, Detailed Design (Road) Reserves 1,000,000 m3

Productivity 1,000 m3/year

Transport to project Road Water km km

Cost 1000 VND/m3

Soil Fill Sources in Long An Province CP1 Hai Son 1 1.62 12 160 45 CP2 Hai Son 2 1.38 13 160 CP3 Hai Son 3 1.2 13 160 CP4 Phuoc Binh 1.5 13 160 CP5 Ong Vua 1.7 13 160 50 Natural Soils Three Locations on the route: km7+900, km11+200 and km16+800 Sand Fill (Black Sand) C1 Hoøa Khaùnh 1.425 235 39 16 C2 Vaøm Caùi Thia 5.771 495 40 15 C3 Nam Coàn Ña 0.627 98 55 16.65 C4 Hoàng Ngöï 52.648 4500 37 21 C5 Thoát Noát 0.7 100 40 13 Fine Aggregate (Yellow Sand) sources and stockpiles on Tien River FA1 Rach Dau 200 80 140 FA2 Cao Lanh 200 20 180 FA3 Gia Khang 400 80 140 FA4 Thuong Phuoc 300 80 140 FA5 Thuy Van 250 70 120 Rock Quarries at Triton D1 Quarry Coâ Toâ 21.573 350 70 218.6 Crushed stone (1x2) 183.4 (Base & Subbase) D2 Quarry ANTRACO 28.65 600 69 90.75 Crushed stone (15x20) 150.3 Crushed stone (1x2) 101.2 (Subbase) D3 Quarry Baø Ñoäi 6.643 300 75 143 (crushed stone 15x20) 108.9 (crushed stone 4x6) 147.4 Crushed stone (1x2) 94.6 (Base) Rock Quarries at Dong Nai D4 Quarry Tan Cang 14.8 400 170 113 (crushed stone 15x20) 97.9 (crushed stone 4x6) 117.7 (crushed stone 1x2) 82.3 (base) D5 Quarry Socklu 17.6 450 165 112.5 (crushed stone 15x20) 96.7 (crushed stone 4x6) 116.6 (crushed stone (1x2) 83.5 (base)

Table 3-10: Summary of Quarries and Borrow Pits Sampled

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3.4.2

Final Report, Detailed Design (Road)

Required Quantities Required overall quantities are shown in Table 3-11. Comparing these with the reserves and rates of production shown in Table 3-10 suggests that sufficient quantities are available, subject to demand from other projects. Material Coarse aggregate – includes for concrete and bituminous mixtures Fine aggregate – includes for concrete and bituminous mixtures Embankment Fill Subgrade Fill Sand Blanket Cohesive Slope Granular Basecourse

Approximate total quantity m3 560,000 350,000 3,100,000 330,000 500,000 340,000 320,000

Table 3-11: Overall Quantities

3.4.3 3.4.3.1

Cohesive Fill Soil Summary of Properties Soil fill was sampled at five borrow pits in Long An province, around 13km by road and 160km by water from the project location. Material is classified as sandy clay (SC) in accordance with the Unified Soil Classification System (USCS) (ASTM D 2487), and it contains some gravel and clay of low plasticity. It is also classified as A-6 in accordance with AASHTO M145, suggesting ‘fair to poor’ rating as subgrade.

3.4.3.2

Use of Filling Soil for Cohesive Slope Protection Cohesive slope protection is applied to the outer layer of the embankment of minimum thickness 1m. It is important that it has adequate shear strength for stability of the layer and has a clay content so as to promote plant growth, resist erosion from rainfall and provide an impermeable layer to protect the sand core of the embankment from erosion during flooding. Various criteria for Cohesive Slope Protection have been applied on projects in Vietnam, to make use of the available material. These are compared with the test results of Filling Soil, shown in Appendix C. The Filling Soil satisfies these requirements, so will be suitable as Cohesive Slope Protection. Shear strength parameters of c=23 kN/m2, φ=15˚, were measured consistently in direct shear tests. Values of around c=10 kN/m2, φ=30˚ would be expected on the basis of standard correlations with the USCS and plasticity index (PI). The surface layers of the slope would weather and soften in the long-term, so it is suggested that the surface stability be also checked against these parameters. Correlations with California Bearing Ratio (CBR) (mean of 16) suggest an undrained shear strength of over 350 kN/m2. So taking account of variability the following shear strength parameters for use in stability analysis are suggested: Page 53 of 271

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Final Report, Detailed Design (Road)  

c=20 kN/m2, φ=15˚, with check on surface stability using c=5 kN/m2, φ=30˚ Cu = 50 kN/m2

The following parameters are suggested as acceptability criteria:     

3.4.4

Classification: material to be GC or SC, in accordance with USCS; PI > 17 and < 27; Liquid Limit (LL) < 55; Maximum Dry Density (MDD) > 16.6 kN/m3 (1.7g/cm3); and CBR at 95% MDD > 6 (or Cu > 50 kN/m2).

Natural Soil

3.4.4.1 Summary of Properties Natural soil (topsoil) was sampled at three locations on the route: km7+900, km11+200 and km16+800. Material is classified as Fat Clay (high plasticity), CH, in accordance with the USCS. It is also classified as A-7 in accordance with AASHTO M145, suggesting ‘fair to poor’ rating as subgrade. Criteria for reuse of soils are as follows. Test results range

Mean

LL < 55

53-54

53

PI < 27

27-28

27

CBR at 95% MDD >6

3.5-4.2

3.9

Thus the natural soils sampled would be classified as unsuitable. Therefore it is likely that any excavated material on site would be classified as unsuitable.

3.4.5

Sand Fill (Black Sand)

3.4.5.1 Summary of Properties Sand Fill (also called black sand) was sampled at five locations along the Tien River up to 55km by water from the project location. Material is classified as SP – poorly graded sand in accordance with the USCS. From locations C1, C2 and C3 it is uniform medium sand, and classified as A3 in accordance with AASHTO M145, while from C4 and C5, it is medium and coarse sand with some fine gravel, classified as A-1-b, both suggesting ‘excellent to good’ rating as subgrade. C4 and C5 are located upstream of the other sources. It is understood that, and as would be expected, progressively coarser material is found upstream. Furthermore, during the wet season coarser material is obtained as this is carried further downstream.

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3.4.5.2 Use of Sand Fill for Subgrade Fill Various criteria for Subgrade6 Fill have been applied on projects in Vietnam. These are compared with the test results of Sand Fill, shown in Appendix C. The Sand Fill satisfies all the requirements except those of the NPP Specification. This appears to describe a slightly silty gravel, which may have referred to material available near to that project, but would be difficult to find near this project, so these requirements are not considered relevant. Thus Sand Fill satisfies the other requirements, so will be suitable as subgrade fill. In order to allow the use of a clayey sand or gravel (Hill soil) as well as the sand fill, the following two categories of parameter are suggested as acceptability criteria for sub grade fill: 1. River sand       

Compaction shall be to 98% of the maximum dry density determined according to AASHTO T99 CBR value (saturated sampling for 96 hour) more than 8% or equivalent Plasticity Index (PI) non-plastic Maximum fines content (passing 200 sieve) 10% Maximum particle size 50mm Salt and gypsum content less than 2% Organic content less than 2%.

2. Hill soil        

Compaction shall be to 98% of the maximum dry density determined according to AASHTO T99 CBR value (saturated sampling for 96 hour) more than 8% or equivalent Limit Liquid: LL ≤ 55% 10% ≤ Plasticity Index (PI) ≤17% Maximum fines content (passing 200 sieve) 50% Maximum particle size 50mm Salt and gypsum content less than 2% Organic content less than 2%.

In order to avoid infiltration of fines into the sub base, where river sand is used for the subgrade layer a woven separation geotextile should be placed on top of the subgrade.

3.4.5.3 Use of Sand Fill for General fill Various criteria for General Fill have been applied on projects in Vietnam. These are compared with the test results of Sand Fill, shown in Appendix C.

6

. Subgrade refers to the upper 30 cm of fill, or the upper 50 cm where the pavement thickness is less than 60 cm (22 TCN 333-05). It is possible that the subgrade for the Project road will be 50 cm.

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Final Report, Detailed Design (Road) Sand Fill satisfies all the requirements of General Fill except those of the NPP Specification. As described above, this appears to describe slightly silty gravel, which may have referred to material available near to that project, but would be difficult to find near this project, so these requirements are not considered relevant. Thus the material satisfies the other requirements, so will be suitable as general fill. The material could be placed hydraulically. There is concern that fines washing out of the sand when placed hydraulically would clog the coarse sand blanket. The gradings of the sand and coarse sand blanket are such the coarse sand acts as a filter to the sand, so ingress of fines should be limited. Nevertheless, in the specification, the fines content of the sand should be limited, and the contractor obliged to protect the coarse sand blanket. Shear strength parameters of c=0 kN/m2, φ=30˚ (φ=32˚, C4 and C5) were measured consistently in direct shear tests, which accord standard correlations. So the following design parameters are suggested: 

c=0 kN/m2, φ=30˚

To ensure good compaction and this shear strength parameter will be achieved, the following parameters are suggested as acceptability criteria:    

3.4.5.4

CBR at 95% MDD > 6 (embankment); Maximum fines content (passing 200 sieve) 10%, maximum particle size 50mm; Salt and gypsum content < 2%; and Organic content < 2%.

Use of Sand Fill for Coarse Sand Blanket Various criteria for Coarse Sand Blanket have been applied on projects in Vietnam. These are compared with the test results of Sand Fill, shown in Appendix C. Samples from C4 and C5 meet the permeability and size criteria, while none meet the uniformity criteria. We understand that it is difficult to obtain Coarse Sand Blanket material matching the standard. Therefore it is suggested that either sand material is selected or processed such that it meets these criteria, or the drainage blankets be designed to take account of readily available material and may mean they are thickened. The following criteria are suggested for as acceptability criteria for Coarse Sand Blanket:     

Permeability > 10-4 m/s (or 10-3 m/s based on results of drainage design); D85 > 1 mm and < 5 mm; D15 > 0.1 mm and < 0.75 mm; 0.075 mm < 2%; and Organic content < 2%

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3.4.6 3.4.6.1

Final Report, Detailed Design (Road)

Fine Aggregates (Yellow Sand) Summary of Properties Sand (called yellow sand) was sampled at five locations along the Tien River up to 80 km by water from the project location. Material is classified as SP – poorly graded sand in accordance with the USCS. It is uniform medium sand, except from FA3 where it is medium and coarse sand with some fine gravel. These sources are located upstream of the project, near to the Cambodia border where it is understood the coarsest sand is obtained. Also, during the wet season, coarser material is obtained as this is carried further downstream by flood water.

3.4.6.2

Use of Yellow Sand for Fine aggregate for Concrete Typical criteria for fine aggregate for concrete are compared with the test results of Yellow Sand, shown in Appendix C. The particle size distribution shows that the material lacks coarse and fine sand components. It is understood that coarse sand is not available locally. Options are therefore:   

Obtain coarse sand from further away, it is understood that the nearest sources are in the hills north of Ho Chi Minh City. Adjust concrete mixes, e.g. by increasing the cement content. Obtain sand from aggregate crushing.

The sulphate content is such that the combined chloride and sulphate content exceeds 0.1%. Thus the use of sulphate resisting cement may be required.

3.4.6.3

Use of Yellow Sand for Coarse Sand Blanket Samples of Yellow Sand meet the size criteria, but not the uniformity or permeability criteria of coarse sand blanket. As discussed above it is possible that drainage blankets be designed to take account of readily available material. Since the Black Sand described above may be suitable for use as Coarse Sand Blanket and is less expensive than Yellow Sand, use of Yellow Sand may not be necessary.

3.4.7

Coarse Aggregates (Rock) Rock was sampled at three quarries at Triton, which is about 70 km by road from the project location. Based on measured unconfined compressive strength (UCS), the rock is classified as very strong. The rock from D1 and D3 is granite, and that from D2 is andesitic tuff. Test results from two quarries near HCMC, about 170 km by road, were also obtained for comparison. There are a wide variety of criteria for assessing the suitability of rock for a number of purposes, and a few are summarised in Appendix C.

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Final Report, Detailed Design (Road) However based on its strength and soundness, and with suitable adjusting of the grading it would be expected that the rock would be acceptable for anticipated purposes. Andesite (D2) is known to contain non-crystalline silica. Thus it will be necessary to confirm that this source and the other sources are free of substances that react with alkali in the cement. The following concrete cylinder strengths are required (see relevant sections of design report): Concrete Cylinder Strength MPa

Location Cao Lanh bridge Pylon, tie down pier, edge beams, floor beams, deck slab Bored piles Other Other bridges Precast super-T beam Deck slab, cross beam Bored piles, abutments, columns, pier caps Parapet, lighting post base, approach slab, RC slab Blinding concrete

50 40 25 50 35 30 25 10

Table 3-12: Concrete Cylinder Strength According to Vietnamese standard8, the strength of rock from intrusive or metamorphic sources must be twice that of the required concrete of strength, for concrete strength above 60 MPa, thus the rock sources would be suitable for producing concrete of strength up to about 70 MPa. Higher strengths may be achieved using additives such as silica.

3.5

Hydrological/Hydraulic Study

3.5.1

Overview of the Mekong Delta The Mekong River is almost 5,000km in length flowing from its origin in the High Tibetan Plateau through China, Myanmar, Lao Peoples Democratic Republic, Thailand, Cambodia and Vietnam. It has a basin area of 79,5000km2 and an average annual flow volume of 475 x 109 m3 discharging at a rate of 15,000m3/s (Gupta 2007). The current sediment load of the system is estimated at 150 – 190 x 106 m3. Major morphological development of the contemporary delta began around 8,000 years ago following post glacial sea level rise that saw the shoreline of the South China Sea extend to the Phnom Penh area (Tamura et al 2009). The delta advanced 200 km out into the South China Sea, creating a 62,500 km2 fan delta. The Upper Mekong Basin is characterised by a steep bedrock influenced single thread channel. Water supply is from a combination of precipitation and glacial meltwater and accounts for 16% of the annual average flow. Approximately 90% of the fall on the river is accounted for in the upper basin and between 40 and 43% of the sediment produced in the

8

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Final Report, Detailed Design (Road) catchment is delivered to the river. The Lower basin has been split into 5 geomorphological zones. These zones supply varying quantities of flow and sediment to the main river, influencing the geomorphology locally and more widely. The climate of the Mekong Basin is dominated by The Southwest Monsoon generating a wet season between May and September and a dry season between October and April. Tropical storms and cyclones also affect the rainfall climate of the Lower Basin in particular where they are largely responsible for the higher rainfalls occurring in September and November (MRC 2005). Severe tropical storms during the Southwest Monsoon have caused flooding across the Lower Mekong, particularly in Cambodia and the delta. The Upper Mekong Basin covers 24% of the total basin area and contributes 15% to 20% of water flow to the Mekong River. The Lower Basin is where the major tributaries enter the main river. The left bank tributaries drain the high-rainfall areas of Lao PDR and influence the wet monsoon season flow. The right bank tributaries including the Mun and Chi rivers drain a large part of Northeast Thailand and influence the dry season flow. Elevated monsoon flows in the Mekong cause a flow reversal along the Tonle Sap River filling Tonle Sap Lake. Lower flows in the Mekong during the dry season allow water in the lake to drain back into the main river upstream of Phnom Phen, augmenting flows downstream. Around 50% of flow in the Lower Mekong comes from the draining of Tonle Sap Lake during the dry season. The installation of a number of dams along the Mekong has regulated river flows and enhanced the influence of regional weather patterns of the discharge of the Mekong (Xue et al 2011). In particular the influence of the NE (East Asian) Monsoon on the Lower Mekong Delta is expected to rise. Daily maximum and minimum water levels have dropped since the first dams in 1994 (dropping by around 0.25m at My Thuan after 1994) and this is expected to reduce the flux of sediment through the system and exacerbate coastal erosion (Xue et al 2011).

3.5.2

Computational Hydraulic Modelling

3.5.2.1 Summary of Hydraulic Modelling Approach The Mekong delta features a complex hydrological regime and complex hydrodynamic interaction between the intricate network of rivers, waterways and drains. In the design report for the Cao Lanh Bridge, it was stated that because of this, the hydraulic modelling of the bridge cannot be considered in isolation. The same can be said about the Vam Cong Bridge although its design is not part of this project and only its outline is included in the computational hydraulic model described below. The study commenced with data collection, leading on to computational hydrological/ hydraulic modelling. The data collection phase involved assembly, analysis and review of existing topographic data, hydrometric records and other available background information, the objective of which was to assess the quality and hence, their suitability for incorporation into the envisaged river channel/floodplain network model. The additional geometric and ground information required to construct the model was obtained by carrying out a waterway cross section survey of all the channels that will be Page 59 of 271

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Final Report, Detailed Design (Road) crossed by the proposed bridges within coverage of the CMDCP, detailed topographic ground survey of the corridor of the project alignment and the bathymetry of waterways. The elevations of bridges, culverts and road embankment were also required and were obtained from outline design drawings. The river cross sections obtained as part of the waterway and topographic surveys as well as the outline design elevations of the bridges, culverts and road embankment were used to construct a linked hydrodynamic (time varying) channel network/floodplain model of the watercourses that will be crossed by the project. The model is driven by observed hydrometeorological records dating back to 1924 and downstream boundary conditions consist of time series of tide levels based on tidal observation at the Mekong mouths. Hydrological analysis ran in parallel with and was an integral part of the hydraulic modelling insofar as simulating a long time series of observed hydro-meteorological time series (1924 to present) results is approximately equivalent to continuous hydrological simulation. This is an emerging and powerful approach to hydrological analysis that. Continuous simulation (strictly speaking, long term simulation in the case of this study) aims to mimic the natural behaviour of a catchment over a long period. It offers the opportunity to model a multitude of observed events and thus reproduce the typical response of the watercourses included in the catchment. The model was constructed with the well-known and widely used ISIS software developed by Halcrow Group of the UK and following a period of calibration and (fine) tuning, model simulation runs were carried out to predict the water level distribution in the river system associated with a range of frequencies of occurrence, with particular reference to the locations of the proposed bridges and culverts. The modelling approach and development is described in detail in the Cao Lanh report. Included in the model are the proposed features along the route of the CMDCP, 28 small/medium/large bridges, box culverts, pipe culverts, and Road embankment The bridges included the following: Bridge Number 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Name of Bridge Dinh Chung Linh Son Khem Ban Tinh Thoi Rach Mieu Cao Lanh Tan My Rach Km8+032 Kenh Thay Lam Muong Lon Kenh Dat Set Rach Km13+230 Kenh Xang Muc Rach Km15+282

Chainage (Station) Km00+330 Km01+130 Km01+510 Km02+440 Km03+750 Km04+970 Km07+390 Km08+032 Km08+620 Km10+170 Km11+460 Km13+230 Km14+097 Km15+282

Bridge Number 15 16 17 18 19 20 21 22 23 24 25 26 27 28

Table 3-13: List of Bridges

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Name of Bridge Rach Tan Binh Rach Km16+394 Kenh Xang Nho Rach 2-9 Rach Vuot Lap Vo River Rach Lap Vo Kenh Ranh Rach Ong Hanh Rach Xep Cut Vam Cong Rach 1 Rach 2 Rach Nga Chua

Chainage (Station) Km15+827 Km16+394 Km16+916 Km17+315 Km17+761 Km18+730 Km19+732 Km21+425 Km22+034 Km23+250 Km25+399 Km27+090 Km27+510 Km28+140

CMDCP

Final Report, Detailed Design (Road)

3.5.2.2 Hydrology At commencement of the computational hydraulic modelling programme an assessment of hydro-meteorological data availability and hydrological requirements led to the conclusion that the depth of hydrological modelling and analysis necessary to derive catchmentwide/basin-wide flood estimates using traditional approaches would be highly challenging and most likely unachievable within the design timescale of the CMDCP. In order to get round the complexity of the Mekong basin, data availability and timescale constraints, an alternative approach would therefore be necessary and an approximate ‘continuous simulation’ approach was adopted, in which a long period (1924 to present) of observed inflows, rainfall, evaporation and downstream tidal conditions were simulated. The number and range of events covered by such a model run is considered large enough to be statistically significant and can form the basis for frequency of occurrence/return period analysis. Continuous simulation (strictly speaking, long term simulation in the case of this study) involves running a hydrodynamic river/waterway network model with the driving inflows from a long series of continuous hydro-meteorological records. Flows and water levels of a given frequency of occurrence at any location of interest can then be obtained by statistical analysis of peaks extracted from the simulation results. Continuous (long term) simulation aims to mimic the natural behaviour of a catchment over a long period. It offers the opportunity to model a multitude of observed flood events and thus, reproduce the typical response of the watercourses in the catchment.

3.5.2.3 Hydraulic Model Results The following four scenarios have been simulated:    

Existing configuration with road & bridges/culverts with road, bridges, culverts and climate change (0.30m Sea Level Rise) with road, bridges, culverts and climate change (0.75m Sea Level Rise)

a) Existing Configuration (Present Climate) The present climate simulated peak water levels at the locations of the proposed bridges along the route of the CMDCP in its present configuration (before construction of the project) are summarised in Table 3-14 below. Bridge Number 1 2 3 4 5 6 7 8 9 10

Name of Bridge Dinh Chung Linh Son Khem Ban Tinh Thoi Rach Mieu Cao Lanh Tan My Rach Km8+032 Kenh Thay Lam Muong Lon

Chainage (Station) Km00+330 Km01+130 Km01+510 Km02+440 Km03+750 Km04+970 Km07+390 Km08+032 Km08+620 Km10+170

H1% 2.94 2.89 2.87 2.88 2.85 2.82 2.81 2.81 2.78 2.65

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Water Levels H%(m) H2% H4% H5% 2.81 2.70 2.66 2.79 2.69 2.66 2.77 2.68 2.65 2.77 2.67 2.63 2.74 2.64 2.60 2.72 2.62 2.59 2.70 2.59 2.56 2.70 2.59 2.56 2.67 2.57 2.54 2.57 2.49 2.46

H10% 2.56 2.56 2.56 2.54 2.51 2.50 2.47 2.47 2.45 2.39

CMDCP

Final Report, Detailed Design (Road) 11 Kenh Dat Set Km11+460 2.72 2.63 2.54 2.51 2.42 12 Rach Km13+230 Km13+230 2.77 2.67 2.57 2.54 2.45 13 Kenh Xang Muc Km14+097 2.79 2.69 2.59 2.56 2.47 14 Rach Km15+282(1) Km15+282 2.77 2.68 2.59 2.56 2.47 15 Rach Tan Binh Km15+827 2.76 2.67 2.59 2.56 2.47 16 Rach Km16+394(1) Km16+394 2.77 2.68 2.60 2.57 2.48 17 Kenh Xang Nho Km16+916 2.77 2.69 2.61 2.58 2.49 18 Rach 2-9 Km17+315 2.84 2.75 2.66 2.63 2.54 19 Rach Vuot Km17+761 2.92 2.82 2.72 2.69 2.60 20 Lap Vo River Km18+730 2.96 2.86 2.77 2.73 2.64 21 Rach Lap Vo Km19+732 2.96 2.87 2.78 2.75 2.66 22 Kenh Ranh Km21+425 2.80 2.72 2.65 2.62 2.54 23 Rach Ong Hanh Km22+034 2.80 2.72 2.64 2.62 2.54 24 Rach Xep Cut Km23+250 2.80 2.72 2.64 2.62 2.54 25 Vam Cong(2) Km25+399 26 Rach 1 Km27+090 2.78 2.70 2.62 2.60 2.51 27 Rach 2 Km27+510 2.82 2.73 2.65 2.62 2.54 28 Rach Nga Chua Km28+140 2.85 2.74 2.64 2.61 2.51 Notes: (1) By interpolation as channel was not surveyed (2) Outline design of Vam Cong Bridge is included in the model but results are not extracted because it is not part of Components 1, 2 & 3B

Table 3-14: Water Levels at Bridge Locations (Existing Configuration & Present Climate)

b) Post Project Configuration (Present Climate) The present climate simulated peak water levels at the locations of the proposed bridges and culverts along the route of the CMDCP in its post project configuration (with the bridges, culverts and road embankment in place) are summarised in Table 3-15 below. These values have been used in the detailed design, with the approved climate change allowance of 0.3m added where appropriate. The 0.3m allows for sea level rise effects and upstream hydrology effects. Bridge Number 1 2 3 4 5 6 7 8

Name of Bridge Dinh Chung Linh Son Khem Ban Tinh Thoi Rach Mieu Cao Lanh Tan My Rach Km8+032

Chainage (Station) Km00+330 Km01+130 Km01+510 Km02+440 Km03+750 Km04+970 Km07+390 Km08+032

H1% 2.99 2.95 2.98 2.92 2.87 2.87 2.81 2.79

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Water Levels H%(m) H2% H4% H5% 2.86 2.75 2.71 2.84 2.74 2.71 2.87 2.76 2.73 2.82 2.72 2.69 2.77 2.68 2.65 2.76 2.67 2.64 2.72 2.62 2.60 2.70 2.61 2.58

H10% 2.61 2.61 2.63 2.60 2.56 2.55 2.51 2.49

CMDCP

Final Report, Detailed Design (Road) 9 Kenh Thay Lam Km08+620 2.81 2.71 2.62 2.59 2.50 10 Muong Lon Km10+170 2.72 2.63 2.54 2.52 2.44 11 Kenh Dat Set Km11+460 2.78 2.68 2.59 2.56 2.47 12 Rach Km13+230 Km13+230 2.80 2.71 2.61 2.58 2.49 13 Kenh Xang Muc Km14+097 2.81 2.71 2.62 2.58 2.49 14 Rach Km15+282(1) Km15+282 2.81 2.71 2.63 2.59 2.50 15 Rach Tan Binh Km15+827 2.81 2.71 2.63 2.60 2.51 16 Rach Km16+394(1) Km16+394 2.82 2.73 2.65 2.62 2.53 17 Kenh Xang Nho Km16+916 2.83 2.75 2.66 2.63 2.54 18 Rach 2-9 Km17+315 2.96 2.86 2.77 2.74 2.64 19 Rach Vuot Km17+761 3.01 2.91 2.81 2.77 2.67 20 Lap Vo River Km18+730 3.01 2.92 2.82 2.79 2.70 21 Rach Lap Vo Km19+732 3.02 2.96 2.86 2.83 2.73 22 Kenh Ranh Km21+425 2.85 2.77 2.70 2.68 2.60 23 Rach Ong Hanh Km22+034 2.81 2.74 2.67 2.64 2.57 24 Rach Xep Cut Km23+250 2.81 2.74 2.67 2.64 2.57 25 Vam Cong(2) Km25+399 26 Rach 1 Km27+090 2.84 2.75 2.67 2.65 2.57 27 Rach 2 Km27+510 2.86 2.77 2.67 2.65 2.56 28 Rach Nga Chua Km28+140 2.81 2.71 2.62 2.59 2.49 Notes: (1) By interpolation as channel was not surveyed (2) Outline design of Vam Cong Bridge is included in the model but results are not extracted because it is not part of Components 1, 2 & 3B

Table 3-15: Water Levels at Bridge Locations (Post Project Configuration & Present Climate)

c) Post Project Configuration (0.30m Sea Level Change) The simulated peak water levels associated with climate change (0.30m sea level rise) at the locations of the proposed bridges along the route of the CMDCP in its post construction configuration (with the bridges, culverts and road embankment in place) are summarised in Table 3-16 below. Bridge Number 1 2 3 4 5 6 7 8 9 10

Name of Bridge Dinh Chung Linh Son Khem Ban Tinh Thoi Rach Mieu Cao Lanh Tan My Rach Km8+032 Kenh Thay Lam Muong Lon

Chainage (Station) Km00+330 Km01+130 Km01+510 Km02+440 Km03+750 Km04+970 Km07+390 Km08+032 Km08+620 Km10+170

H1% 3.13 3.06 3.09 3.03 2.98 2.99 2.95 2.92 2.94 2.89

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Water Levels H%(m) H2% H4% H5% 3.03 2.93 2.90 2.97 2.88 2.86 2.99 2.90 2.87 2.95 2.87 2.84 2.90 2.83 2.80 2.91 2.82 2.80 2.86 2.78 2.76 2.84 2.76 2.74 2.86 2.78 2.75 2.80 2.71 2.68

H10% 2.80 2.77 2.78 2.76 2.72 2.72 2.68 2.66 2.68 2.60

CMDCP

Final Report, Detailed Design (Road) 11 Kenh Dat Set Km11+460 2.92 2.84 2.77 2.74 2.66 12 Rach Km13+230 Km13+230 2.97 2.89 2.80 2.77 2.69 13 Kenh Xang Muc Km14+097 2.96 2.87 2.79 2.76 2.68 14 Rach Km15+282(1) Km15+282 2.97 2.88 2.80 2.77 2.69 15 Rach Tan Binh Km15+827 2.97 2.88 2.80 2.77 2.69 16 Rach Km16+394(1) Km16+394 2.98 2.90 2.82 2.79 2.71 17 Kenh Xang Nho Km16+916 2.99 2.91 2.83 2.81 2.73 18 Rach 2-9 Km17+315 3.04 2.98 2.93 2.91 2.84 19 Rach Vuot Km17+761 3.14 3.05 2.97 2.94 2.85 20 Lap Vo River Km18+730 3.07 3.00 2.94 2.91 2.84 21 Rach Lap Vo Km19+732 3.05 2.99 2.93 2.91 2.84 22 Kenh Ranh Km21+425 2.93 2.87 2.82 2.80 2.74 23 Rach Ong Hanh Km22+034 2.91 2.85 2.79 2.77 2.71 24 Rach Xep Cut Km23+250 2.93 2.87 2.80 2.78 2.72 25 Vam Cong(2) Km25+399 26 Rach 1 Km27+090 2.99 2.92 2.85 2.82 2.75 27 Rach 2 Km27+510 2.98 2.91 2.84 2.82 2.75 28 Rach Nga Chua Km28+140 2.85 2.80 2.74 2.72 2.66 Notes: (1) By interpolation as channel was not surveyed (2) Outline design of Vam Cong Bridge is included in the model but results are not provided because it is not part of Components 1, 2 & 3B

Table 3-16: Water Levels at Bridge Locations (Post Project Config. & 0.30m Sea Level Rise)

d) Post Project Configuration (0.75m Sea Level Change) The simulated peak water levels associated with climate change (0.75m sea level rise) at the locations of the proposed bridges along the route of the CMDCP in its post construction configuration (with the bridges, culverts and road embankment in place) are summarised in Table 3-17 below. Bridge Number 1 2 3 4 5 6 7 8 9 10

Name of Bridge Dinh Chung Linh Son Khem Ban Tinh Thoi Rach Mieu Cao Lanh Tan My Rach Km08+032 Kenh Thay Lam Muong Lon

Chainage (Station) Km00+330 Km01+130 Km01+510 Km02+440 Km03+750 Km04+970 Km07+390 Km08+032 Km08+620 Km10+170

H1% 3.39 3.32 3.34 3.29 3.23 3.23 3.27 3.23 3.22 3.23

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Water Levels H%(m) H2% H4% H5% 3.31 3.23 3.20 3.24 3.16 3.14 3.25 3.17 3.14 3.21 3.14 3.11 3.17 3.10 3.08 3.17 3.10 3.08 3.19 3.11 3.08 3.16 3.08 3.06 3.15 3.08 3.06 3.15 3.07 3.04

H10% 3.12 3.05 3.06 3.04 3.01 3.01 3.00 2.98 2.99 2.96

CMDCP

Final Report, Detailed Design (Road) 11 Kenh Dat Set Km11+460 3.23 3.16 3.09 3.07 2.99 12 Rach Km13+230 Km13+230 3.25 3.18 3.12 3.09 3.02 13 Kenh Xang Muc Km14+097 3.23 3.16 3.09 3.07 3.00 14 Rach Km15+282(1) Km15+282 3.29 3.21 3.13 3.11 3.03 15 Rach Tan Binh Km15+827 3.32 3.24 3.15 3.13 3.04 16 Rach Km16+394(1) Km16+394 3.28 3.21 3.15 3.13 3.06 17 Kenh Xang Nho Km16+916 3.24 3.20 3.15 3.13 3.07 18 Rach 2-9 Km17+315 3.40 3.25 3.11 3.06 2.93 19 Rach Vuot Km17+761 3.37 3.31 3.25 3.23 3.16 20 Lap Vo River Km18+730 3.33 3.27 3.20 3.18 3.11 21 Rach Lap Vo Km19+732 3.26 3.20 3.14 3.12 3.05 22 Kenh Ranh Km21+425 3.26 3.20 3.14 3.12 3.05 23 Rach Ong Hanh Km22+034 3.28 3.20 3.12 3.10 3.02 24 Rach Xep Cut Km23+250 3.33 3.25 3.17 3.15 3.06 25 Vam Cong(2) Km25+399 26 Rach 1 Km27+090 3.30 3.25 3.19 3.17 3.11 27 Rach 2 Km27+510 3.27 3.22 3.17 3.15 3.09 28 Rach Nga Chua Km28+140 3.14 3.08 3.02 3.00 2.94 Notes: (1) By interpolation as channel was not surveyed (2) Outline design of Vam Cong Bridge is included in the model but results are not provided because it is not part of Components 1, 2 & 3B

Table 3-17: Water Levels at Bridge Locations (Post Project Config. & 0.75m Sea Level Rise)

3.5.3

Scour All piers and abutments for the bridges are to be founded on the caps of piles driven into the ground. The substructures located in the floodplains will be subject to scouring when the river is in flood, the floodplains are inundated and there is flow over them. Maximum velocities in the floodplains do not take place at the same water levels as the maximum velocities in the channel.

3.5.3.1 Methodology Sediment movement on a river bed is initiated when the forces acting on the particles reaches a threshold value that exceeds the forces keeping them at rest. Flows over a sediment bed exert lift and drag forces on the sediment particles. When these forces per unit area tangent to the bed (bed shear stress) exceed a critical value (critical shear stress) the sediment bed begins to move. The critical shear stress depends on a number of factors including the water velocity. The local velocity of the water depends on many quantities including the sediment that forms the boundaries of the flow. A change in the sediment boundaries (e.g., deposition or erosion) results in a change in the flow and vice versa. Man-made or natural obstructions to the flow can also change flow patterns and create secondary flows. Any change in the flow can impact sediment transport and thus the scour at a bridge site. There are four components to scour at a bridge: i.

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Final Report, Detailed Design (Road) ii. General Scour, which can be : a. Contraction scour - when the flow area of a stream at flood stage is reduced, either by a natural contraction of the stream channel or by a bridge; b. Other general scour - resulting from erosion related to the characteristics of the stream such as meandering, braided or straight, variable downstream control, flow around a bend, or other changes that decrease the bed elevation and can occur at bridges located upstream or downstream of a confluence (this is normally taken into account by adopting suitable values for the variables in the calculations for contraction and local scour). iii. Local scour - at piers or abutments, caused by the formation of vortices at their base, which itself can have a number of components: a. Pier/abutment scour; b. Pier footing/cap scour; c. Pile scour; iv. Lateral shifting of a watercourse – Rivers and streams are dynamic with areas of flow concentration continually shifting banklines and the channel in meandering streams moving both laterally and downstream; this is not quantifiable in an assessment such as this, but its long term effect needs consideration in the general design of the bridge. The total scour is the summation of these components. Estimates of design potential scour depths have been made based on the methodology outlined in the US Department of Transportation (FHWA) document “Evaluating Scour at Bridges”, better known as HEC-18. The HEC-RAS Version 4.1.0, 2010, hydraulic model (River Analysis System (RAS) hydraulic model developed by the U.S Army Corp of Engineers at the Hydrologic Engineering Centre (HEC)) has the capability to estimate local scour according to the HEC-18 method. Most local scour prediction formulae, such as the Colorado State University (CSU) equation [currently used in HEC-18] and those published by many well-known researchers are empirical and based on laboratory-scale data. Many of these equations yield similar results for laboratory-scale structures, but differ significantly in their predictions for prototype scale structures. The over prediction of many of these equations for large structures in fine sands is well documented and is referred to as the “Wide Pier” problem. D. Max Sheppard has researched scouring at bridges for a long period and with others first published in 1995 prediction equations for single pier structures which have been modified and updated over the years as more laboratory data became available. These have been accepted by the US Department of Transportation (Federal Highway Administration) and by the Florida Department of Transport (FDOT). Large bridges with complex pier geometry also present difficulties in the assessment of local scour. Sheppard again with others has developed methodologies for estimating scour

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Final Report, Detailed Design (Road) at complex piers and these have also been updated over the years. The Sheppard & Glasser method is described in the 2010 FDOT scour manual. The methodology for computing local scour at complex piers was developed using laboratory data including those from different researchers. It is based on the assumption that a complex pier can be represented (for the purposes of scour depth estimation) by a single circular pile with an “effective diameter” D*. The magnitude of D* is such that the scour depth at a circular pile with this diameter is the same as the scour depth at the complex pier for the same sediment and flow conditions. The problem of computing equilibrium scour depth at the complex pier is therefore reduced to one of determining the value of D* for that pier and applying the single pile equations. It must be recognised that the methodologies developed for estimating scour depths, being all based on laboratory results, assume the bridge being subjected to the design flows and velocities for a prolonged period and until equilibrium is achieved. The rate of local scour is large at first but then decreases as the scour hole deepens. The time required to reach an equilibrium scour depth for a given structure, sediment and flow situation is not well understood, especially in the high velocity, live-bed scour range. Thus, employing equations that predict equilibrium scour depths will produce conservative values if the time to reach equilibrium scour depths is not taken into consideration. In practice, especially in floodplains, total potential scour depths may not be reached. Equations/methods for predicting local scour evolution rates are still in their infancy. For the Cao Lanh Bridge with large piers, many in deep water, the Sheppard/Glasser method was used to estimate local scour for this project as well as the direct HEC-18 methodology equations and also a simple HEC-RAS model. For the other bridges in the CMDCP project, only the simple HEC-RAS model method was used to estimate local scour. This is described in Appendix D1.

3.5.3.2 Factor of Safety HEC-18 states that bridge foundations should be designed to withstand the effects of scour without failing for the worst conditions resulting from floods equal to the 100-year flood. It recommends that for pile design in friction a factor of safety (FOS) from two to three be applied with the 100-year flood. With the Cao Lanh Bridge design, it was found that the Sheppard/Glasser method gives the smallest potential scour depths in each case while the HEC-RAS hydraulic model arrives at the largest potential scour depths. Following the HEC-18 methodology gives results in between the other two. It was therefore recommended that the method that provides results with shallower erosion (Sheppard/Glasser) be selected and a factor of safety of 2 used. As the simple HEC-RAS method has been selected for the other CMDCP project bridges, as described in Appendix D1, a factor of safety of 1 has been used.

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3.5.3.3 Results The results of the analyses to estimate potential scour depths at each of the bridges are given in Appendix D1.

3.6

Desk Study on Morphology and Dynamics of the Mekong Delta

3.6.1

Introduction At present the Tien River in the vicinity of Cao Lanh and the Hau River at Vam Cong are displaying a relatively stable planform with more significant changes to the bed morphology. The morphology and dynamics are influenced by both regional and more local drivers. These are briefly reviewed below. Recommendations are made regarding further work necessary to substantiate some of the predictions and for monitoring before, during and after bridge construction. Comment is also made on the dynamics of other bridge crossings along the Cao Lanh – Vam Cong Highway. For further information regarding the geomorphological audit of the Mekong Delta, please refer to Appendix D2.

3.6.2

Influences on Tien River Dynamics A number of factors are, or will, affect the dynamics of the Tien and Hau rivers in the vicinity of Cao Lanh and Vam Cong. These include basin wide factors dominated by the functioning of the Tonle Sap lake, the construction and operation of large dams, climate change linked to the flow and tidal regime and general upstream channel dynamics. Locally the bridge structure will impact on river dynamics, the developing morphological configuration and associated flow pattern will alter conditions at the bridge site. Bank usage and protection will also influence rates of erosion. All of these factors are discussed briefly below together with their probable scale of impact over the next century.

3.6.2.1 Regional Influences Tonle Sap Dynamics Alterations to the Tonle Sap hydrology will impact on the flow regime at Cao Lanh and Vam Cong. Dry season flows will be most affected. An overall reduction in flow energy will increase the likelihood of deposition in the Tien and Hau rivers in the vicinity of the proposed bridges. At Cao Lanh, shoaling recorded downstream of Tan Thuan east could progress shifting river flows towards the left (north) bank and increasing the erosion risk along the unprotected banks upstream of the proposed bridge. Dams Trapping Sediment trapping by dams (existing and proposed) in the Upper Mekong Basin will dramatically reduce fine sediment delivery to the Lower Mekong. This will trigger a complex response in the channels downstream with the most dramatic and rapid impact Page 68 of 271

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Final Report, Detailed Design (Road) close to the dams. A reduced sediment load is likely to promote bank erosion downstream causing rates of change higher than historically recorded. The eroded sediment will also accumulate along the rivers forming transient shoals and more permanent deposits each of which will alter the flow dynamics locally which will increase erosion pressure along banks. Dam Flushing Dam flushing will create pulses of sediment in the river system downstream. This sediment will accumulate along the rivers forming transient shoals and more permanent deposits each of which will alter the flow dynamics and increase erosion pressure along banks locally. Climate change It is very difficult to predict the generalised effect of climate change on the Mekong Delta. It is likely that flow volumes will increase, tidal influence will become greater and extreme fluvial events will be more frequent. These effects all point to a more dynamic delta system with channel change extent and magnitude increasing over those historically recorded. Upstream Erosion and Deposition Heightened general erosion and deposition up stream is likely to increase the magnitude and frequency of sediment pulses through the system creating effects similar to dam trapping and flushing. Overall the regional changes likely to occur on the Mekong over the next century point to heightened local erosion and deposition. As such the present local issues detailed below will persist and in many cases be enhanced. RECOMMENDATION: A visual monitoring programme must be put in place to detect adverse channel changes that could over time threaten the integrity of the proposed bridge.

3.6.2.2 Local Influences on Tien River Dynamics General Channel Movement Historic mapping of the Tien and Hau rivers suggests that the gross planform has altered over time with the greatest changes concentrated around islands (see Island Dynamics section below). The left (north) bank in the vicinity of the proposed bridge at Cao Lanh has shown no change over the last 50 years. Some deposition has been recorded for the right (south) bank which is probably due to marginal land claiming. Bank loss has been recorded downstream of the proposed bridge location on the right (south) bank. Contemporary erosion was noted during the channel audit along the right (south) bank downstream of the proposed bridge location at Cao Lanh. Stable banks were observed along the left (north) bank up and downstream of the proposed bridge location. No study findings have been published for the River Hau at Vam Cong.

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Final Report, Detailed Design (Road) RECOMMENDATION: Additional Hydrographic atlas data should be digitised and contoured to improve the historic record and confirm directional change to patterns of erosion and deposition. This would also help to chart migration of areas of change allowing their long term influence on the proposed bridge to be determined. In-channel Erosion and Deposition Comparison of bathymetric survey data (cross-sectional) from 1998, 2008 and 2012 suggests that the bed of the Tien River is highly dynamic with bed elevation changes of several metres occurring between surveys. This is not unexpected given the nature of the bed material and the likely presence of dune bedforms, sediment ribbons and coherent sediment lobes. In the vicinity of the proposed bridge at Cao Lanh bed elevation changes of the order of ±3m are common historically. More recently scour of around 3m has occurred on the right (south) bank close to the bridge with the cross-section downstream of the bridge showing a 5m scour depth. More widely the area upstream of Tan Thuan Dong Island east has deepened significantly and the right (south) bank downstream of Tan Thuan Dong Island east has shoaled. No study findings have been published for the River Hau at Vam Cong. RECOMMENDATION: A periodic bathymetric survey programme should be put in place to monitor bed elevation and bank line changes along the reaches up and downstream of the proposed bridges. Island Dynamics The Tan Thuan Dong Island complex situated around 3.5km upstream of the proposed crossing at Cao Lanh, is presently displaying erosion and deposition impacting on slow channel migration in the area. Significant contemporary erosion was noted during the river survey along the upstream banks of Tan Thuan Island east on the left (north) bank of the main river. Historic change shows channel migration along upstream island margins, along the right (south) bank for the whole island complex and the left (north) bank adjacent to Tan Thuan Island east. Historic bathymetric survey of the bifurcation channels is not available. Long term change on the Tien and Hau rivers is likely to continue along both banks, rates are slow but progressive and will affect downstream flow patterns. RECOMMENDATION: A periodic bathymetric survey programme should be put in place to monitor bed elevation and bank line changes along island bifurcations. RECOMMENDATION: 2D modelling of island progression scenarios is recommended to determine the influence on the proposed bridge locations. Urbanisation & Bank Modification Piecemeal protection and poorly designed lengths of revetment are failing. These may generate localised bank instability in the vicinity of the proposed bridges potentially compromising bridge piers near the banks. Page 70 of 271

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Final Report, Detailed Design (Road) RECOMMENDATION: A periodic visual and photographic survey programme should be put in place to monitor these changes. Unprotected Banks Significant lengths of bank have no protection against fluvial, tidal and wave forces. These areas display bank erosion locally and this will continue. Localised bank instability may occur in the vicinity of the proposed bridges potentially compromising bridge piers near the banks. RECOMMENDATION: A periodic visual and photographic survey programme should be put in place to monitor these changes. Fish Farming Encroachment into the main channel through the development of fish farms will affect flow patterns and sediment fluxes placing heightened erosive pressure on opposite banks. RECOMMENDATION: A periodic visual and photographic survey programme should be put in place to monitor these changes. Bridge Infrastructure Scour potential at the bridge piers and abutments is reported separately together with recommendations for monitoring.

3.6.3

Other Bridges Table 3-18 summarises the morphologic change pressures for the Cao Lanh – Vam Cong Highway bridge sites (other than Cao Lanh and Vam Cong Bridges). Bridge Name Dinh Chung

Linh Son

Tinh Thoi Tan My

Xang Muc Tan Binh Lap Vo River

Comment

Recommendation

Bridge over large channel with broad meander arch towards north east. Urban piecemeal protection on right (north) bank. Slow migration prevented by urban area. Sited downstream of confluence island. Some erosion of vegetation on north bank upstream Possible migration towards north east may impact on bridge in long-term. Sited on meander bend. Slow migration hindered by plantation vegetation. Engineered straight channel. Strongly tidal location. Straight channel with localised erosion. Stable engineered canals. Realignment plan will cause flow pattern change. Stable slightly sinuous channels, may alter long term. Straight canal with strong tidal influence. Localised scour issues possible.

Improve urban protection measures along right (north) bank.

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Consider protection along left (north) bank.

Sheet piling Sheet piling

Sheet piling Sheet piling Sheet piling protection and infilling up to the piers.

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Final Report, Detailed Design (Road) Table 3-18: Bridges along the Highway assessed for Long-term Change Potential

3.6.4

Summary of Recommendations Table 3-19 specifies key tasks necessary to generate greater understanding of the Tien and Hau rivers allowing more confident change prediction linked to the bridge crossings. Tasks 1 and 2 are required to gain a simple understanding of the dynamics of the Hau River at Vam Cong. Significant bed morphology change has been measured along the Tien River suggesting elevation fluctuations of 3 to 7 metres across areas where good data exists. The changing bed morphology will in turn be impacting on the propensity for bank erosion and several lengths of bank are presently retreating in response to erosive forces. As a result of these findings two areas are recommended for bank protection. Before the extent of these works can be determined, specified and quantified, to allow for detail design by the project’s design team, further information is required on the long and short term bed dynamics (Tasks 3-6). The bridge at Lap Vo River is also considered susceptible and may require protection, Task 7 would provide guidance on this. Finally monitoring of the Tien and Hau rivers should occur before, during and after construction (Task 8).

Task 1 2 3

4

5

6

Description Geomorphological survey of the channel at Vam Cong to establish local patterns of erosion and deposition Bathymetric change study for the Hau River at Vam Cong to establish magnitudes of bed level change for the channel. Greater understanding of the bed dynamics of the Tien and Hau rivers should be gained through short term repeat high density bathymetric survey. This will chart the development of shoaling and scour, identify the presence and influence of dunes, ribbons and lobes on bed dynamics. It will also detail the magnitude of rapid change in the river helping to place the longer term changes identified by the historic survey analysis in context. A review of the geomorphological audit by Consultant Arups also recommended this activity. Additional Hydrographic atlas data should also be digitised and contoured to improve the historic record and confirm directional change to patterns of erosion and deposition. This would also help to chart migration of areas of change allowing their long term influence on the proposed bridge to be determined. It is probable that rates of morphologic change recorded around Cao Lanh and Vam Cong will alter given the changes expected to regional and local drivers. A space-for-time analogue study is recommended to determine upper limits of change that could occur over the next century given scenarios of island change upstream of the proposed bridge location. 2D flow modelling is strongly recommended to predict the effects of likely changes to the Tan Thuan Dong and Long Xuyen Island complex on flow patterns and bank stability in the reach upstream of the proposed bridges.

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8

Description The channel in the vicinity of Lap Vo River Bridge has been highlighted as susceptible to morphologic change and a survey programme should be instigated to determine the present bed morphology and dynamics and to monitor for instability problems that may compromise the bridge. Periodic monitoring of bank morphology and dynamics to detect adverse river change is essential before, during and after bridge construction.

Table 3-19: Recommended Actions to better understand System Dynamics of Tien and Hau Rivers Significant local impacts are likely associated with the construction of both Cao Lanh and Vam Cong bridges. Alterations to the bed will release sediment and in-channel construction will alter flow patterns. RECOMMENDATION: A programme of bed and bank change monitoring should be instigated prior to and during construction at both bridges. This will also generate further data on system response which will inform post-construction channel monitoring and management.

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4.

Road

4.1

Road Geometry

4.1.1

Typical Road Cross-sections

4.1.1.1 Mainline The mainline has two types of typical cross-sections, one with a 0.6m concrete median barrier and the other with a 3m median. The two typical cross-sections for Stage 1 are shown below in Figure 4-1. 20.6m Roadway with Concrete Median Barrier

23.0m Roadway with 3m Median

Figure 4-1: Typical Cross-sections, Mainline The application of the two types of typical road cross-section is as follows:   

From Project Start Point to Cao Lanh Bridge Abutment 1: 23.0m Roadway with 3m Median. From Cao Lanh Bridge Abutment 2 to Vam Cong Bridge Abutment 1: 20.6m Roadway with Concrete Median Barrier. From Vam Cong Bridge Abutment 2 to Project End Point: 23.0m Roadway with 3m Median.

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4.1.1.2 Interchange Ramps The typical cross-section of the Interchange Ramp is shown below in Figure 4-2.

Figure 4-2: Typical Cross-section, Ramps The ramp arrangement is such that two ramps with traffic in opposite directions share a common embankment.

4.1.1.3 NH80 Connection The typical cross-section of the NH80 Connection is shown below in Figure 4-3. The roadway is standard two-lane.

Figure 4-3: Typical Cross-section, NH80 Connection

4.1.2

Horizontal Alignment The Project road alignment crosses numerous waterways, large and small. In addition to the two main cable-stayed bridges, there are 26 other bridges and a number of culverts. The horizontal alignment follows the FS which meets the proposed design speed standard of 80kph and even higher. The overall horizontal alignment is good with long straights and mild curves. Only one curve of 700m radius (Km6+513.367 to Km7+231.807) requires superelevation. The horizontal alignment data is summarized in Table 4-1. The complete details of the horizontal alignment are given in Appendix F6.

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Final Report, Detailed Design (Road) Start Km (SC) 2+661.189 6+513.367 9+368.823 12+458.155 15+111.158 18+124.531 21+334.091 24+021.376 26+451.521 27+724.709

1 2 3 4 5 6 7 8 9 10

End Km (CS) 3+527.852 7+231.807 9+536.123 12+614.012 15+301.969 18+359.095 21+739.033 24+271.377 26+627.184 28+048.518

Radius (m) 2000 700 8000 15000 4000 2000 4500 5000 12000 10000

Deflection Angle (Deg) 24o 49’ 41” 58o 48’ 18” 01o 11’ 54” 00o 35’ 43” 02o 43’ 59” 06o 43’ 11” 05o 09’ 21” 02o 51’ 53” 00o 50’ 19” 01o 51’ 19”

Length (m) 866.663 718.439 167.300 155.857 190.811 234.564 404.942 250.001 175.662 323.810

Table 4-1: Horizontal Alignment Alignment drawings including setting out data and survey controls are given in Appendix N.

4.1.3

Climate Change Considerations

4.1.3.1 Background It has been accepted that there are changes in the global climate which affect the sea level and other hydrological factors such as rainfall. These changes will have an impact on the Project in the longer term. Climate Change has been specifically mentioned at various stages of the project from the FS stage. The Detailed Design TOR contains the following:   

Requires that impacts of climate change effects be taken into account. Notes that specific attention is to be given to bridge and waterway clearances, and road profile elevations. Notes that this aspect of the design process will reflect studies undertaken by ADB (under ADB TA 6420-REG) and the Ministry of Natural Resources and Environment (MONRE).

The FS Hydraulic Report gives water levels for different flood frequencies with and without a sea level rise of 0.3m. The FS minimum finished road level (FRL) is based on 1% flood level without a climate change allowance. The FS proposed bridge levels do not consider a climate change allowance. Thus, it is considered that a climate change allowance should be incorporated in the detailed design.

4.1.3.2 Updated Summary Note on CC Allowance, 13 Sep 2012 DDIS Consultant compiled an Updated Summary Note on CC Allowance (see Appendix E) consolidating previously submitted Technical Notes dated 11 Jun and 25 Aug 2012 outlining the options for the amount (ie the height in metres) of climate change allowance that could be considered, based on relevant available information with respect to climate change.

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Final Report, Detailed Design (Road) MONRE Ministry of Natural Resources and Environment (MONRE) Study in 2009 – Climate Change, Sea Level Rise, and the Update issued in 2012 give the SLR for the three emission scenarios. The MONRE reports show that the sea levels would rise gradually over the coming decades. The MONRE 2012 updated SLR values are similar to the 2009 report, the only difference being that the timeline for SLR is delayed by a few years – possibly half a decade. The medium emission scenario is recommended by MONRE for use as an initial basis in climate change and sea level rise impact assessments and in the development of action plans to respond to climate change. Sea level rise by mid-21st century for the medium emission scenario would be about 30cm, and by the end of the 21st century or soon afterwards it would be about 75cm compared to the period of 1980-1999. ICEM A Technical Note by International Centre for Environmental Management (ICEM), who carried out the ADB TA 6420-REG, identifies sea level rise and increase in catchment rainfall as climate change induced drivers of water level change of the Mekong River and its flood plain.  

Sea Level Rise: The water level rise at Cao Lanh due to SLR is about 50% of the SLR. The DDIS Consultant’s hydraulic study also shows this to be the case. Increase in Catchment Rainfall: Upstream hydrology is impacted by climate change induced increase in catchment rainfall which contributes to a net increase in river discharge and overbank flow.

The ICEM Report was not available to DDIS for the Updated Summary Note on CC Allowance. However, it was received after the Updated Summary Note was submitted to the Client. Risks There are risks arising from CC Induced Water Level Rise 

 

Some sections of the road embankment will be well above the minimum level as a result of the road profile required to provide adequate clearance at bridges. However, long stretches between bridges, which are at minimum level would be at risk of damage due to inadequate freeboard. Bridges where the level is based on freeboard will be at risk of damage due to inadequate freeboard. Most waterways have roads running along one or both sides. The critical factor for determining the elevations of the majority of the bridges is the road underpass clearance. Bridges where the level is based on underpass/navigation clearance will not be at risk of damage. As these considerations generally result in clearances that are much higher than the freeboard requirements and potential climate change water level rise, an additional allowance for climate change is not necessary from hydraulic capacity and freeboard considerations – and there is no risk to the coderequirement on freeboard.

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Final Report, Detailed Design (Road) Mitigation Measures The following were proposed by DDIS:   

A CC Allowance should be applied to the road sections at minimum level. A CC Allowance should be applied to the bridges where the level is based on freeboard considerations. For the other bridges where an underpass/navigation clearance is provided, a climate change provision (over and above the clearance provision) is not necessary from hydraulic and freeboard considerations.

Consideration in the Future as Opposed to Now Providing no CC allowance during the design phase, is not recommended as any future increase of the road level would necessarily have to be made with costly pavement materials whereas raising now would be accommodated in the embankment with fill material. In addition to a cost premium, there is an environmental premium due to the higher carbon footprint of processed pavement materials as compared to dredged sandfill. Not providing any CC provision now on the basis that the road would be raised in the medium-term due to maintenance overlays and Stage 2 pavement upgrading is not an adequate argument. These measures will only marginally increase the road levels, and will not comprise an adequate CC provision. Further, these marginal level increases will go towards compensating the remaining settlement of the embankment that may take place. CC Allowance Water level rise at Cao Lanh is considered on the basis that (a) SLR would contribute about 50% of the total climate change induced water level rise at Cao Lanh, and (b) the balance 50% is due to climate changed induced increase in catchment rainfall. The proposed CC allowance due to both above effects is 0.30m at Cao Lanh. This is in line with the MONRE medium emission scenario SLR. Based on the hydraulic model simulation results for water level change along the Project road, the variation in level rise along the Project road for a 0.30m rise at Cao Lanh was estimated. The estimated variation of CC allowance along the Project road is as per Table 42 below. From

To

CC Allowance (m)

Dinh Chung

Cao Lanh

0.31

Cao Lanh

Tan My

0.35

Tan My

Rach 2-9

0.38

Rach 2-9

Rach Vuot

0.33

Rach Vuot

Kenh Ranh

0.27

Kenh Ranh

Rach Ong Hanh

0.33

Rach Ong Hanh

Rach 2

0.39

Rach 2

End

0.30

Table 4-2: CC Allowance along the Project Road

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Final Report, Detailed Design (Road) The variation of CC allowance along the Project road is not of significance given that the embankment height ranges from about 2.5m to over 4m. Therefore, the average value of 0.3m is adopted for the CC allowance in defining the proposed road profile. Only those stretches of road that are at minimum freeboard level and bridges where the level is fixed from freeboard considerations are raised for CC allowance.

4.1.3.3 Addendum 1 to the Updated Summary Note, 18 Sep 2012 The CMDCP Climate Change Threat and Vulnerability Report by ICEM under ADB TA 6420REG was received by the DDIS Consultant on 13 September 2012 – after the DDIS Updated Note on CC Allowance was submitted to Cuu Long CIPM. ICEM elaborated the main findings of the report in a videoconference with ADB, AusAID and DDIS on 14 September 2012. DDIS submitted an Addendum 1 which took into consideration ICEM Report findings of relevance to the detailed design road profile. The Addendum, which was reviewed and agreed by ICEM, reinforces the recommendations of the DDIS Updated Note on CC Allowance. The ICEM study takes into consideration Climate Change (CC) induced increase in catchment rainfall as well as sea level rise (SLR) in developing projections of future flood dynamics. The key findings of the ICEM study of relevance to the detailed design road profile are noted below:  

The P1% floodplain water level will increase by 0.6m due to CC effects in the future over a 100-year period. The navigation clearance in the waterways should not be significantly affected by the P5% water level in the future.

In Addendum 1, it was concurred by DDIS and ICEM that the following CC adaptation measures are appropriate in determining the road profile 

Road Embankment: 

 



A phased approach to climate change adaptation is recommended. During the first phase, DDIS proposed nominal 0.3m CC provision for those stretches of road at minimum level is adequate for the medium-term. The variation of water level rise along the Project road due to CC effects is not of significance. Providing no CC allowance during the design phase, is not recommended as any future increase of the road level would necessarily have to be made with costly pavement materials whereas raising now would be accommodated in the embankment with fill material. In addition to a cost premium, there is an environmental premium due to the higher carbon footprint of processed pavement materials as compared to dredged sandfill. Not providing any CC provision now on the basis that the road would be raised in the medium-term due to maintenance overlays and Stage 2 pavement upgrading is not an adequate argument. These measures will only marginally increase the road levels, and will not comprise an adequate CC provision. Further, these Page 79 of 271

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



Cao Lanh Bridge Navigation Clearance: 







 

A nominal 0.3m CC allowance for the six (6) minor bridges without navigation or underpass clearance provides an acceptable level of risk mitigation, and is adequate. The level of these bridges is based on a 0.5m freeboard to the underside of the bridge deck. This provides additional safety in terms of hydraulic capacity. A P1% flood event occurring towards the latter part of the bridge design life of 100 years may have the potential to affect the bridge bearings due to submergence. However, (a) bridge bearings need periodic replacement and this can be addressed as part of the component maintenance and replacement schedule, and (ii) this is not a significant factor.

Culverts: 

4.1.4

There are twenty-six (26) bridges other than the two main bridges. Nineteen (19) of these waterways have navigation requirements. The levels of seventeen (17) of these bridges are based on underpass clearances (to cater to roads that cross the Project road) which result in higher bridge levels. It is therefore, not necessary to provide an additional climate change clearance for those bridges with navigation and/or underpass clearance requirements.

Bridges without Navigation or Underpass Clearance: 



Navigation clearance in the waterways should not be significantly affected by the P5% water level in the future. It is therefore, not necessary to provide an additional climate change clearance.

Other Bridges with Navigation/Underpass Clearance: 



marginal level increases will go towards compensating the remaining settlement of the embankment that may take place. In the long-term, say beyond a 30-year horizon, second phase of adaptation should be considered as appropriate, as part of further maintenance and upgrades for road pavements.

Increase in the P1% flood in the long term due to CC effects is unlikely to have a significant impact on the culvert opening sizes. The numerous bridge crossings provide additional drainage capacity which will likely compensate for such an event.

Vertical Alignment The detailed design of the vertical alignment has been completed in conformity with the alignment design criteria and the following important constraints. 

Navigation clearance requirements of the waterways (see Table 4-3).

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

Underpass clearance requirements of roads that cross the alignment (see Table 4-3). Most of the waterways have roads on both banks, generally following the waterway route. Climate change water level rise considerations for (i) the 6 bridges that do not have navigation/underpass clearance requirements, and (ii) for the stretches of road embankment that are at minimum clearance level. Proposed Bridge 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

Dinh Chung Linh Son Khem Ban Tinh Thoi Rach Mieu Tan My Rach Km8+032 Thay Lam Muong Lon Dat Set Rach Km13+230 Xang Muc Rach Km15+282 Tan Binh Rach Km16+394 Xang Nho Rach 2-9 Rach Vuot Lap Vo River Rach Lap Vo Kenh Ranh Ong Hanh Xep Cut Rach 1 Rach 2 Nga Chua

Location (Km) 0.333 1.133 1.512 2.405 3.747 7.390 8.032 8.620 10.196 11.460 13.230 14.105 15.282 15.825 16.394 16.921 17.325 17.760 18.614 19.730 21.435 22.035 23.248 27.089 27.510 28.148

Length (m) 330 120 24 468 24 360 72 129 264 225 33 280 21 297 63 63 231 63 612 24 24 21 48 24 24 48

Navigation Clearance Height (m) 3.50 2.50 3.50 2.50 2.50 2.50 2.50 3.50 3.50 1.50 2.50 7.00 2.50 2.50 2.50 2.50 2.50 2.50 2.50

Underpass Clearance Height (m) Road

Height

NH30, Local Road Local Roads Tan Viet Hoa Rd PR849 Local Roads Local Road Local Roads Local Roads Local Roads Local Roads NH80, Local Road Local Roads Local Roads Local Road Local Roads Local Roads Local Roads

4.75, 2.70 2.70 4.75 4.75 2.70 2.70 3.50 2.70 3.50 2.70 4.75, 2.70 2.70 2.70 2.70 3.20, 2.70 2.70 2.70

Table 4-3: Navigation and Underpass Clearances The main stretches of road embankment at minimum level where a CC allowance is applied are listed in Table 4-4. 1 2 3 4 5 6 7 8 9

Start Km 2720 6100 8840 10380 11680 13400 14300 20420 22240

End Km 3640 7120 9980 11220 12340 13900 15120 21220 22980

Length (m) 920 1020 1140 840 660 500 820 800 740

Table 4-4: Stretches of Road >500m Length Raised due to CC Allowance Page 81 of 271

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Final Report, Detailed Design (Road) The details of the vertical alignment are given in Appendix F6. Detailed design road profile drawings are presented in Appendix N.

4.1.4.1 Decision of MoT on Climate Change MoT now has approved DDIS’s proposal on climate change which includes an allowance of 0.3m for road profile and 06 bridges without navigation/underpass clearance requirements (Refer to MoT letter No. 9466/BGTVT-CQLXD dated 08 November 2012).

4.2

Interchanges and Intersections There are 4 interchanges on the Project as follows:    

NH30 Interchange, at Km 0+080 PR849 Interchange, at Km 7+140 NH80 Interchange, at Km 19+400 NH54 Interchange, at Km 23+560

The NH-30 Interchange is located before the Cao Lanh Bridge. The other 3 interchanges are located on the interconnecting road between Cao Lanh Bridge and Vam Cong Bridge. The Lo Te at-grade intersection is located at Km 28+600. In the future, when Components 4 and 5, and the extension of the expressway from Lo Te to Rach Soi are implemented, there will be a grade separated interchange at Lo Te. The 4 interchanges are semi-clover leaf type with loops, each loop comprising two singlelane ramps in opposite directions side-by-side. Detailed drawings of the interchanges are given in Appendix N. The ramp arrangement in the loop cross-section gives an overall width of 14.5m comprising 2 x 3.5m lanes, 0.5m central separation strip, 2 x 2.5m paved shoulders, 2 x 0.5m outer safety strips, and 2 x 0.5m verges.

4.2.1

NH30 Interchange This interchange layout has been modified from the FS to resolve a conflict with a planned Cao Lanh City Bypass that is undertaken by the Provincial authorities. The proposed solution, which was to modify the right hand side loop alignment to follow the Bypass alignment for part of the length, has been agreed by Cuu Long CIPM with the Provincial authorities. When the Bypass is completed in the future, the ramp will effectively terminate on the Bypass in a T-junction. Further, deceleration and acceleration lanes and tapers, which were not provided in the FS, have been incorporated in the detailed design. As per the layout agreed with the Client and at the PCC-2 meeting, the deceleration and acceleration lanes are accommodated on the Dinh Chung Bridge which starts at the interchange. Figure 4-4 shows the layout plan of the interchange. Figure 4-5 shows the arrangement of the right hand side ramp connection to the future Cao Lanh City Bypass.

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Figure 4-4: NH30 Interchange Layout Plan

Figure 4-5: Arrangement of Connection to Future Cao Lanh City Bypass

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4.2.2

Final Report, Detailed Design (Road)

PR849 Interchange The PR849 Interchange too did not have acceleration and deceleration in the FS. These have been provided in the detailed design as agreed with the Client and at the PCC-2 meeting. The deceleration and acceleration lanes are accommodated on the Tan My Bridge which starts at the interchange. Figure 4-6 shows the layout plan of the interchange.

Figure 4-6: PR849 Interchange Layout Plan

4.2.3

NH80 Interchange and NH54 Interchange The layout plan of the NH80 and NH54 interchanges are shown in Figures 4-7 and 4-8 respectively.

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Figure 4-7: NH80 Interchange Layout Plan

Figure 4-8: NH54 Interchange Layout Plan For NH80 and NH54 interchanges, the FS proposed cross-section for the loops to accommodate two ramps side-by-side was a 7m single carriageway, similar to a normal road. This arrangement was not appropriate in that the two traffic directions are not separated, giving rise to a major safety concern due to potential wrong-way entry to the mainline. The issue was discussed and agreed with the Client and at the PCC-2 meeting, a

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Final Report, Detailed Design (Road) loop cross-section similar to the other two interchanges has been provided in the detailed design.

4.3

Ground Treatment

4.3.1

General Soft soil was encountered over the majority of the route, as summarized in Table 4-5, with more details given in Section 3.3.6. The proposed road embankment, with heights of up to 7.2 m, will cause unacceptable ground settlement due to the increased loading. As such, ground treatment is required to limit settlement of the embankment, and differential settlement between the embankment and structures during the service life of the road. Ground treatment options include preloading the subgrade to consolidate the soft soils. The rate of consolidation can be increased by installing vertical drains (VDs). The amount of consolidation settlement can be increased by adding additional surcharge fill or using a mechanically-applied vacuum (VCM).. Ground surface strength can also be increased with the use of geotextiles.

Start Km

End Km

Mainline Length (km)

North Approach Road to Cao Lanh Bridge

0

3+800

3.800

22

25

CW1C

South Approach Road to Cao Lanh Bridge

6+200

7+800

1.600

19

35

CW2A

Interconnecting Road, North Section

7+800

13+750

5.950

20

44

CW2B

Interconnecting Road, Central Section

13+750

18+200

4.450

15

40

CW2C

Interconnecting Road, Southern Section

18+200

23+450

5.250

4

31

North Approach Vam Cong Bridge

23+700

23+831

0.131

1.5

2.0

South Approach Vam Cong Bridge

26+800

27+000

0.200

13

17

N. Approach Road to Vam Cong Bridge

23+450

23+700

0.250

3

6

3

7

1.844

11

19

1.5

11

24

Procurement Package

Description

CW1A

CW3A

CW3B

NH54 Interchange S. Approach Road to Vam Cong Bridge

27+000

28+844

Connection Road to NH80

Thickness of soft soil (m) Min Max

Table 4-5: Summary of Soft Soil by Procurement Package

4.3.2

Technical Standards The design is based on limiting settlement during service life and ensuring stability of the embankment. It will also be necessary to check that any horizontal movements do not cause adverse loads on structures (piles). The settlement criteria for a highway of Category 80, according to Vietnamese Standard 22 TCN 262-2000, Table II are included in Appendix A. The Factor of Safety (FS) for embankment stability shall be for each stage, with maximum vehicle loading, not less than: Page 86 of 271

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Final Report, Detailed Design (Road)  

During construction FS = 1.2 In the long term FS = 1.4

In the construction of the embankment and pre-loading, embankment movements shall not exceed the following:  

At the centerline, settlement rate of the embankment bottom shall not exceed 10 mm/calendar day. Horizontal movement rate of monitoring piles in both sides of embankment shall not exceed 5 mm/calendar day.

Factor of Safety for design of slopes with geotextile, not less than:   

FS = 1.3 against rotational slope failure. FS = 1.5 against spreading. FS = 2.0 against sliding failure, and 1.3 against excessive rotational displacement.

For determining the ultimate bearing capacity Qu for a strip footing on clay:  

Qu = cNc (Nc = 5.14 with surface crust or hard layer). Qu = cNc (Nc = 3.5 without surface crust or hard layer).

A higher FS for bearing capacity, of FS = 1.4, may be required during construction to avoid excessive lateral displacement. The above movement criteria indirectly indicate whether displacement is because of lateral movement, and hence bearing capacity failure, or vertical consolidation settlement. However it is considered that these are better monitored directly with deep inclinometers and pore-water pressure dissipation should be monitored with piezometers. Such improved monitoring will enable accurate values of soil parameters to be obtained by back-analysis, and the soil improvement work to be reviewed and adjusted as necessary.

4.3.3

Ground Treatment Methods

4.3.3.1 General A variety of methods of treating the soft ground were considered, and findings are summarized in Table 4-6. In a few locations soft ground treatment will not be required. Only in areas where soft soil is less than about 2.5 m thick, could it be removed and replaced with compacted structural fill. Based on these considerations, preloading with pre-formed vertical drains (PVDs) is used where possible. For deeper layers or where there are stiff layers to penetrate at depth, sand drains (SDs) are used.

4.3.3.2 Vacuum Consolidation Method (VCM) The vacuum preloading method had been applied successfully in many soil improvement schemes worldwide. At the request of CIPM, the JV team has identified four sections of the road alignment where VCM (vacuum consolidation method) could be used for accelerating Page 87 of 271

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Final Report, Detailed Design (Road) the preload of the subgrade soils. VCM may also considered by contractors as an alternative method at bridge abutments for facilitating early construction of the bridge abutments, where this has not already been specified in the design. VCM may be used instead of or in addition to a surcharge. Theoretically an efficiency of 75% of vacuum pressure is achieved, so the vacuum effect is equivalent to a surcharge height of about four (4) meters. The vacuum increases effective stress in each direction (isotropically), so problems of lateral stability are reduced. This method also uses PVD for vertical drainage. A vacuum is applied by pumps through a network of pipes below an impermeable membrane, to the tops of the PVDs, so that this vacuum is applied uniformly across the area. PVDs and sand blanket should be placed along the entire section (VCM and conventional). Then the membrane can be put down and sealed in the VCM portion. Then the first lift of the fill could be put down over the entire section (VCM and conventional). The settlement will occur faster in the VCM section, so there will be a "dip" in the fill. Other fills layers are added as the construction progresses. Care must be taken not to damage the membrane during fill placement.

4.3.4

Proposed Treatment The proposed treatment, typical details and general notes are given on the drawings in Appendix N.

4.3.5

Design Method The computer analysis program SASpro (Settlement Analysis of soft soil), written by TEDI staff, is used to calculate ground settlement of the embankment at center, shoulder and toe. It is also used to calculate the time for consolidation and residual settlement with specified spacings of vertical drains. Thus by trial and error a pattern of vertical drainage, such that the required residual settlement is achieved within an acceptable construction period, is found. The ground improvement design of the VDs are conducted in accordance with Viet Nam standard 22TCN 244-98. The computer analysis program SLOPE/w (Geo-Slope International) is used to analyze the stability of the embankment. The increase in undrained shear strength during consolidation and use of geotextile layers are taken into account. Thus by trial and error an acceptable combination of embankment construction stages (fill height), waiting periods, use of geotextiles and use of berms is found. Soil Parameters used for the analyses are presented in Appendix F3. Summary calculations for each package showing total settlements, residual settlements, time for consolidation, required vertical drainage and stability of the embankment are tabulated in Appendix F4. Additionally, examples of calculation output for the SASpro and Slope/W analyses are presented in Appendix F4.

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Method Removal and replacement of soft soil layer thickness Pre-formed Vertical Drains (PVD)

Advantages 

Generally economic when the soft soil thickness is less than about 3m to 4m.



Environmental issues of disposal of unsuitable and importing more fill.



Widely applied in Vietnam. General guidance: for thickness of soft soil of up to approximately 20m, but experience exists of treatment up to 30m in Vietnam and over 40m in other countries. For stability of the embankment, can be combined with woven geotextile (tensile strength 200 kN/m) and use of berms. Widely applied in Vietnam. General guidance: for thickness of soft soil of over 20m. Can be combined with woven geotextile (tensile strength 200 kN/m) and use of berms. Can penetrate stiff layers at depth.



Long period for consolidation. Some doubts about effectiveness over 20 m depth. Difficulty of penetrating crust (may need pre-excavation) and stiff layers at depth. Long period for consolidation. Some concerns about effectiveness of installation.

Widely used in Vietnam. General guidance: used in the transition from embankment to bridge abutment. Use when the other methods for treating the soft soil are not possible. Avoids lateral instability.



Expensive

 

General guidance: more suitable for treating sandy soils. This method is most suitable for increasing the bearing capacity of the soil rather than improving the soil by consolidation. Reduced lateral instability. General guidance: for treatment of bridge approaches to depths less than 33m. This method reduces construction time. More effective improvement of the soft soil layer for bridge approach than SD and PVD methods with large counter berms. Reduced lateral instability.



Expensive

 



Expensive

Quicker consolidation than with surcharge or with vertical drains alone. May reduce fill quantity of surcharge required Does not cause lateral instability. Treatment close to structures possible.



Consolidation period still required. Requires power supply. More expensive than PVDs and surcharging. Sealing wall required when soil has sand lenses Difficult when there are sand layers at depth

 Vertical Sand Drains (SD)

  

Pile Slab

  

Sand Compaction Piles (SCP)

Cement Deep Mixing (CDM)

      

Vacuum Preloading (VCM)

Disadvantages

Typical application and approximate cost for typical 25m thickness of soft soil (USD per m2)  Considered when thickness of soft soil less than 5m.  $5/m3  PVD in triangular layout.  Spacing 0.9m to 1.5m.  $35-50

   

   





   

Table 4-6: Comparison of Ground Treatment Methods

Page 89 of 271



 



0.15m to 0.4m diameter SD in triangular layout. Spacing 1.5m to 2.0m. $80-120 30m piles at 2m centers in rectangular distribution, pile size: 30x30cm to 40x40cm. $100 (est.) 0.55m SCP at 2m centers in triangular layout. $200-250 (est.) CDM pile in rectangular distribution; spacing 1.2m to 2.0m; length 15m to 25m; diameter 80cm to 130cm. $150 (est.) With PVD in triangular layout. Spacing 0.9m to 1.3m. $60-80

CMDCP

4.4

Final Report, Detailed Design (Road)

Road Embankment The road embankment cross-section is shown on the drawings in Appendix N of this report and described here. Materials, their identified sources, properties and limits of acceptability, are described in Section 3.4, while brief details are included here. Clearing and Grubbing - allowance has been made for removal of up to around 0.2 m thickness of coarse vegetation and debris, but the upper stiff soil should not be removed as it and the root mat will provide support for the filling process. Any topsoil removed should be retained to place on the embankment slopes. Level Ground Surface – the ground surface will be backfilled up to a level surface with General Fill. Separation Geotextile layer – will be placed to prevent loss of fines from the fill and provide a barrier for vegetation growth. The geotextile layer (Type 1) will have a minimum tensile strength of 12 kN/m. Coarse Sand Blanket and Vertical Drains - for ground treatment as shown on soft soil treatment drawings, will be required below the embankments comprising: 1. Working platform – fine sand of thickness varying as shown on the drawings to provide a working platform and raise the level of the sand blanket to ensure it freely drains as the embankment settles. 2. Medium sand of 0.3 m thickness. 3. Vertical Drains – will be installed. 4. Medium sand of 0.3 m thickness. General Fill – as indicated in Section 3.4, sand taken from the Mekong River will be suitable as General (embankment) Fill with shear strength properties: C = 0 kN/m2, φ=30˚. This sand may be placed hydraulically, so to provide a containment bund, cohesive slope protection material will be brought up with the sand fill. Geotextile (Type 2, minimum tensile strength 200/50 kN/m2 placed with the greater strength in lateral direction) - a number of layers, as shown on the soft soil treatment drawings, will be included in the embankment for stability. The embankments will generally be placed in three (3) lifts. The rate of filling of the embankment will be controlled to minimize the potential of instability. Movements will be monitored by the following instruments to monitor ground movements and the progress of consolidation:     

Surface Settlement Plates Alignment Stakes Inclinometers Observation Wells Pneumatic Piezometers

Typical instrumentation plans and details are shown on the drawings in Appendix N.

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Final Report, Detailed Design (Road) Fill will be placed to provide a surcharge and to compensate for fill ‘lost’ to ground settlement. Calculations indicate that stabilizing berms will not be necessary. When the consolidation has achieved its design criteria, General Fill will be reduced and trimmed to the design profile, as required, and construction of the roadway subgrade and cohesive material sections of the embankment may proceed. Cohesive Slope Protection - of minimum thickness 1 m is included in the slopes to prevent surface erosion, to limit seepage through the embankment during times of flooding and to provide subsoil for vegetation. Vegetation – grass will be established on the slopes by placing of sods. Consideration was given to stone or other protection; however well-established vegetation should give adequate protection to the slope. Subgrade - refers to the upper 30cm of fill, or the upper 50cm where the pavement thickness is less than 60cm (22 TCN 333-05). As indicated in Section 3.4, sand taken from the Mekong River will be suitable as subgrade fill. Separation Geotextile layer – where the subgrade is of sand a Separation Geotextile: Woven will be placed to prevent penetration of fines into the sub-base. The geotextile layer will have a minimum tensile strength of 25 kN/m.

4.5

Transitions at Bridge Abutments

4.5.1

General The ground below the embankments will be improved to limit long term settlement to Vietnam Standards and provide stability during construction. The bridges are founded on piles so only very small post-construction settlements are likely, while some post construction settlement (secondary consolidation or creep) of the soft layers below the embankments may occur. To ensure a smooth road profile, it is necessary to make a transition between the bridge and embankment. Bridges and underpasses required, together with details of approach embankments are summarized in Table 4-7. The embankment height at the abutments ranges from around 3.2 m to 7.1 m, over soft ground of thickness 3 m to 42 m. The ground conditions at each bridge are more fully summarized in Section 3.3.6 and profiles of the soft soil treatment areas are shown in Appendix B.

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Package & Bridge number

Location

(Km)

Span Length m

CW1A 1 2 3 4 5 CW1B CW1C 6 CW2A 7 8

Northern Approach Road to Cao Lanh Bridge Dinh Chung 0+333 330 Linh Son 1+133 120 Khem Ban 1+512 24 Tinh Thoi 2+405 468 Rach Mieu 3+747 24 Cao Lanh Bridge Southern Approach Road to Cao Lanh Bridge Tan My 7+390 360 Interconnecting Road, Northern Section Rach Km8+032 8+032 72 Thay Lam 8+620 129

9 10

Muong Lon 10+196 Dat Set 11+460 Underpass 12+550 Rach Km13+230 13+230 Interconnecting Road, Central Section Xang Muc 14+105 Rach Km15+282 15+282 Tan Binh 15+825 Rach Km16+394 16+394 Xang Nho 16+921 Rach 2-9 17+325 Rach Vuot 17+760

11 CW2B 12 13 14 15 16 17 18 CW2C 19 20 21 22 23 CW3B CW3A

Interconnecting Road, Southern Section Lap Vo River 18+614 Rach Lap Vo 19+730 Kenh Ranh 21+435 Ong Hanh 22+035 Xep Cut 23+248 NH54 Interchange Vam Cong Bridge. 23+700 (Designed by others)

Embank ment height m

East abutment Thick Relevant ness borehole soft gr’nd m

Embank ment height m

West abutment Thick Relevant ness borehole soft gr’nd m

6.0 6.4 4.3 3.7 3.3

25 22 18 12 27

DC-A1 LS-A1 EB5 TTH-A1 RM-A1

6.6 4.8 4.1 4.8 3.6

21 17 9 7 27

DC-A2 LS-A2 KB2,EB6 TTH-A2 RM-A2

5.3

29

TM-A1

5.5

29

TM-A2

6.2 5.7

19 13

5.9 6.3

18 25

264 225

) 4.9

29 27

R8033-A1 AR-TL1,TLA1 ML-A1 KDS-A1

4.2 4.8

25 27

R8033-A2 AR-TL2, TLA2 ML-A2 KDS-A2

33

4.8

41

EB-CV62

4.9

41

EB-63

280 21 297 63 63 231 63

4.5 4.1 5.1 4.8 4.2 5.2 4.1

39 39 40 30 38 32 32

AR-KXM1 EB-75 AR-RTB1 EB-79 EB-82 AR-R29-1 EB-84,RVA1

4.4 4.2 5.1 4.8 4.0 5.5 3.9

31 40 40 32 31 35 37

AR-KXM2 EB-76 AR-RTB2 EB-80, 80L EB-83 AR-R29-2 EB-85

612 24 24 21 48

5.6 5.5 5.8 5.3 5.8

30 27 11 11 5

AR-LV1 R-LV-A1 EB-105 EB-109 R.XC-A1

4.9 4.6 5.7 5.3 6.3

22 12 14 12 3

AR-LV2 EB-92, 92R KR-A2 EB-110 R.XC-A2

5.8

1

AR-VC2

7.2

15

AR-VC5

R1A1,EB124 EB127,R2A1 EB132

5.2

19

EB-CV125

4.2

15

EB128

5.4

13

RNCA2,EB133

24

Southern Approach Road to Vam Cong Bridge Rach 1 27+089 24

6.1

15

25

Rach 2

27+510

24

4.4

17

26

Nga Chua

28+148

48

5.4

15

Connection to NH80, approximately 1.5km.

Table 4-7: Summary of Bridge Abutments and Approaches by Package

4.5.2

Design Criteria Causes of a ‘bump at the end of the bridge’ identified in literature, with their remedies, are: Page 92 of 271

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Final Report, Detailed Design (Road) 1.

Post construction settlement of soft layers below the backfill, alleviated by ground treatment and a transition zone.

2.

Settlement within the backfill to the abutment prevented by good selection and compaction of backfill and/or alleviated by a run-on slab.

3.

Collapse settlement of the backfill by water inundation, prevented by good selection and compaction of backfill and sealing pavement layers.

4.

Soil erosion, prevented by good drainage with filters.

5.

Tension cracks between the abutment and road slab, avoided by good detailing of expansion joints.

Item 1 is addressed in this section, while attention will be given to the other items in the design of other components. In principle, the section next to the abutment (that is, the transition zone) should have very low settlement, and the other end of the transition should have settlement close to the remaining embankment for maintaining a gradual and smooth when the embankments settle. Various settlement criteria were reviewed and it was concluded that for the design speed of the project of 80 km/hr., limiting change of slope to less than 1:200 (0.5%) would ensure an acceptable road profile9. It is also necessary to ensure that account is taken of horizontal loading on the abutment and its supporting piles. The abutment piles will be designed to carry the horizontal load arising from earth pressures on the back of the abutment wall, but they will not be designed to carry any horizontal loads arising from overall movement of the end of the abutment, i.e. due to stability of the end of the abutment. Vietnamese guidelines are to ensure FS > 1.4. Any transition slab will be structurally independent of the abutment (i.e., not linked by reinforcement). The piled slab and approach slab system is one of the best solutions to reduce the transition problem of the bridge approach and has been commonly used in Viet Nam. Vietnamese empirical guidelines are that a piled slab of length three (3) times the width of abutment foundation is required, where service life settlement is limited to 100 mm, followed by a zone of ground improvement where residual settlement is limited to 200 mm, leading into the general embankment where the requirement for service life settlement is less than 300 mm, see Figure 4-9.

9

Settlement of bridges approaches: (the bump at the end of the bridge) JL Briaud, RW James, SI Hoffman, US TRB.

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Figure 4-9: Vietnamese Guidelines on Length of Piled Slab Generally the width of abutment foundations is 7.5 m. Therefore, the length of piled transition slab would be 7.5 x 3 = 22.5 m. However, rather than adopt empirical guidelines, the design will include analysis of the stability of abutment which will lead to a varying length of piled slab according to the ground conditions at each abutment.

4.5.3

Description of Design The abutment will be on piles, so long-term settlement will be negligible, thus a transition will be formed as shown in Figure 4-10 and described as follows: 1. Ground treatment around the abutment. The strength properties of the ground below the abutment and piled slab will be improved using vertical drains and surcharge, and VCM in some cases. 2. A piled slab adjacent to the abutment. This is to support the weight of the embankment and ensure stability of the abutment, with FS > 1.4. As the depth and properties of soft soil vary, so the length of slab will vary from bridge to bridge, typically 15 m to 20 m. Similarly, the length of piles required to support the embankment will vary. 3. A 5m long approach slab and is constructed on the improved ground adjacent to the piled slab to smooth the transition between the piled slab and approach embankment. 4. A 40 m approach embankment. Beyond the piled slab, the ground is improved with increasing drain spacing, such that residual settlement is 30 cm at a distance 60 m from the abutment edge (to maintain the 0.5% design settlement profile). 5. Beyond the approach embankment, the normal ground improvement for the embankment is constructed such that residual settlement is less than 30 cm. 6. A run-on slab resting on a ledge on the abutment wall will smooth the transition between the abutment and piled slab and any settlement of the abutment backfill. Page 94 of 271

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Backfill Piled slab, length 20m approach varies, typically 10- embankment 20m (ΔS=80:  Structural Coefficient, ai: 0.14  Drainage Coefficient, mi: 1.0  Elastic Modulus, Mr: 30,000 psi

The structural coefficients (ai) are defined with CBR values for untreated aggregates and with Elastic Modulus for Hot-Mix Asphalt (HMA), in accordance to AASHTO. g) Pavement Design The pavement structure at the opening of the traffic is based on the following factors.    

Traffic: For one lane design traffic is 2.4 x 106 standard axle loads of 80 KN (equivalent of 0.53 x 106 standard axle loads of 120KN). Subgrade CBR is 8, estimated subgrade modulus is 7251 psi (50MPa). Elastic modulus of base course, 30,000 psi. Elastic modulus of asphalt binder course, 350,000 psi.

Asphalt concrete thickness of 70mm (asphalt binder course) and 500mm Crushed Aggregate Base course are found satisfactory. The calculation for the AASHTO pavement is given in Appendix F7.6. Page 110 of 271

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4.7.2.4 Pavement Design Check in accordance with TRL LR1132 a) Methodology The pavement design procedure LR 1132 (The Structural Design of Bituminous Roads, TRL (UK) Laboratory Report LR 1132) is based on the performance of experimental roads interpreted in the light of structural theory. The design criteria of LR 1132 include:     

The compressive strain on the subgrade shall be within specified limit. The tensile strain at the bottom of the asphalt concrete shall be within specified limit. Internal deformation within asphalt concrete shall be limited. Load spreading ability of granular sub-base and capping layers must be adequate to provide a satisfactory concrete platform. The capping layer and sub-base is designed primarily as a construction platform. Design curves are provided for the thickness of asphalt concrete and crushed aggregate base.

Traffic is defined in terms of the cumulative number of equivalent standard 80KN axles. For the purpose of design it is assumed that the pavement and foundation are adequately drained with values of subgrade stiffness and strength corresponding to moisture conditions to be expected in the subgrade of the in-service pavement. The water table is to be maintained at least 0.3m below the level of the formation of the road. The design curves provided in LR 1132 are for subgrade CBR of 5 and sub-base thickness of 225mm. For design CBRs of less than 5, a capping layer will normally be used or sub-base thickness is increased to carry construction traffic. For CBR greater than 5, the reduction in design thickness is insignificant with sub-base of appropriately reduced thickness.

b) Pavement Design Based on the above mentioned narratives and the design charts for roads (see Appendix F7.7) with crushed aggregate basecourse for the design traffic of 2.4 x 106 standard axle loads of 80KN, the pavement structure is 120mm asphalt concrete on crushed aggregate basecourse of 220mm. The pavement structure in accordance with LR 1132 is:   

120 mm Asphalt Concrete. 220mm Aggregate Basecourse. 225mm Subbase (can be replaced by 175mm of base in accordance with SN calculation in AASHTO using coefficient for base and sub-base of 0.14 and 0.11 respectively).

4.7.2.5 Recommendations It is recommended that the pavement structure for the mainline shall be of 70mm asphalt concrete and 500mm aggregate basecourse on a subgrade of CBR value of 8. For the design traffic loading, the pavement design to AASHTO and TRL confirm the recommended pavement which has been designed to Vietnam Standard 22TCN211: 2006. Page 111 of 271

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Final Report, Detailed Design (Road) It is expected that the Client will conduct regular post-construction road condition surveys for maintenance purposes, also involving roughness measurement for benefits monitoring. When maintenance overlay is considered necessary, or after seven to eight years, it is recommended that the road condition survey also include non-destructive deflection testing using a Falling Weight Deflectometer (FWD). A FWD survey and analysis involving back-calculation procedures to evaluate structural capacity of the pavement would be useful. It is understood that a FWD machine is available with the Client.

4.7.3

Interchange Ramps a) Design Traffic Entry and exit facilities are one-way single lanes. The design traffic load is considered as 35% of the mainline traffic in one direction. The total lane traffic load is 0.31 x 10^6 Standard Axles of 120KN ((1.75 x 10^6)/2 x 35%). This is equivalent to 1.4 x 10^6 Standard Axles of 80KN (conversion factor of 4.6). b) Pavement Design in accordance with 22TCN211: 06 The pavement structure of the ramp, based on an elastic modulus of 140MPa which is the same as the mainline, is as follows:  

70mm asphalt concrete 500mm aggregate base

c) Pavement Design in accordance with AASHTO For the design traffic load of 1.4 x 106 standard axles of 80KN, a pavement of 60mm asphalt concrete and 500mm aggregate on subgrade CBR value of 8 is found adequate (see Appendix F7.11). d) Pavement Design in accordance with TRL LR1132 The required pavement structure is 90mm of asphalt concrete on 190mm base and 225mm sub-base. The 225mm sub-base can be replaced, as discussed before, by 175mm base for comparison purposes giving a pavement structure of 90mm asphalt concrete on 365mm base. e) Recommendations The pavement structure for ramps for Stage 1 shall be 70mm asphalt concrete and 500mm aggregate base on subgrade of CBR value 8, as per 22TCN211: 06. The AASHTO and TRL designs confirm the Vietnam Standard design.

4.7.4

Connection to NH80 a) Design Traffic The design traffic load is considered as 40% of the mainline traffic. Therefore the total traffic is 0.70 x 10^6 Standard Axles of 120KN (1.75 x 10^6 x 40%). The connection to NH80 is a standard 2-lane road. Applying a lane factor of 0.75, this is equivalent to 0.53 x 10^6 Page 112 of 271

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Final Report, Detailed Design (Road) Standard Axles of 120KN. The equivalent 80KN Standard Axles is 2.4 x 10^6 for the AASHTO and TRL designs. The traffic loading is the same as the mainline. b) Pavement Design in accordance with 22TCN211: 06 The pavement structure of the Connection to NH80, based on an elastic modulus of 140MPa which is the same as the mainline, is as follows:  

70mm asphalt concrete 500mm aggregate base

c) Pavement Design Check in accordance with AASHTO and TRL The pavement structure of the Connection to NH80, is the same as the mainline in view of the same traffic loading.

4.7.5

Other Behind the mainline bridge abutments, an additional 200mm thickness of base course is provided from Stage 2 pavement considerations. Unlike the road, the finished grade level needs to be maintained in Stage 2 at the bridge abutments. The additional base course thickness will permit pavement reconstruction in the future to Stage 2 requirements, whilst maintaining the same aggregate basecourse layer thickness of 500mm as the road. The change in basecourse layer thickness from 500mm to 700mm is effected over a 40m transition length. The short lengths of local roads that are impacted will be provided with a pavement of double bituminous surface treatment (DBST) on 300mm subgrade and 200mm aggregate basecourse.

4.8

Road Furniture and Markings Road furniture and markings are shown on the respective drawings in Appendix N. Signs, kilometer posts, and guardrails are in accordance to the Highway Standard 22 TCN 237-01 as described below. Standard Details are given in Appendix N. 

Signs: 

 



The form and size of the signs are shown on the drawings. All signs are to be painted or have stick on reflective film for clear viewing both during day and night time; Signposts are to be constructed of steel pipes of diameter 8cm, painted white and red; and Signs are installed on the right hand side of the road and perpendicular to the traffic movement direction. The outer edge of all signs is to be as far away from the pavement with a minimum distance of 0.5m.

Kilometer Posts:

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 



These are to be constructed of reinforced concrete with the top of semicircular shape. They are to be painted red with the bottom part painted white. Dimensions of kilometer posts are specified on the drawings; Kilometer posts will be placed on the right hand side of the road at the correct chainage of the road in order to assist road users determine their location; and Kilometer posts are to be installed away from the shoulder curb at a minimum 0.5m.

Guardrails: 

  

Guardrails are to be constructed from corrugated steel sheet on order to increase its stiffness. The structure shall be composed of one to two layers of corrugated sheets, installed parallel with the pavement. They will be supported by a steel column and concreted into the ground; The details of form and size are specified in drawings and specification; Guardrails are to be used on bridge approaches with embankments over 4 m. The schedule of guardrails is given in Table 4-10 below.

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Table 4-10: Schedule of Guardrails Page 115 of 271

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4.9

Lighting and Electrical

4.9.1

Lighting Scope The following lighting and other installations are provided in the respective procurement packages. Pkg

Item

Location

Interchange lighting Bridge lighting CW1A Navigation sign Lighting substation 3x15kVA Medium voltage line 22kV Bridge lighting

CW1B

CW1C

CW2A CW2B

NH30 Interchange Đinh Chung Bridge Dinh Chung & Linh Son Bridge NH30 Interchange Supply to substation Cao Lanh Bridge

Road Approaches lighting

Mainline

Maintenance lighting Aviation obstacle light Navigation sign Lightning protection North substation 250kVA South substation 400kVA Medium voltage line 22kV Interchange lighting Bridge lighting Road lighting Navigation sign Lighting substation 3x25kVA Medium voltage line 22kV None None Interchange lighting Bridge lighting Navigation sign Lighting substation 100kVA Medium voltage line 22kV Interchange lighting

Cao Lanh Bridge Cao Lanh Bridge Cao Lanh Bridge Cao Lanh Bridge North Cao Lanh Bridge South Cao Lanh Bridge Supply to substation PR849 Interchange Tan My Bridge Mainline Tan My Bridge PR849 Interchange Supply to substation

NH80 Interchange Lap Vo River Bridge CW2C Lap Vo River Bridge NH80 Interchange Supply to substation NH54 Interchange Km 28+601.91 Intersection Intersection lighting CRNH80 Intersection CW3B Lighting substation 3x15kVA NH54 Interchange Lighting substation 3x25kVA CRNH80 Intersection Medium voltage line 22kV Supply to substation

Km 0+117 Km 3+941.6 - Km 5+978.4 Km 3+800 - Km 3+941.6, Km 5+978.4 - Km 6+200 Pylons PY1 and PY2 Pylons PY1 and PY2 Pylons PY1, PY2, and Bridge 2 pylon towers PY1 and PY2 Km 4+500 Km 5+990

Km 6+200 – Km 6+900 Km 7+180

Km 19+333

Km 28+601.91 Km 23+680 Km 7+909-CRNH80

Table 4-11: Lighting Scope This report covers the road packages CW1A, CW1C, CW2A, CW2B, CW2C, and CW3B. Package CW1B is the Cao Lanh Bridge, for which a separate report has been submitted.

4.9.2

Bridge/Road Lighting Bridge/road lighting is provided for driver comfort and safety. Road lighting requires a reliable power supply system and efficient maintenance. The electrical system is designed for energy saving. The design of lighting is in accordance with Vietnamese regulations and standards.

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4.9.2.1 Luminance Standards

No

Roads Class

Uniformity (Minimum) Road Overall Longitudinal Threshold luminance TI (%) (Minimum) uniformity uniformity (Minimum) (Uo) (Ul) Lavg (cd/m2) Lmin/Lavg Lmin/Lmax

Feature

1

Urban highways

High speed, high volume, motorized vehicles

2

0,4

0,7

10

2

Main roads, urban roads

Median No median

1,5 2

0,4 0,4

0,7 0,7

10 10

3

Urban street for trading

Median No median

1 1,5

0,4 0,4

0,5 0,5

10 10

4

Urban frontage road, Light at 2 roadsides urban internal road Dark at 2 roadsides

0,75 0,5

0,4 0,4

-

Table 4-12: Luminance Criteria for Roads

4.9.2.2 Selection of Lighting Type Round

Urban shape

Round Top

Highway shape

Outside shape ◎

Apply

Table 4-13: Luminaire Shape

Narrow Beam

Semi Cut-off

Wide Beam

Outer shape

Summary Apply

Brightness is controlled to avoid dazzling the driver

Flexible control over brightness

Brightness control is minimal

◎

Table 4-14: Distribution Intensity Category

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Luminaire type

Lux angle (cd/1,000 lm) 90° 80°

Narrow Beam

Below 100

Semi cut-off Wide Beam

Feature

Apply to important roads, due to luminosity strictly controlled to avoid dazzling for the drivers. Widely applied for road lighting because the glare is controlled by Below 100 Below 1200 limiting the light behind. Apply to ordinary roads with the glare of the light behind is taken into account. Below 300

Table 4-15: Distribution Intensity Type and Characteristics

Cast iron

Stainless Steel

Galvanize Steel

Picture

Materials

▪ Cast iron D15-20

▪ Stainless Steel

▪ Steel pole XCT38, 4mm thickness ▪ Hot galvanize 80m

Reliability

▪ Break if knocks

▪ knocking resistant

▪ knocking resistant

▪ Corrosion if external paint damaged ▪ Beautiful form ▪ Copper color

▪ Quite good anti-corrosion properties

▪ Very good Anti-corrosion properties

▪ Modern form

▪ Modern form

Corrosive Form Cost

High

High

Reasonable ◎

Apply

Table 4-16: Lighting Pole Type

4.9.2.3 Selection of Light Source

The average life expectancy Performance Colour Color resolution Effect Ambient temperature Start effect Location Apply

High pressure sodium (HPS)

Mercury (M)

Metal Halide (MH)

Low pressure sodium vapor (SOX)

24,000 hours

12,000 hours

10,000 hours

9,000 hours

115 (lm/w) Cream-Cooper Good No

42 (lm/w) White Very good No Difficulty in low temperature conditions

82 (lm/w) White Very good No

180 (lm/w) Yellow-Cooper Not good No

No

No

In the gardens and lighting for the city

Tunnel

No Fog zone Smoke polluted areas, tunnel ◎

Normal condition

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Final Report, Detailed Design (Road) Because the power source directly affects the efficiency and lifetime of the lamp, good electronic ballasts to meet the capacity and type of lighting source should be chosen.

Technical

General

Dimmer

Electric control ballast

Bi-Power Electric control ballast,

Non

Yes

Reduce capacity of lamp

◎

Apply for main road

◎

Apply for Ramps

Table 4-18: Electric Control Ballast

4.9.2.4 Lighting Parameters The operating speeds on the road could be significant. Thus the highest level lighting in accordance with QCVN 07:2010 is chosen. Based on calculations using design software, the lighting parameters are as below. Detailed calculations are given in Appendix F9 of this report. Uniformity Operation mode

Road luminance Lavg (cd/m2)

18h30 - 23h

Threshold TI (%)

Overall uniformity (Uo) Lmin/Lavg

Longitudinal uniformity (Ul) Lmin/Lmax

2.19

0.573

0.726

8.4

23h – 4h30

1.10

0.573

0.726

7.3

4h30 - 6h30

2.19

0.573

0.726

8.4

Table 4-19: Lighting Parameters

4.9.2.5 Lighting Design Lighting design calculation outputs are given below for the following cases: 

Overall width of 20.6m in line with the cross-section with 0.6m barrier



Overall width of 23.0m in line with the cross-section with 3m median



Overall width of 26.1m for Lap Vo River Bridge



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Figure 4-16: Lighting Calculation Output, 20.6m width

Figure 4-17: Lighting Calculation Output, 23m width

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Figure 4-18: Lighting Calculation Output, Lap Vo River Bridge

4.9.2.6 Lighting Pole Arrangement For the mainline bridges and approach roads, choose tapered octagonal lighting pole of 12m height and non-arm type, installed in MC12 concrete foundation at the central barrier or median of the road or on the base at median of the bridge. For the 2-way ramps of interchanges (access road) choose tapered octagonal lighting pole of 10m height and non-arm type, installed in MC10 concrete foundation at the central barrier or edge of road. Some of the lighting pole arrangements are illustrated in the following Figures.

Figure 4-19: 12m Lighting Pole, 20.6m width Roadway

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Figure 4-19: 12m Lighting Pole, 23.0m width Roadway

Figure 4-20: 12m Lighting Pole, 20.6m width Bridge

Figure 4-21: 12m Lighting Pole, 23m overall width Bridge

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Figure 4-22: 12m Lighting Pole, 26.1m width Lap Vo River Bridge

Figure 4-23: 10m Lighting Pole, 2-way Ramp of Interchange

4.9.3

Power Supply

4.9.3.1 Method Power source is low voltage, three phase and 4 wire at voltage 380 V AC. From medium voltage line, through substation it turns down to low voltage of 380V AC.

4.9.3.2 Voltage Drop Selection of cable size is based on voltage drop 1km). The approaches from the opposite direction have adequate visibility. However, the safety aspects could be enhanced to warn vehicles travelling at high speeds. The highway designers have adequately addressed this increased approach speed eventuality by including (i) warning signs on the approaches to the toll plazas from both directions, and (ii) and rumble strips on the approaches in advance of the two toll plazas in the direction of traffic towards the cable-stayed bridges.

Recommendation: No further action necessary.

Road lighting at traffic conflict points, as necessary from safety considerations, has been provided at all interchanges and intersections.

Recommendation: No further action necessary.

Therefore, the Designers have made Stage 1 provisions as per Vietnam Standards and practice. Flexible guideposts cost considerably more and could be prone to pilferage.

Remarks: Secure fencing was considered but ruled out (at PCC-2) for Stage 1 on cost grounds. The matter of ROW fencing will be addressed when upgraded to full expressway standards in Stage 2.

Remarks: DDIS Consultant has been advised that the project road will not be tolled as per latest Government of Vietnam directives. Therefore the Toll Plazas and Stations will no longer be required.

 6.

Remarks: The full length of the road could be considered for lighting if the presently unlit length is not very significant. The Designers have since further reviewed and consider that intermittent lighting (approximately 50% of the road length) has been satisfactorily incorporated, is acceptable on safety grounds, and is cost effective.

7.

In Stage 1 operation, there are no restrictions on use of the road by motorcycles and slow-moving traffic including non-motorized vehicles. Use of the road by pedestrians is however discouraged. In the future Stage 2 operation as an expressway, it is expected that use of the Project road will be restricted to motorized vehicles (cars and above) only.

Recommendation: Provide appropriate regulatory signs prohibiting entry of unauthorized vehicle categories and pedestrians at all interchanges and intersections, and enforce. Remarks: This issue has been given further consideration. As there are no settlements directly on the Project Road itself and settlements are generally found along the main roads served by the interchanges,

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Recommendation/ Remarks the vast majority of road users/ passengers would want to go to these locations and would have no specific need to be dropped off on the Project Road. This approach should be positively encouraged by the non-provision of stopping points along the main highway and the strict enforcement of nostopping regulations. The provision of any bus stops, now or in the future, should only be on the main roads served by the interchanges.

Table 4-25: Key Recommendations of Road Safety Audit

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5.

Bridges

5.1

General The project consists of 26 bridges and 1 independent underpass culvert. Five bridges use Super-T type girders, sixteen bridges Voided-Slabs and five bridges use a deck cross-section of I-girders. Two of these I-girder bridges use voided slab approach spans with the main spans of I-girder cross section. Bridges are founded either on cast in-situ bored piles, diameters 1.0 m and 1.5 m or on driven piles 450x450 mm2, depending on geotechnical conditions and the needed bearing capacity of the piles. The bridge abutments have run-on-slabs and the embankment behind the abutments has been founded on piled slab. At the end of piled slab there is an approach slab.

5.1.1

Super-T Bridges The project includes five bridges that use Super-T type girders. The bridge system is commonly used in Vietnam and has shown its advantages such as relatively low cost bridge with fast construction technology. The pier cross heads are hidden within the structure.

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5.1.1.1 Dinh Chung

Figure 5-1: Cross-section of Dinh Chung Dinh Chung is a double deck bridge carrying 2x3.5 m traffic lanes in each direction with effective width of 2x9.5m. Total width of the deck is 10.5 m. In the North East end of the bridge intersection ramps require widening of the bridge with one lane on each side. Total width of the deck is 2x10.5 (+2 m gap) = 23.0 m, widening up to 30.0 m (2x14.0 +2.0 m). Bridge spans are 29.55 + 4x40.0 + 2x30.4 +40.0 + 39.15 m. Effective spans are respectively 28.0m and 37.6m. Pre cast element spacing is 2.280m at the North-East end (A1…P2…P4). When the deck (at each side at the time) is widening the girder spacing varies from 1.950…2.390m (with cantilever 1.170…1.345m) to finally being 2.040m (cantilever of 1.170 m) for spans from the pierP6 to the abutment A2. The bridge is founded on bored piles, diameter 1.5 m.

5.1.1.2 Tinh Thoi Tinh Thoi is a double deck bridge carrying 2x3.5m traffic lanes in each direction with effective width 2x9.5m. Total width of the deck is 10.5 m and with 2.0m wide separation lane.The total width of the bridge is 23.0m. Bridge spans are 40.0 m (at abutment 39.15 m) except with one span of 28.0 m adjusting skew crossing over the Duong Nhua road. Effective span for 40 m spans are 37.6m and respectively 25.6 m for 28.0m span. Span arrangements are 39.15 + 6x40.0 + 28.0 + 3x40.0 + 39.15m for North-West (right side) and 39.15+4x40.0+28.0+5x40.0+39.15m for North-East (left side) deck. Pre cast element spacing is 2.040 m and with cantilever width 1.170 m and the total deck width is10.5 m. The bridge is founded on bored piles, diameter 1.5 m.

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Figure 5-2: Cross-section of Tinh Thoi

5.1.1.3 Tan My Tan My is a single deck bridge, carrying 2x3.5m traffic lanes in each directionwith effective width of 2x9.5 m. In the North East end of the bridge intersection ramps extends to the bridge, widening the bridge with one lane on both sides. Total width of the deck is 2x10.3 = 20.6 m widening up to 29.931 m. Bridge spans are 40.0 m (at abutment 39.15 m) with effective span length of 37.6m. Span arrangements are 39.15 + 7x 40.0 + 39.15 m. Pre cast element spacing is 2.030 m at the West end (from P6 to A2). When the deck is widening the girder spacing varies from 2.030 to 2.380 m (with cantilever 1.165 m to 1.340 m) and 1.980 to 2.240 m(with cantilever 1.15 m to 1.300 m) to finally being 2.270 m (1.300 m). The bridge is founded on bored piles, diameter 1.5 m.

Figure 5-3: Cross-section of Tan My

5.1.1.4 Xang Muc Xang Muc is a single deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective width of 2x9.5 m. Total width of the deck is 2x10.3 = 20.6 m. Spans are 40.0 m (at abutment span 39.15 m) with effective span length of 37.6 m. Span arrangements are 39.15 + 5x 40.0 + 39.15 m. The bridge is 22deg skew. Pre cast element spacing is 2.030 m for all the spans. The bridge is founded on bored piles, diameter 1.0 m.

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Figure 5-4: Cross-section of Xang Muc

5.1.1.5 Lap VoRiver Lap Vo River Bridge is a double deck bridge, carrying 2x3.5m + 4.75m traffic lanes in each direction with effective widths of 2x12.25 m. Total width of the deck is 26.1 m. The main bridge over the river is a prestressed concrete box girder bridge with super-T type approach bridges. The total length of the bridge is 615 m. Bridge span arrangements are: 39.15+3x40.0+30.4+29.55+47+72+47+29.55+4x40.0+39.15 m (right side) 39.15+40.0+30.4+40.0+30.4+29.55+47+72+47+39.15+4x40+39.15 m (left side). Effective spans for Super-T spans are respectively 28.0m and 37.6m. Pre cast element spacing is 2.120m and the width of the cantilever is 1.225 m. The total deck width is 1.225+5x2.120+1.225=13.05 m. The bridge is founded on bored piles, diameter 1.5 m.

Figure 5-5: Cross-section of Lap Vo River bridge, Approach Span The main spans will be built using free cantilever construction method and the design is done accordingly (see Section 5.1.4).

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Figure 5-6: Cross-section of Lap Vo River Bridge, Free Cantilever Bridge

5.1.2

I - Bridges The project includes five bridges using a deck cross-section of I-girders, two of these bridgesuse voided slab approach spans. The cross section of the I-girder is commonly used in Vietnam.The bridge type has relatively low costs and fast construction technologyup to span lengths of 33.0 m.

5.1.2.1 Rach Km13+230 Rach Km 13+300is asingle deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. Total width of the deck is 2x10.3 = 20.6 m. Span arrangement is 1x33.0 m with effective length of 31.9 m. The bridge is 45deg skew. Pre cast element spacing is 2.5 m. The bridge is founded on bored pile, diameter 1.0 m.

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Figure 5-7: Cross-section, Rach Km13+230

5.1.2.2 Kenh Thay Lam Kenh Thay Lam is asingle deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. Total width of the deck is 2x10.3 = 20.6 m. Span arrangements are 2x24.0 + 33.0 m + 2x24.0 m. The middle span of 33.0 mhas a deck cross-section of Igirders with effective span length of 32.2 m.The spans of 24.0 m use a deck cross-section of Voided-slabs and have an effective span length of 23.3 m. The bridge is 10 deg skew. Pre cast element spacing is 2.5 m for 33.0 m spans and 1.0 m for 24.0 m spans. The bridge is founded on bored piles, diameter 1.0 m.

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Figure 5-8: Cross-section Kenh Thay Lam

5.1.2.3 Kenh Dat Set Kenh Dat Set is a single deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. Total width of the deck is 2x10.3 = 20.6 m. Span arrangements are 4x24.0 + 33.0 + 4x24.0 m.The middle span of 33 m uses a deck cross-section of I-girders with effective span length of 31.9 m. The spans of 24.0 m use a deck cross-section of voided-slabs with effective span length of 23.2 m. Bridge is 35 deg skew. Pre cast element spacing is 2.5 m for 33 m spans and 1.0 m for 24 m spans. The bridge is founded on bored piles, diameter 1.0 m.

Figure 5-9: Cross-section Kenh Dat Set Page 140 of 271

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5.1.2.4 Rach Tan Binh Rach Tan Binh is a single deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5m. Total width of the deck is 2x10.3 = 20.6 m. Spans are 33 m with effective span length of 32.2 m. Span arrangements are 9x33 m. Bridge is 15 deg skew. Pre cast element spacing is 2.5 m. The bridge is founded on bored piles, diameter 1.0 m.

Figure 5-10: Cross-section Rach Tan Binh

5.1.2.5 Rach 2-9 Rach 2-9 is a single deck bridge, carrying 2x3.5 m traffic lanes in each direction, with effective widths of 2x9.5 m. Total width of the deck is 2x10.3 = 20.6 m. The span lengths are 33.0 m.The effective span length is 31.9 m. The bridge is 45deg skew. Pre cast element spacing is 2.5 m. The bridge is founded on bored piles, diameter 1.0 m.

Figure 5-11: Cross-section Rach 2-9

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5.1.3

Final Report, Detailed Design (Road)

Voided-Slab Bridges The project includes sixteen bridges that use Voided-slab type structure.The cross section proposed is commonly used in Vietnam.

5.1.3.1 Linh Son Linh Son is a double deck bridge, carrying 2x3.5 m traffic lanes in each direction, with effective widthsof 2x9.5 m. The width of thedeck is 10.5 m with 2.0 m wide separation lane.The total width of the bridge is 23.0 m.Span arrangements are 5x24.0 m Effective span lengths are 23.3 m. The bridge is 20 deg skew. Pre cast element spacing is 1.0 m. The bridge is founded on driven concrete piles 450x450 mm2.

Figure 5-12: Cross-section Linh Son

5.1.3.2 Khem Ban Khem Ban is a double deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. The width of the deck is 10.5 and with 2.0 m separation lane. The total width of the bridge is 23.0 m. The span arrangement is a single span bridge of 24.0 m.The effective span length is 23.2 m. The bridge is 40 deg skew. Pre cast element spacing is 1.0 m. The bridge is founded on driven concrete piles 450x450 mm2.

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Figure 5-13: Cross-section Khem Ban

5.1.3.3 Rach Mieu Rach Mieu is a double deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. The width of the decksis 10.5 m and with a 2.0 m wide separation lane. The total width of the bridge is 23.0 m.The span arrangement is a single span bridge of 24.0 m.The effective span length is 23.2 m. Pre cast element spacing is 1.0 m. The bridge is founded on driven piles 450x450 mm2.

Figure 5-14: Cross-section Rach Mieu

5.1.3.4 Rach Km 8+033 Rach Km08+0.33is a single deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. The total width of the deck is 2x10.3 = 20.6 m. Span arrangements are 3x24.0 m. The effective span length is 23.3 m. The bridge is 35 deg skew. Pre cast element spacing is 1.0 m. The bridge is founded on bored pile, diameter 1.0 m.

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Figure 5-15: Cross-section Rach Km8+032

5.1.3.5 Muong Lon Muong Lon is a single deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. The total width of the deck is 2x10.3 = 20.6 m.Span arrangements are 11x24.0 m. The effective span length is 23.3 m. The bridge is 20 deg skew. Pre cast element spacing is 1.0 m. The bridge is founded on bored piles, diameter 1.0 m.

Figure 5-16: Cross-section Muong Lon

5.1.3.6 Rach Km 15282 RachKm15+282.29 is a single deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. The total width of the deck is 2x10.3 = 20.6 m. The span arrangement is a single span bridge of 21.0 m.The effective span length is 20.2 m. Bridge is 44 deg skew. Pre cast element spacing is 1.0 m. The bridge is founded on driven piles 450x450 mm2. Page 144 of 271

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Figure 5-17: Cross-section Km15+282

5.1.3.7 Rach Km 16+394 RachKm16+394 is a single deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. The total width of the deck is 2x10.3 = 20.6 m. The span arrangements are 3x21.0 m. The effective span lengths are 20.2 m. The bridge is 35 deg skew. Pre cast element spacing is 1.0 m. The bridge is founded on driven piles 450x450 mm2.

Figure 5-18: Cross-section Km16+394

5.1.3.8 Kenh Xang Nho Kenh Xang Nho is a single deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. The total width of the deck is 2x10.3 m = 20.6 m.The span arrangements are 3x21.0 m, the effective span lengths are 20.2 m. The bridge is 30 deg skew. Pre cast element spacing is 1.0 m. The bridge is founded on driven piles 450x450 mm2.

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Figure 5-19: Cross-section Kenh Xang Nho

5.1.3.9 Rach Vuot Rach Vuot is a single deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. The total width of the deck is 2x10.3 = 20.6 m.The span arrangements are 3x21 m. The effective span lengths are 20.2 m. The bridge is 35 deg skew. Pre cast element spacing is 1.0 m. The bridge is founded on bored piles, diameter 1.0 m.

Figure 5-20: Cross-section Rach Vuot

5.1.3.10 Rach Lap Vo Rach Lap Vo is a single deck bridge carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. The total width of the deck is 2x10.3 = 20.6 m. The span arrangement is a single span bridge of 24.0 m.The effective span length is 23.3 m. The bridge is 20 deg skew. Pre cast element spacing is 1.0 m. Page 146 of 271

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Final Report, Detailed Design (Road) The bridge is founded on bore piles, diameter of 1.0 m.

2%

2%

Figure 5-21: Cross-section Rach Lap Vo

5.1.3.11 Kenh Ranh Kenh Ranh is a single deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. Total width of the deck is 2x10.3 = 20.6 m. The span arrangement is a single span bridge of 24.0 m.The effective span length is 23.3 m. Thebridge is 35deg skew. Pre cast element spacing is 1.0 m. The bridge is founded on driven piles 450x450 mm2.

2%

2%

Figure 5-22: Cross-section Kenh Ranh

5.1.3.12 Ong Hanh Ong Hanh is asingle deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. The total width of the deck is 2x10.3 = 20.6 m.The span arrangement is a single span bridge of 21.0 m.The effective span length is 20.2 m. Thebridge is 23 deg skew. Pre cast element spacing is 1.0 m.

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Final Report, Detailed Design (Road) The bridge is founded on driven piles 450x450 mm2.

Figure 5-23: Cross-section Ong Hanh

5.1.3.13 Xep Cut Xep Cut is a single deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. The total width of the deck is 2x10.3 = 20.6 m. Span arrangements are 2x24.0 m. The effective span lengths are 23.3 m, the bridge is 5deg skew. Pre cast element spacing is 1.0 m. The bridge is founded on bore piles, diameter of 1.0 m.

2%

2%

Figure 5-24: Cross-section Xep Cut

5.1.3.14 Rach 1 Rach 1 is a single deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. The width of the deck is 2x10.0 m with 3.0 mwide separation lane. The total width of the bridge is 23.0 m. The span arrangement is a single span bridge of 24.0

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Final Report, Detailed Design (Road) m.The effective span length is 23.3 m. The bridge is 5deg skew. Pre cast element spacing is 1.0 m. The bridge is founded on driven piles 450x450 mm2.

Figure 5-25: Cross-section Rach1

5.1.3.15 Rach 2 Rach 2 is a single deck bridge carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. Total width of the deck is 10.5 m and with 3.0 m wide separation lane. The total width of the bridge is 23.0 m. The span arrangement is a single span bridge of 24.0 m.The effective span length is 23.3 m. The bridge is 5deg skew. Pre cast element spacing is 1.0 m. The bridge is founded on driven piles 450x450 mm2.

Figure 5-26: Cross-section Kenh Rach2

5.1.3.16 Nga Chua Nga Chua is a single deck bridge, carrying 2x3.5 m traffic lanes in each direction with effective widths of 2x9.5 m. The width of the deck is 10.5 m and with 3.0 m wide separation lane. The total width of the bridge is 23.0 m. The span arrangements are 2x24.0 m.The effective span lengths are 23.3 m. Pre cast element spacing is 1.0 m. The bridge is founded on bore piles, diameter of 1.0 m. Page 149 of 271

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Figure 5-27: Cross-section Rach Nga Chua

5.1.4

Lap Vo River CantileverBridge The total length of Lap Vo River Bridge is 615.0 m.The bridge uses Super-T cross section girders on the approach spans and a free-cantilever cast in situ box structure in the main spans over the river. The free cantilever bridge section has three spans of 47.0 +72.0 +47.0 m. The bridge has a separate structure for each carriageway. The total width of deck is 26.1 m. The bridge crosses the river in a skew angle of 53 degrees.

Figure 5-28: Side View of Lap Vo River Bridge

Figure 5-29: Cross-section of Lap Vo River Bridge Page 150 of 271

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5.1.5

Final Report, Detailed Design (Road)

Underpass/Culvertat Km 20+235 The box culvert at Km 20+235 is a combined drainage and underpass culvert. The total length of the culvert is 64.3 m. It is divided to 4 segments to mitigate effects due to differential settlements. The structure has been founded on spread footing.

Figure 5-30: Cross-section Underpass Km20+235

5.1.6

Durability Provisions The following minimum 28 day concrete compressive strengths and minimum cover to reinforcement are used. Structural element Bored piles Abutments Pile caps Piers and head stocks Precast Super-T Girders

Compression strength, 28 days, cylinder (MPa) 30 30 30 30 50

I-Girders. Voided-slab and BoxGirders Deck slab for Super-T

40

Deck slab for I-Girders. Voided slab and Box-Girders Underpass box culvert

30

35

30

Minimum cover to Reinforcement (mm) 75 75 50 50 35 – Exposed 25 - Internal 40 – Exposed 25 - Internal 40 – Top 25 - Underside 40 – Top 25 - Underside 50 – Top and beside web 75 - Underside

Table 5-1: Concrete Compressive Strengths of Bridges

5.2

Articulation

5.2.1

Super-T Bridges Super-T bridges included in this project have the number of spans from 6 to 12spans. Three different span lengths (system lengths) have been applied in the design: 40.0 m, 30.0 m and Page 151 of 271

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Final Report, Detailed Design (Road) 28.0 m. Girder spacing varies from 1.950 m to 2.390 m to accommodate various bridge widths. The precast elements have constant cross section with varying flange width to accommodate different girder spacing. Amount of prestressing strands varies according the different span lengths

Figure 5-31: Pre-cast Sections of Super-T Girder

The bridge superstructures are divided to three to four span sections by using intermediate expansion joints. In addition there are expansion joints at the abutments. In each bridge sections, the deck slabs of each span are connected to each other with link slabs forming a continuous structure at the supporting piers. Linking slabs join the spans together for longitudinal displacements but allows the rotation of the girders at the supports. In transversal direction the linking slabs make the structure continuous. Within these superstructure sections the deck is pinned to the top of the pier columns by means of an elastomeric dowelled joint which is designed to transfer longitudinal loads and allows relative rotation between the deck and substructure. Longitudinal forces such as earthquake, braking and traction are resisted by each substructure in proportion to their stiffness. At the abutments and at the piers with expansion joint, pot bearings are used. At pinned piers (with dowelled joint) elastomeric bearings are used.

5.2.2

I-Bridges I-girder bridges have 1 to 9 spans with the span lengths of 33.0 m. Girder spacing is 2.50 m. The precast elements have constant cross section.

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GIRDER SECTION END GIRDER SECTION

100

120

80

1650

250 200

890

110

120 35 1415

1650

650

80 200

100

80 200

100 80

650

MIDDLE GIRDER SECTION

850

850 100

COMPOSITE SECTION END GIRDER SECTION

MIDDLE GIRDER SECTION

215 220 215

650

650

Figure 5-32: Pre-cast Sections of I-Girder The bridge superstructures are divided into sections by using linking slabs and intermediate expansion joints. In addition there are joints at the abutments. In each bridge sections the deck slabs of spans are connected to each other at the supporting piers, forming a continuous structure. These inking slabs join the spans together for longitudinal displacements but allow the rotation of the girders at the supports. In transversal direction the linking slabs make the structure continuous. Longitudinal forces such as earthquake, braking and traction are resisted by each substructure in proportion to their stiffness. There are three bridgeswith I-girders for every span and two of I-girder bridges which have Voided-slab back spans. Elastomeric bearings are used at all the apiers and abutments.

Voided-Slab Bridges Voided-slab bridges have 1 to 11 with the span lengths of 24.0 or 21.0 m. The precast elements have a constant cross section. GIRDER SECTION END GIRDER SECTION

COMPOSITE SECTION

MIDDLE GIRDER SECTION

END GIRDER SECTION

MIDDLE GIRDER SECTION

920 250

160

250

130

25

60

990

60

0 R5

200

200 60

225 35

25

950

600

690 950

690

150

150

130

150

920

950

5.2.3

290

410

290

990

990

Figure 5-33: Cross-section of 24 m Voided-Slab

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COMPOSITE SECTION GIRDER SECTION END GIRDER SECTION

END GIRDER SECTION

MIDDLE GIRDER SECTION

MIDDLE GIRDER SECTION

800

450

800

540

0 R5

800

250

800

160

150

130 250

540

150

130

150

920

920

25

200 60

200

225 35

60

25 990

990

990

990

Figure 5-34: Cross-section of 21 m Voided-Slab Void-slab is pinned to the pier head by an elastomeric dowelled joint which is designed to transfer longitudinalloads and allows relative rotation between the deck and substructure. Each span works as single span structure. The other end of the span is fixed for longitudinal movements. Longitudinal forces such as earthquake, braking and traction are resisted by each substructure.

5.2.4

Free Cantilever Bridge The Lap Vo River Bridge consist of two bridges with symmetrical main spans and with total length of 615.0 m. The each bridge consist of three parts; approach bridges with Super-T spans and a free cantilever main bridge, over the river. The main bridge is three span prestressed concrete box girders with spans of 47.0 + 72.0 + 47.0 m, in total 166.0 m. The bridge will be built using free cantilevering construction method except 12.5 m parts toward approaches which will be built bycast is situ method using fixed formwork. The cross section of the main bridge is a concrete box with side cantilevers. The boxes have cross beams at piers. At intermediate piers there are manholes for maintenance. The height of the girder varies from 2 m (at both abutments and in the middle of the main span) to 4.0 m at intermediate main piers. The maximum number of tendons is 16 at the top slab above the intermediate piers whilst the side spans have 10 tendons and the main span have 12 tendons. The tendons have normally 13 strands. The main span bottom tendons and some shortest top slab tendons above intermediate piers have 18 strands. The superstructure is supported by pot bearings. The main pier cross section is rectangular oval with 5.5 m width and with 3.0 m width in side view. The piers are perpendicular to the main girder axis of the bridge the pile caps are oriented to the river flow. The pile cap for the both of the bridge is monolithic tying the superstructure of the bridge at piers P7 and P8 together. The Lap Vo River Bridge have expansion joints at abutments and at the both end of the main bridge. In addition the approach bridges use intermediate expansion joints. The bridge is founded by cast in situ piles, diameter 1.5 m. Page 154 of 271

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5.2.5

Final Report, Detailed Design (Road)

Underpass/Culvert at Km 20+235 The Box culvert at Km 30+235 is combined underpass (4.5x2.7)m and culvert (4.5x2.5)m. The structure is founded on spread footing

Figure 5-35: Cross-section of Underpass/Culvert (water pass)

Figure 5-36: Cross-section of Underpass/Culvert

5.3

Abutments Abutments are comprised of reinforced concrete structures supported on bored piles of either 1.0 m or 1.5m diameter or supported on driven piles of size 450 mm x 450 mm. The abutments carry vertical and lateral loadings. At each bridge abutment, the run-on-slab will be fixed to the abutment to ensure good traffic comfort at the ends of the bridges. The construction method of the abutment will be carried out following the requirements for soft soil treatment to prevent the settlement behind and around the abutment area. Page 155 of 271

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Final Report, Detailed Design (Road) The optimum location for the pile cap and piles has been chosen when optimizing the pile loads. The pile cap size and location is arranged so that the vertical load component is sufficient for driven piles and also bore piles. In the skew bridges, the direction of the inclined driven piles has the same direction as the earth pressure. The pile groups have been analysed using a widely used program in Viet Nam (Moco programs).

5.4

Piers

5.4.1

Super-T Bridges There are two types of piers for Super-T bridges: Type 1: The headstock is supported on two columns which vary in height from 5.3m to 8.2m (for Tan My Bridge) and from 5.1m to 6.2m (for Xang Muc Bridge).

Figure 5-37: Tan My and Xang Muc Pier Structures Type 2: The headstock is supported by one column which vary in height from 5.1m to 7.7m (for Dinh Chung Bridge); from 3.9m to 8.5m (for Tinh Thoi Bridge); from 6.7m to 11.5m (for Lap Vo River Bridge).

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C-C A

2.00%

CENTER LINE

C

C A

Figure 5-38: Dinh Chung, Tinh Thoi and Lap Vo Pier Structures The tops of the pier pile caps on land were set under the existing ground level about 0.5m to 1.0m.

5.4.2

I-Girder Bridges In the I-girders with the deck width of 20.6 m, the superstructure is supported on three circular columns of 1600 mm diameter with a crosshead beam of reinforced concrete. The stock head girder in these bridges is located under the deck structure.

Figure 5-39: Pier for I-Girder Bridge Page 157 of 271

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5.4.3

Final Report, Detailed Design (Road)

Voided-Slab Bridges The piers for the voided slab bridges have a round cross section. The stock head girder is located under the girders. With double deck bridge each bridge side has two round columns. Wider single deck bridges use three columns.

Figure 5-40: Pier for Voided-Slab Bridge

5.4.4

Free Cantilever Bridge The intermediate pier cross section is rectangular oval with 5.5 m width and with 3 m width in side view. The piers are perpendicular to the bridge main girder axis while the pile caps are oriented to the river flow. The pile cap for the both of the bridge bridges is monolithic tying the superstructure of the bridge at piers P7 and P8 together.

5.5

Bearings

5.5.1

Super-T Bridges The bearings have typically the dimensions 600 mm x 250 mm x 85 mm. They are laminated elastomeric bearings. Theultimate limit state vertical loading capacity needed is 1.95 MN. At abutments and at piers where expansion joints are located, sliding pot-type bearings are provided to accommodate movements induced by creep, shrinkage and thermal effects, as well as structural movements due to braking and earthquake. At each of these locations, one of bearing is sliding guided type to transmit the transversal forces.

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Final Report, Detailed Design (Road) The rotations of the girders during the construction stages and also the long term rotations have been taken into account in design.

5.5.2

I-Bridges Elastomeric bearings are used for all piers and abutment. Bearings are designed to have dimension of 550 mm x 300 mm x 78 mm. They are laminated elastomeric bearings.The ultimate limit state vertical loading capacity needed is 1.65 MN. ELASTOMERIC BEARINGS FOR I GIRDER

Figure 5-41: Elastomeric bearings for I-Girders

5.5.3

Voided-Slab Bridges Elastomeric bearings are used for all piers and abutment. For 24.0 m spans the bearings size 300 mm x 180 mm x 27 mm. They are laminated elastomeric bearings which have 0.54 MN loading in ultimate limit state. For 21.0 m spans the bearing sizes are 300 mm x 150 mm x 27 mm, the loading of 0.45 MN.

5.5.4

Free Cantilever Bridge The superstructure is supported on pot bearings. The pier P8 is longitudinally fixed bearings. All other bearings are longitudinally movable bearings. At each pier the other bearing is side guided bearing. The needed ultimate limit state vertical loading capacity of the bearings at main piers is 20.0 MN and side piers 4.0 MN. The bearings can be changed later if needed. Jacking positions are shown in the drawings.

5.6

Expansion Joints In Super-T type bridges and also in free cantilever bridge finger type expansion joints are used at abutments as well as in the intermediate piers between the superstructure Page 159 of 271

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Final Report, Detailed Design (Road) segments to accommodate the movement of the deck segments. These deck joints are provided to accommodate movements due to creep, shrinkage, thermal, braking and seismic effects.The needed movement capacity is 200 mm. In I-Girder type bridges, finger type expansion joints are used at abutments and at intermediate piers between the superstructure segments to accommodate the movement of the deck segments. These deck joints are provided to accommodate movements due to creep, shrinkage, thermal, braking and seismic effects.The needed total movement capacity is from 50 mm to 100 mm.

Figure 5-42: Expansion Joint type for I-Girder Bridge In Void-slab type bridges, finger type expansion joints are used at all piers and abutments. The needed movement capacity is 50 mm.The calculated creep and shrinkage movements have been based on the assumption that girders will be at least 3 months old. Creep and shrinkage parameters have been taken from the 22 TCN 272 - 05 Bridge Design Specification and from the model code CEB-FIP 1990. The gap to be provided at the expansion joints will be taken into account of the ambient temperature at the time of installation. The expansion joint can be inspected. The joints are designed so that if any water leaks occur, the water will run out from the structures and will be easily noticed during the maintenance inspections. In all the cases, the water is able to run out from the bearing table and will not be able to form any internal puddles. The type of expansion joints (finger type) makes also possible easy maintenance and/or repair works in sections with only limited inconvenience to the traffic.

5.7

Barriers For bridges with the width of deck of 2x10.5 m such as Dinh Chung, Linh Son, Khem Ban,Tinh Thoi and Rach Mieu, there are traffic barriers (railing) on both side of the bridge consisting of a concrete barrier with steel rail railing mounted on top. For Tan My, Lap Vo River bridge and bridges with the width of deck 20.6 m such as Km08+033, Kenh Thay Lam, Muong Lon, Kenh Dat Set, Rach Km13+226, Kenh Xang Muc, Rach Km15+282, Rach Tan Binh, Rach Km16+394, Kenh Xang Nho, Rach 2-9. Rach Vuot,Lap Vo River, Kenh Ranh. Ong Hanh and Rach Xep Cut, there are traffic barriers (railing) on both side of the bridge and median concrete barrier of 0.6 m wide. Page 160 of 271

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Final Report, Detailed Design (Road) For bridgeswith the deck width of 23.0 m such as Rach 1, Rach 2, Rach Nga Chua, there are traffic barriers (railing) on both side of the bridge and median green strip barrier of 3.0 m wide.

5.8

Drainage Drainage of expansion joints has been designed and shown in the detailed drawings. Drainage from the approach bridge spansover roads and landscaped areas will be collected using drainage pipes under the deck. From the collection pipeswater will be taken down by pipes, located at every pier, to a “soak-away” or the local drainage network.

5.9

Analysis methods

5.9.1

Pile Design

5.9.1.1 DesignPhilosophy The philosophy adopted was that the pile foundations were designed using the parameters given for various subsurface units for each pier location. The parameters and the load capacity of the piles will be verified by load testing of the piles before construction. Bored piles will be subjected to load testing. The testing required comprises:  

Integrity testing of piles to confirm the pile concrete integrity. Static testing of a test pile to assess the pile serviceability and ultimate geotechnical strength of a test pile. The test pile is to have sonic logging.

5.9.1.2 Design Codes and Guidelines The geotechnical design of the pile footings for the piers and abutments have been based on the following:   

Vietnamese Standard 22 TCN 272-05 (as a principle code) Specification for Design TCXDVN 205:1998 American Association of State Highway and Transportation Officials (AASHTO) LFRD Bridge Design Specifications (SI), Third Edition, 2004 and 2007 (as a reference).

5.9.1.3 ShaftFriction and End Bearing Resistance The ultimate shaft friction and end bearing resistances used for the various subsurface units in assessing the geotechnical load capacity of the piles are calculated followingSection 10.8 - 22TCN272 – 05. For selection of Su, the average value for each of soil layers is used based on unconfined compression test qu. The selection of the resistance factors: For clay (according to 22-TCN-272-05):

skin-friction:

0.65

End-point:

0.55

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Final Report, Detailed Design (Road) For sand (according to AASHTO 2007):

skin-friction:

0.55

End-point:

0.50

5.9.1.4 Pile Group Effect As the geotechnical load capacity of the piles was derived mainly from resistance in stiff to very stiff clays or medium dense to very dense sands, no reduction in geotechnical pile load capacity because of group-effects was required. It is taken as follows item 10.7.3.10 22TCN272-05. Group resistance factor used is 0.7.

5.9.1.5 Lateral Modulus of Reaction It should be noted that the lateral modulus of reaction or spring stiffness typically used in structural analysis programs to assess the lateral load response of the piles is not a fundamental soil parameter. It will depend on the nature of the soil and the loaded area of the pile. Analyses using these programs also assume that the soil is elastic but in reality the soil has a maximum strength which needs to be considered in the assessment. There are some methods to estimate the stiffness of piles depending on the concept and assumptions. In this section the theory presented by Bowles based on The Foundation Engineering Handbook is utilized. Bowles (1996) suggests the use of the following relation to evaluate kh (at different nodes) corresponding to different depths.

where Ah and Bhare evaluated using the bearing capacity expressions as follows

where Z is the depth of the evaluated location The following values are suggested by Bowles (1996) for the above constants (The Foundation Engineering Handbook): C ≈ 40 when using units of kN/m3. Cm = 1.5–2.0. n = 0.4–0.6. And Fw1. Fw2 = 1.0 for square and HP piles and in cohesive soils. Fw1 = 1.3–1.7; Fw2 = 2.0–4.4 for round piles If the pile is assumed to be a beam on an elastic foundation then the modulus of lateral subgrade reaction kh at any depth can be related to the lateral pile deflection at that depth by the following expression:

Hence the spring stiffness Kj can be expressed conveniently in terms of the modulus of lateral subgrade reaction kh as follows: For buried nodes: Page 162 of 271

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For surface node:

where B is the pile width (or the diameter).

5.9.2

Super-T Bridges The distribution of horizontal loads and movements (i.e. traffic braking, seismic, creep, shrinkage and thermal effects) to each pier has been calculated based on the stiffness of the piers in each bridge section. The shorter columns get large portion of the loads. For creep, shrinkage and thermal effect the “fixed” point has been solved. For braking the load for each pier is calculated following the relations of the bending stiffness of each column. In the calculation model, the deck was assumed to be “pinned” to the top of the pier columns at each intermediate pier between the expansion joint piers. The earthquake load analysis follows the simple model spectral method analysis. Construction sequences and changes in the structural behaviour are solved by combining different FE –model calculation results, including single girder and grillage models. Separate models are prepared for different span and girder spacing arrangements to define extreme loading to apply for different girder spans and spacing. A grillage models were used to determine the distribution of vertical loads to the individual Super-T girders and bearings. These vertical loads comprised superimposed dead load and live load envelopes. Superstructures self-weight (pre-cast element and the deck concreting loads) and prestressing before deck concrete forming a grillage, are studied with single beam models. Results of separate analyses are summarized accordingly to consider the construction history.

Figure 5-43: Live Load Distribution in Grillage – Single Load Case Illustration for Design Truck

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5.9.3

Final Report, Detailed Design (Road)

I- Girder Bridges The distribution of horizontal loads and movements (i.e. traffic braking, seismic, creep,shrinkage and thermal effects) to each pier has been calculated based distribution factor following 22TCN 272-05. For braking the load for each pier is calculated following the relations of the bending stiffness of each column. For the bridges using link slabs, in the calculation modelthe deck was assumed to be “pinned” to the top of the pier columns at each intermediate pier between the expansion joint piers. The earthquake load analysis follows the simple model spectral method analysis. Acceleration coefficient used is from 0.0331 to 0.0734. Construction sequences and changes in the structural behaviour are calculated combining the results of single girder analysis and grillage models analysis. Separate models are prepared for different span and girder spacing arrangements to define extreme loading to apply for different girder spans and spacing. A grillage models were used to determine the distribution of vertical loads to the individual girders and bearings. These vertical loads comprised superimposed dead load and live load envelopes. Superstructures self-weight (pre-cast element and the deck concreting loads) and pre-stressing before deck concrete forming a grillage are studied as single beams.

Figure 5-44: Live Load Distribution in Grillage – Single Load Case Illustration for Design Truck

5.9.4

Voided-Slab Bridges The distribution of horizontal loads and movements (i.e. traffic braking, seismic, creep.shrinkage and thermal effects) to each pier has been calculated based distribution factor following 22TCN 272-05. For braking the load for each pier is calculated following the relations of the bending stiffness of each column. The earthquake load analysis follows the simple model spectral method analysis. Acceleration coefficient used is from 0.0331 to 0.0734. The analysis method is the same as used for I-girders.

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Figure 5-45: Live Model Analysis, Voided-Slab Bridge

5.9.5

Free Cantilever Bridge The Lap Vo River bridge free cantilever portion was analysed by 3D model with FEM elements and software package of RM Bridge Professional was used in analysis. The analysis model had all piles, pile caps and superstructure. Free cantilever construction method was included in the analysis model and also critical pile forces were studied in case where only left or right side of superstructure would be built first. It was studied if there are tension forces in piles because of unsymmetrical loading during construction. No tension will occur.

Figure 5-46: Analysis Model of Lap Vo River Cantilever Bridge In structural analysis the calculation element model of the main girder and the tendons a follows the dimensions of construction segments of the bridge and the construction schedule of the bridge.A very detailed stage by stage structural analyses were done including detailed information of tendons stressed stage by stage. The tendon geometry in analysis model follows the actual planned geometry of the real tendons and the stress losses were able to be calculated accurately. Page 165 of 271

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Figure 5-47: Top Tendons in the Analysis Model, Plan and Side Views The analysis follows Vietnamese standards and AASHTO LRFD design code. The basics for the construction schedule in analysis were:     

Build all foundations and the piers with pier tables Balanced free cantilever construction with 10segments on each side of the piers of the first (left side) bridge superstructure Build side spans on fixed formwork Close the bridge in the main span Construction of the second (right side) bridge superstructure

The construction loads were applied on stage by stage basis and the sumof all the loads were created. The creep and shrinkage effects of concrete were calculated using CEB-FIC model code. The traveller loads at the ends of cantilevers were taken into account as un-permanent load and position of the load was moved to follow modelled construction stages. Also unbalanced construction load and 2% variation of self-weight were analysed and covering effect was added to the load combinations. The wind uplift and down drag on cantilever was also studied. For final structure lateral wind load on the structure and on the vehicles were studied. The superimposed dead load consists of elements which do not contribute to the stiffness of the bridge and these loads of railing, barrier and pavement were calculated. The live load was simulated using line loads for design lane load and axel loads for design truck and tandem. The longitudinal loads of live load impact and braking load was used. The uniform and gradient temperatures loads were taken into account using 27.5 Cas a reference temperature. For dynamic behaviour of the bridge the eigenmodes and eigenfrequencies of the final structure were calculated. The earthquake analysis was performed using the response spectra model and calculated eigenvalues as a input for the analysis.

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Final Report, Detailed Design (Road) The possibility of a differential settlement of supports was analysed too using 2 cm lowering of every support once at a time. The stream pressure against the piers was analysed as a static water load and the collision load of 300 DWT vessel was applied. Finally the load combinations of all loadcases were created to find worst combinations and these were used in structural design. The full results of RM Bridge Professional FEM analysis consist of result values and figures for separate loads as well as service, strength and extreme load combinations. After creating worst load combinations, reinforcement was calculated based on analysis results to create needed reinforcement for vertical bending moment and shear and torsion forces. The capacity of the main girder was calculated based on needed reinforcement in analysis. Some extra studies for local analysis of concrete deck slab were carried out also using Lusas Bridge Professional FEM model.

Figure 5-48: Example of Local Deck Slab FEM Analysis

5.9.6

Underpass/Culvert at Km 20+235 All loads were given as input to the software used.The results were exported to Excel calculation sheets.

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Figure 5-49: Underpass/Culvert Model Analysis

5.10

Structural Analysis, Results and Conclusions

5.10.1 Super-T Bridges The Super-T girders are subjected to loadings in stages. Therefore in order to evaluate the resultant stresses and deflections at any instant of time during their construction, the stress history of the girders is considered. Three stages have been considered. These are at transfer, when the deck slab concrete is cast and in-service at a time approaching infinity. The first stage is immediately after the prestress is transferred to the concrete. That is when the prestress is at a maximum and the external load is at a minimum and instantaneous losses have taken place but no time-dependent losses have occurred. In the second stage, the precast beam section must support the wet weight of the concrete deck slab. It is assumed that the girders will have attained an age of two months when the deck slab is cast so that a proportion of the time-dependent prestress losses due to creep and shrinkage will have occurred and that all of the relaxation losses have occurred. In the final stage the deck slab is composite with the precast beam. Superimposed dead loads and live loads are applicable and all prestress losses are deemed to have occurred. i.e. the prestress is at a minimum and the external applied load is at a maximum.

5.10.1.1 Superstructure The Super-T girders have been designed as fully prestressed members. The girders have been designed with a limit on tension stress in concrete of 3.54 MPa, which mostly controls the design. Girder maximum hog deflections have been calculated to be of the order of 105 mm at the time of casting the deck. The deflection of the girders under the weight of the deck slab will reduce the upward camber to be approximately by 40 mm. The deck slab thickness will therefore vary from a minimum of 175 mm at mid-span up to 240 mm at the ends of the Page 168 of 271

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Final Report, Detailed Design (Road) spans to accommodate the girder camber and to provide the correct finished surface profile. Transverse diaphragms have been detailed at the ends of each span to provide torsional restraint for the girders. These diaphragms also provide a jacking point for bearing replacement, should it be necessary.

5.10.1.1.1 Serviceability The analysis shows that the outer Super-T girders, due the superimposed dead loads (e.g. concrete barriers and balustrades) have the biggest bending and shear restrains. The maximum serviceability stresses, based on the staged calculations considering the construction history, are -19.5 MPa in compression at Service limit state I and 3.4 MPa in tension at Service limit state III. Results show that the structure fulfils the requirements for fully prestressed concrete structures. In Lap Vo River Bridge, Service limit state stress distribution is typical for Super T girder and shown in Figure 5-50.

Figure 5-50: Service Limit State Stresses in Lap Vo RiverBridge, 40m Girder

5.10.1.1.2 Ultimate Bending Moment The maximum design ultimate bending moment for the edge girder at mid-span was calculated as 11.80…13.0 MNm and the ultimate bending moment capacity 16.3…17.3 MNm respectively. Ultimate bending capacity was checked for whole girder and found to be satisfactory. Typical load – resistant curve is shown in Figure 5-51. Curves for all the bridges with details are shown in calculations in appendixes.

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Final Report, Detailed Design (Road) Figure 5-51: Factored Design Load (Bending) &Resistance in ULS, Dinh Chung Bridge

5.10.1.1.3 Ultimate Shear Force and Torsion The maximum design ultimate shear force for the girders adjacent to the bearings was calculated as 1.591 MN (Dinh Chung) and maximum design ultimate torsion as 957 kNm (Tan My). The critical section generally is the hollow box (1.8 m from support) with maximum torsion but a little reduced shear. Combined shear and torsion is studied and the reinforcement is varied along the girder to provide sufficient shear capacity at each section.Typical load – resistant curve is shown in Figure 5-52. Curves for all the bridges with details are shown in calculations in appendixes.

Figure 5-52: Factored Design Load (Shear &Torsion)&Resistance in ULS, Dinh Chung Bridge

5.10.1.1.4 Ledged Beam End The girder end dap is designed with strut and tie method. The reinforcement alignment follows principal stresses in the structure, which are analyzed with shell elements. The design is double checked with a design as a standard corbel so that the amount of reinforcement fulfils both design criteria and method. Solid elements model is also used to calculate tension stresses in the girder end, mostly due to the prestress.

5.10.1.2 Piles Force resultants for the piles were taken from the calculation of pile-cap system. In the final design following the revised seismic analysis the ultimate pile design loads were determined as follows in the tables.

Location



Abutment A1 A2 Pier P1 P2

Pile Toe Level (m) -89.92 -81.07 -81.0 -73.0

Max Axial load for strength (KN) 4926 5342 5696

Max Axial load for Extreme event (KN) 4236 4836 5131

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Pile capacity For Strength (KN) 6409 6172 6637 6634

Pile capacity For Extreme event (KN) 12974 12506 13392 13528

Check status OK OK OK OK

CMDCP P3 P4R

Final Report, Detailed Design (Road) -73.0 -71.0

6268 6359

12761 12820

OK OK

Pier P4L

-71.0

6118

5468

6359

12820

OK

Pier P5

-69.0

5605

5420

5855

11862

OK

Pier P6

-78.0

4548

4372

4733

9833

OK

Pier P7 P8

-80.5 -77.5

5066

5697

5574 6490

11391 13095

OK OK

Table 5-2: Pile Loads of Dinh Chung Bridge

Location Abutment A1 A2 Pier P1 P2 P3 P4 P5R P6R P7L P8L P9 P10 P11 Pier P1 P2 P3 P4

Pile Toe Level (m) -56.83 -62.78 -59.5 -62.5 -62.5 -66.5 -66.5 -66.5 -66.5 -69.5 -69.5 -69.5 -62.5 -66.50 -66.50 -66.50 -69.50

Max Axial load for strength (KN)

Max Axial load for Extreme event (KN)

5488

4811

5806

5536

5395

4733

Pile capacity For Strength (KN) 5750 6186 6110 6693 6445 6590 6859 6615 6615 6396 6396 6627 6947 6859 6615 6615 6396

Pile capacity For Extreme event (KN) 11749 12650 12399 13430 12936 13273 13741 13204 13204 12862 12862 13373 13961 13741 13204 13204 12862

Check status OK OK OK OK OK OK OK OK OK OK OK OK OK OK OK OK OK

Table 5-3: Pile Loads of Tinh Thoi Bridge

Location Abutment A1 A2 Pier P1 P2 P3 Pier P4 Pier P5 Pier P6 P7 P8

Pile Toe Level (m)

Max Axial load for strength (KN)

-72.27 -74.22 -75.50 -73.50 -77.50 -79.5 -79.5 -77.5 -77.5 -79.5

4280 4530

Max Axial load for Extreme event (KN) 4981 5132

5355

6313

5369 5857

6174 6086

5366

5110

Pile capacity For Strength (KN) 4430 5954 6415 6787 6472 6786 6786 6139 6685 7048

Pile capacity For Extreme event (KN) 8870 12008 12889 13629 13024 13511 13511 12164 13160 14099

Check status OK OK OK OK OK OK OK OK OK OK

Table 5-4: Pile Loads of Tan My Bridge

Location

Pile Toe Level (m)

Max Axial load for strength (KN)

Max Axial load for Extreme event (KN)

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Pile capacity For Strength (KN)

Pile capacity For Extreme event (KN)

Check status

CMDCP

Final Report, Detailed Design (Road)

Abutment A1 A2 Pier P1 P2 P3 P4 P5 P6

-56.96 -56.96 -61.50 -63.50 -62.50 -61.50 -57.50 -59.50

3169

3638

4177

4292

3343 3407 4365 4429 4371 4427 4369 4371

6210 6270 8100 8272 8169 8365 8093 8149

OK OK OK OK OK OK OK OK

Table 5-5: Pile Loads of Xang Muc Bridge

Location

Pile Toe Level (m)

Abutment A1 A2 Pier P1 P2 P3R P10L P11 P12 P13 P14 Pier P3L P4 P10R Pier P5 Pier P6 P9R Pier P9L Pier P7 P8

-58.28 -59.02 -61.50 -61.50 -66.50 -66.50 -68.50 -69.50 -68.50 -63.50 -66.50 -65.50 -66.50 -67.5 -61.50 -63.50 -63.50 -63.0 -65.0

Max Axial load for strength (KN)

Max Axial load for Extreme event (KN)

4982

4923

6217

6610

6064

6610

6463

6789

5299

5415

5573

5415

6004

6580

Pile capacity For Strength (KN) 5462 5556 6333 6113 6481 6284 6729 6708 6758 6624 6481 6659 6284 6514 5989 5957 5957 6383 6400

Pile capacity For Extreme event (KN) 11013 10701 12675 12112 12645 12049 12932 13044 13103 13141 12645 13092 12049 12617 11858 11433 11433 12598 12269

Check status OK OK OK OK OK OK OK OK OK OK OK OK OK OK OK OK OK OK OK

Table 5-6: Pile Loads of Lap Vo River Bridge

5.10.1.3 Pile Caps The dimensions of the pilecaps were chosen to accommodate the number of piles at each pier and to assist in providing a more equal distribution of vertical loads to the pile group.

5.10.1.4 Pier Columns The governing loading for the pier columns is the longitudinal seismic loading. A constant thickness of pier columns of 1.4 m was adopted for all piers of Super-T bridges. The vertical reinforcement provision for the pier columns is one layer 28 mm dia @150 mm.

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5.10.1.5 Pier Headstocks For each headstock of Super-T bridgesthree levels of top bars are provided using the bar size of 60 mm and one level of the bottom bars size of 32 mm. Ties of 20 mm diameter bars are used with the spacing of 150 mm for shear and suspension reinforcement.

5.10.1.6 Abutments The abutments were designed to carry vertical and horizontal loadings. The rear curtain walls resist the lateral earth pressure. Run-on-slabs, length of 5.0 mis used to provide a smooth running surface.

5.10.2 I - Bridges 5.10.2.1 Superstructure a) Stage I In the Stage I, the girder is loaded only with the dead load of the girder with effects of the pre-stressing. The pre stressing loads, losses in transfer and properties of cross section at Stage I are calculated by hand with the help of calculation tables following the Specification for Bridge Design 22TCN-272-05. CHECK STRESS - STAGE 1 25.0

Stress (MPa)

20.0 15.0 10.0 5.0 0.0 0.0

5.0

10.0

15.0

20.0

25.0

30.0

35.0

-5.0

Distance (m) Co mpresio n Limit

Tensio n Limit

Stress at To p Fiber o f Girder

Stress at B o tto m Fiber o f Girder

Figure 5-53: I-Girder, Stress Checking at Stage I b) Stage II In the Stage II, the load effects of wet concrete deck slab, permanent formwork and prestressing are calculated. The structural behaviour as simple girder is similar to Stage I.

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CHECK STRESS - STAGE 2 25.0

Stress (MPa)

20.0 15.0 10.0 5.0 0.0 0.0

5.0

10.0

15.0

20.0

25.0

30.0

35.0

-5.0 Distance (m ) Co mpresio n Limit

Tensio n Limit

Stress at To p Fiber o f Girder

Stress at B o tto m Fiber o f Girder

Figure 5-54: I-Girder, Stress Checking at Stage II c) Stage III The hardened deck concrete forms a composite structure with the precast girders. The deck also ties the girders to each other, forming an effective load distributing structure. Loads from the weight of the deck slab, wearing surfaces, concrete barriers and diagram beam give nearly equal distribution of the loads to all the girders. The internal forces due to live loads including design truck, design tandem and the lane load are calculated using distribution factor method following the article 4.6.2.2.2 (22TCN-272-05). CHECK STRESS - STAGE 3 - SERVICE 20.0

Stress (MPa)

15.0 10.0 5.0 0.0 0.0

5.0

10.0

15.0

20.0

25.0

30.0

35.0

-5.0 Distance (m ) Co mpresio n Limit fo r Slab

Co mpresio n Limit fo r Girder

Tensio n Limit fo r Girder

Stress at To p Fiber o f Slab

Stress at To p Fiber o f Girder

Stress at B o tto m Fiber o f Girder

Figure 5-55: I-Girder, Stress Checking at Stage III

Moment (KNm)

FLEXURAL RESISTANCE 18000 16000 14000 12000 10000 8000 6000 4000 2000 0 0.0

5.0

10.0

15.0 20.0 Distance (m )

Flexural Resistance

25.0

30.0

Facto red M o ment

Figure 5-56: I-Girder, Flexural Checking

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35.0

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Final Report, Detailed Design (Road)

SHEAR RESISTANCE 8000 7000

Shear (KN)

6000 5000 4000 3000 2000 1000 0 0.0

5.0

10.0

15.0 20.0 Distance (m )

25.0

Shear Resistance

30.0

35.0

Facto red Shear

Figure 5-57: I-Girder, Shear Checking d) Link Slab Several spans are connected to each other by using linking slabs at the pier location. The bending stiffness of the slab is small compared to the total stiffness of the structure. It has only minor effect to the main girder structural design and the superstructure is designed as a single span structure. The link slab makes the structures in transverse direction continuous. Transverse horizontal loads (such as winds. breaking. earthquake. etc.) are transferred from the superstructure to the substructures. The behaviour of the structural system is studied with continuous beam FE-Model (by Midas programs).

5.10.2.2 Piles Force resultants for the piles were taken from the calculation of pile-cap system and Mcoc program. Reinforcement for piles is calculated based on axial force, bending moments and shear forces in the pile. Bored piles is used for all I girder bridge. Detail result is showed in calculation sheets. Result of example bridge (Rach 2-9 Bridge) is shown below:

Abut. Piers A1, A2  P1   P2, P6   P3   P4   P5

Type

Pu





kN

Mux 

kN-m

Muy 

kN-m

P max

3502.9

85.83

447.3

Pmin

-303.42

85.83

447.3



P max



Pmin



P max



Pmin



P max



Pmin



P max



Pmin



P max

        

3312.0 850.9 3604.0 582.6 3206.4 1031.5 3764.7 485.1 3495.1

        

167.9 119.3 77.8 196.9 141.5 25.4 166.0 32.9 151.9

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        

178.0 301.5 268.7 510.0 38.9 4.4 620.4 286.5 49.0

CMDCP

Final Report, Detailed Design (Road) 



 656.5  128.5  Table 5-7: Pile Loads of Rach 2-9 Bridge

Pmin

176.0

5.10.2.3 PileCaps The dimensions of the pilecaps were chosen to accommodate the number of piles at each pier and to assist in providing a more equal distribution of vertical loads to the pile group. Reinforcing is calculated based on bending and torsional moments and shear forces in the pile cap

Figure 5-58: Cross-section, Rebar Arrangement of Pilecaps

5.10.2.4 Pier Columns The diametersof pier column are 1.4 to 1.6 m. The rebar arrangements are calculatedbased on axial force, bending moment and shear force of sections at the top and at the bottom of columns. .

Figure 5-59: Stress Results in Midas Civil

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Figure 5-60: Result Checking of Pier Columns

Figure 5-61: Cross-section, Rebar Arrangement of Column, D=1.4m

Figure 5-62: Cross-section, Rebar Arrangement of Column, D=1.6m

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5.10.2.5 Pier Headstocks Height of pier headstocks follows the geometry of the deck. In the middle of the bridge the height is 1.60 m. The rebar arrangement is calculated following the bending and torsional, moments and shear force in the girder.

Figure 5-63: Cross-section, Rebar Arrangement of Pier Headstocks

5.10.2.6 Abutments The abutments were designed to carry vertical and horizontal loadings. The rear curtain walls resist the lateral earth pressure. Run-on-slabs with the length of 5.0 m are used to provide a smooth running surface.

Figure 5-64: Loads for Calculation of Abutment

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Final Report, Detailed Design (Road)  u

'

A '

s

c h

s

f '

d s

s

A s

d

f



b ,

b

s

s

b

350000

Mu,Pu

w

300000 Mn,Pn

250000 Mr,Pr

200000

Mnse,Pnse

150000 100000 50000 0 -100000

-50000

-50000

0

50000

100000

Figure 5-65: Result Checking of Body Wall

5.10.3 Voided-Slab Bridges 5.10.3.1 Superstructure STAGE I In the Stage I, the girder is loaded only with the dead load of the girder with the effects of the pre-stressing. CHECK STRESS - STAGE 1 25.0

Stress (MPa)

20.0 15.0 10.0 5.0 0.0 0.0

5.0

10.0

-5.0

15.0

20.0

25.0

Distance (m)

Co mpresio n Limit

Tensio n Limit

Stress at To p Fiber o f Girder

Stress at B o tto m Fiber o f Girder

Figure 5-66: Voided-Slab, Stress Checking at Stage I STAGE II In the Stage II the loads from wet concrete and pre-stressing are calculated. Page 179 of 271

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CHECK STRESS - STAGE 2 25.0

Stress (MPa)

20.0 15.0 10.0 5.0 0.0 0.0

5.0

10.0

-5.0

15.0

20.0

25.0

Distance (m )

Co mpresio n Limit

Tensio n Limit

Stress at To p Fiber o f Girder

Stress at B o tto m Fiber o f Girder

Figure 5-67: Voided-Slab Stress Checking at Stage II STAGE III The hardened deck concrete forms a composite structure with precast girders. The deck also connects the girders to each other, forming an effective load distributing structure. Loads from the weight of the deck slab, wearing surfaces, concrete barriers have equal distribution to the all the girders. The internal forces due to live loads including design truck, design tandem and the lane load are calculated using distribution factor method following the article 4.6.2.2.2 (22TCN-272-05). CHECK STRESS - STAGE 3 - SERVICE 20.0

Stress (MPa)

15.0 10.0 5.0 0.0 0.0

5.0

10.0

-5.0

15.0

20.0

25.0

Distance (m ) Co mpresio n Limit fo r Slab

Co mpresio n Limit fo r Girder

Tensio n Limit fo r Girder

Stress at To p Fiber o f Slab

Stress at To p Fiber o f Girder

Stress at B o tto m Fiber o f Girder

Figure 5-68: Voided-Slab Stress Checking at Stage III FLEXURAL RESISTANCE 6000 Moment (KNm)

5000 4000 3000 2000 1000 0 0.0

5.0

10.0

Distance (m )

15.0

Flexural Resistance

20.0

Facto red M o ment

Figure 5-69: Voided-Slab, Flexural Checking

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25.0

CMDCP

Final Report, Detailed Design (Road)

SHEAR RESISTANCE 4500

Shear (KN)

4000 3500 3000 2500 2000 1500 1000 500 0 0.0

5.0

10.0

Distance (m )

15.0

20.0

Shear Resistance

25.0

Facto red Shear

Figure 5-70: Voided-Slab, Shear Checking

5.10.3.2 Piles Force resultants for the piles were calculated using widely used Mcoc-prorgram. Reinforcement is calculated based on axial force, moment and shear force in the piles. For bored piles D=1m Bored pile is used in some bridges. Detail result is showed in calculation sheets. Result of Muong Lon Bridge(for example) is shown below:

Type

Pu

Mux

Muy

kN

kN-m

kN-m

P max

4007.3

40.1

1067.7

Pmin

435.9

39.4

1032

P1, P8,

P max

3424.0

27.1

249.2

P9, P10

Pmin

862.1

89.7

150.8

P2, P7

P max

3416.2

2.3

244.8

Pmin

866.7

38.9

155.8

P max

3416.0

6.2

240.1

Pmin

869.0

11.1

157.8

P max

3037.2

24.1

196.0

Pmin

796.9

38.5

165.3

Abut. Piers A1, A2

P3, P6

P4, P5

Table 5-8: Pile Loads of Muong Lon Bridge For driven piles D=45x45cm Driven piles are used in some bridge. Detail result is showed in calculation sheets. Result of Km16+394 bridge (for example) is shown below:

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Abut. Piers  A1, A2  

Type

Pu 

kN

Mux 

kN-m

Muy 

961.0 10.05 Pmin 144.5 10.9 P1, P2  P max  1116.6  9.3   Pmin  141.2  23.9  Table 5-9: Pile Loads of Km16+394 Bridge P max

kN-m

46.9 62.9 35.4 23.6

5.10.3.3 PileCaps The structures and the structural analysis follow the same methods as for I-girder bridges.

5.10.3.4 PierColumns The dimensionof pier columns are 1.4m to 1.6 m and the structural analysis follows the same methods as for I-girders.

5.10.3.5 Pier Headstocks The height of pier headstock follows the road geometry. In the middle the height is 1.50 m. Structural analysis follows the same methods as the structures for I-girder bridges.

5.10.3.6 Abutments Structures and analysis follows the same methods as for I-girder bridges.

5.10.4 Lap Vo River Bridge 5.10.4.1 Superstructure Serviceability The maximum serviceability stresses based on the staged calculations considering the construction history, are -15.2 MPa in compression at Service limit state. Results show that the structure fulfils the requirements for fully prestressed concrete structures. The concrete girders have been designed as fully prestressed members. The girders have been designed with a limit on tension stresses in prestressed concrete of 1.58 MPa (0.25 x √fc') at service limit states.

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Figure 5-71: Concrete Stresses, Envelope for Service Limit State Combinations For checking stresses at construction a limit on tension stresses 3.66 MPa (0.58 x √fc') was used. The maximum compression stresses are 14.55 MPa. Results show that the structure fulfils the requirements during construction stages.

Figure 5-72: Concrete Stresses After Construction Stages Before Final Creep and Shrinkage Page 183 of 271

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Final Report, Detailed Design (Road) Ultimate Bending Moment Ultimate bending capacity was checked for whole girder and found to be satisfactory. Load – resistant values are shown in figures.

Figure 5-73: Ultimate Bending Moments for Strength I Combination and Capacity

Figure 5-74: Ultimate Bending Moments for Strength III Combination

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Final Report, Detailed Design (Road) Ultimate Shear Forces and Torsion Moment Ultimate shear forces were checked for whole girder and needed reinforcement calculated. Results are shown in following figures.

Figure 5-75: Ultimate Shear Forces for Strength I Combination Ultimate torsion moments werechecked for girder and needed reinforcement calculated. Results are shown in following figures.

Figure 5-76: Ultimate Torsion Moments for Strength I Combination Page 185 of 271

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5.10.4.2 Substructure The structure of piers for Super-T span is the same as above. The structure of the piers for cantilever spans includes two oval column which has been supported in pilecap as shown in picture below.

H

H

H-3000

B-B

H-3000

A-A

30900 2014

2389

11187

611

2014

2389

4827

3000

611

3000

4858

10800 1481

292

3159

3000

2708

1000

1000

3000

3159

C-C 30900 24500

3200

1500

3900

10800

3900

1500

3200

1950

12x2250=27000

1950

30900

Figure 5-77: Pier Structure for Main Span of Lap Vo River Bridge

5.10.5 Underpass/Culvert at Km 20+235 Cross section of box culvert is checked with combination of Service stage, Strength and Extreme stage. A sample result is shown below:

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Figure 5-78: Flexure Moment Diagram at Strength-1 State

Figure 5-79: Axial Force Diagram at Strength-1 State

Figure 5-80: Shear Force Diagram at Strength-1 State Page 187 of 271

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Figure 5-81: Flexure Moment Diagram at Service State

Figure 5-82: Axial Force Diagram at Service State

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6.

Safeguards

6.1

Resettlement Plans for Dong Thap Province and Can Tho City

6.1.1

Preparation of Resettlement Plans Two Resettlement Plans (RP) were prepared, one for Dong Thap Province (covering components 1, 2 and part of component 3); and one for Can Tho City (covering part of component 3) and sent to ADB for review and concurrence. These RPs address adverse social impacts due to involuntary resettlement and lays down the principles and objectives, eligibility criteria of the affected persons (APs), entitlements, legal and institutional framework, modes of compensation and rehabilitation, stakeholders participation, grievance procedures, and monitoring. These RPs are based on final detailed design and on the Detailed Measurement Survey (DMS) conducted by local authorities. The legal and policy framework for compensation, resettlement and rehabilitation under the project is defined by the relevant laws and regulations of the Government of Viet Nam, Dong Thap Province, Can Tho City and the ADB Safeguards Policy Statement (2009). In case of discrepancies between the Borrower’s laws, regulations, and procedures and ADB's policies and requirements, ADB's policies and requirements will prevail. All compensation is based on the principle of replacement cost. A qualified appraiser was engaged by both Dong Thap PPC and Can Tho City PC to carry out a replacement cost survey (RCS). These RCS reports which include current market rates as proposed by the qualified appraiser have been approved by both Dong Thap Province and Can Tho City People’s Committees. The RP for Dong Thap Province also includes a separate chapter on due diligence for 1 commune (Dinh An) where compensation to affected households (AHs) had already been given by local authorities. In January 2013, during Fact Finding mission, the Government advised the Mission that it would not require the safety corridor that Decree 11/2010 specifies, for the Project. Therefore, these RPs have been prepared assuming a waiver for Decree 11/2010, related to the safety corridor, is going to be issued.

6.1.2

Scope of Land Acquisition and Resettlement The numbers of affected HH and affected area are presented in the table below. They are based on the Detailed Measurement Survey (DMS) data conducted in 2012. Land acquisition required for the project is around 255 ha and 1,555 HH will be affected. Among the 1,555 Affected Households (AH), 1,359 AH will lose productive land. It is estimated that 80% of these 1,359 AH (1,087 AH) will be severely affected (losing more than 10% of their productive land). These AH will be entitled to an income restoration program (see section 8.1.5)

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PROVINCE/ CITY

DISTRICT/ CITY

Commune/ ward Component 1

Number of HH 565

Number of affected persons 2273

Land Affected (ha) 63,9

An Binh

93

Ward 3 Tinh Thoi

38 322

381 154

5,6 4,2

1256

30,9

Tan My C1

112

482 2857

23,2

588

107,2

Tan My C2

17

70

3,6

My An Hung B

160

855

33,5

Binh Thanh Trung

139

637

32,6

Binh Thanh

171

784

24,7

Dinh An C2

101 402

511 2009

12,9 83,5

Dinh An C3

183

824

28,6

Thot Not District

Thoi Thuan

120

553

34,6

Vinh Thanh District

Vinh Trinh

99

632

20,3

1555

7139

254,6

Cao Lanh District Cao Lanh City

Component 2 DONG THAP PROVINCE Lap Vo District

Component 3 CAN THO CITY

GRAND TOTAL Source DMS data 2012

Table 6-1: Affected Area and Households, Overall A total of 558 HH (438 in Dong Thap Province and 120 in Can Tho City) will have their house totally affected and will need to be relocated. Relocated HH have the option to relocate individually or in a serviced Resettlement Site (RS). 5 RS for the Project AHs are available in Dong Thap Province and 2 in Can Tho City. Information on RS is presented in section 8.1.7.

PROVINCE/ CITY

DISTRICT/ CITY

Partially Affected House 8

Totally affected house 210

Total nb of houses affected 218

An Binh

1

39

40

Ward 3

1

19

20

Tinh Thoi

3

116

119

Commune/ward Component 1

Cao Lanh District Cao Lanh City

Tan My C1

3

36

39

36

171

207

Tan My C2

1

5

6

My An Hung B

2

31

33

Binh Thanh Trung

16

29

45

Binh Thanh

15

71

86

Dinh An C2

2

35

37

20

177

197

Component 2

DONG THAP PROVINCE Lap Vo District

Component 3 CAN THO CITY

Dinh An C3

13

57

70

Thot Not District

Thoi Thuan

6

95

101

Vinh Thanh District

Vinh Trinh GRAND TOTAL

1 64

25 558

26 622

Source DMS data 2012

Table 6-2: Relocated Households Page 190 of 271

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Final Report, Detailed Design (Road)

Vulnerable Households There are 139 AHs identified as vulnerable: 53 households classified as poor households, 16 households headed by women and 60 landless households. All affected households are from the Kinh ethnic group; no members of ethnic minorities have been found among the AHs. Vulnerable HH will receive special assistance and are entitled to participate in the Income Restoration Program. Poor household

Women head of HH

Disabled head of HH

Landless HH

Social Policy Beneficiaries

Ethnic HH

Total

18

7

1

12

0

0

38

2 Component 2 19 3 Component 3 9 4 Total Dong Thap province 46 B/- CAN THO CITY 1 Total Can Tho City 7 C/- TOTAL FOR THE ENTIRE PROJECT

4 0 11

1 0 2

0 19 31

1 0 1

0 0 0

25 28 91

5

5

29

2

0

48

16

7

60

3

0

139

No

Commune/ward

A/- DONG THAP PROVINCE 1 Component 1

Total

53

Table 6-3: Vulnerable Households In the Feasibility Study (FS), the size of the 4 construction yards was 46.0 ha. To minimize resettlement, during Detailed Design the size of the 4 construction yard was reduced significantly from 46.0 ha to 27.6 ha. Due to this reduction, relocation of 242 HH will be avoided (see Table below). ADB and MOT (letter No: 9308/BGTVT-QLXD dated 5 November 2012) agreed with the reduced size of the CY. The two RPs include the resettlement impacts for the reduced area of the construction yards. Location

Cao Lanh Bridge (North) Cao Lanh Bridge South Vam Cong Bridge North Vam Cong Bridge South Total

Proposed CY in FS Area HH Relocated (ha) HH 8.9 102 55 10.7 107 39 14.5 NA NA 11.9 211 186 46.0

CY Approved by MOT Area HH Relocated (ha) HH 4.5 56 21 5.2 27 3 14.5 NA NA 4.4 14 9 27.6

Reduction of Resettlement Area HH Relocated (ha) HH 4.4 46 34 5.5 80 36 0.0 0 0 7.5 197 172 17.4 323 242

Table 6-4: Area of Construction Yards

6.1.4

Public Consultation Public meetings were conducted in 10 affected communes/wards in Dong Thap Province and Can Tho City. A total of 1,450 persons attended the meetings. It represents more than 80% of the affected households. More than 25% of the participants were women. A Public Information Brochure (PIB) was distributed and explained to AH during public meeting for HH who joined the meetings). Copies of the PIB were also given at the commune for HH who didn’t join the meeting.

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Date

Commune

Number of AHs

Participants

Participation %

Men

Women

Women %

11/7/2012

Dinh An

284

97

34.2%

65

32

33.0%

12/7/2012 12/7/2012 13/7/2012 13/7/2012 02/8/2012 03/8/2012

Tan My Tinh Thoi Ward 3 An Binh My An Hung B Binh Thanh Trung

209 368 38 80 160 139

223 240 46 69 155 129

106.7% 65.2% 121.1% 86.3% 96.9% 92.8%

173 174 32 48 133 106

50 66 14 21 22 23

22.4% 27.5% 30.4% 30.4% 14.2% 17.8%

03/8/2012 06/09/2012 06/9/2012 TOTAL

Binh Thanh Thoi Thuan Vinh Trinh

171 284 73 1806

153 293 45 1450

89.5% 103.2% 61.6% 80.3%

113 194 37 1075

40 99 8 375

26.1% 33.8% 17.8% 25.9%

Table 6-5: Public Consultation Attendance The content of the meetings was as follow:  Overview of the project components;  Project Resettlement Policy (compensation, assistance, allowance) ;  Grievance process;  Relocation options and proposed resettlement sites;  Income Restoration Program and Implementation Schedule. Participants had the chance to raise questions and issues. The minutes of public meetings are included in the RPs. Main concerns of participants are summarized below.  Compensation/entitlements  Compensation rates proposed by the government are too low.  The project to acquire all land if remaining part is not viable;  Several families are living on the same land; are they entitled to several plots in the RS? 

Relocation/Resettlement Sites  Can I choose any of the RS or the one in my commune?  Are we obliged to move to the RS or we can move by ourselves?



Information  Inform in advance for the clearance of the land



Access and damages during construction  Do all the irrigation canal and access will be kept?  In case of damage during construction, who will be responsible for repairing?



Safety corridor  I have a residential land in the safety corridor, can I built a house in the corridor?



DMS  I noticed mistake during the DMS, to who I have to claim?  I don’t agree with the category of land identified during DMS. Where I can claim? Page 192 of 271

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6.1.5

Final Report, Detailed Design (Road)

Income Restoration Program Two income restoration programs (IRPs), one for Dong Thap Province and one for Can Tho City, have been prepared for households who will lose income due to the Project. The IRPs has 3 components: i) Agricultural activities; ii) Vocational Training; and iii) Small Business. Beneficiaries are: i) Farmers losing more than 10% of their productive landholding; ii) Relocated HH losing business; and iii) Vulnerable HH; Partnership was established with the Departments of Agriculture and Rural Development (DARD), Agriculture Extension Services Center and Farmer’s Union of Dong Thap Province and Can Tho City, to implement the agricultural activities. Partnership was also established with the Department of Labor Invalids and Social Affairs (DOLISA) and the Vocational Training Center of Dong Thap Province and Can Tho City to implement the training and small business component. The organization chart for the implementation of the Income Restoration Program is presented in the Figure below. The Women’s Union will also be involved for counselling and assistance to women at risk of impoverishment. The IRPs will be funded under the TA through a variation order to the DDIS Consultant’s contract. The IRPs will be implemented over two years, and are designed to be implemented in a flexible manner. The estimated budget is 1.57M USD for Dong Thap province and 0.37 M USD for Can Tho City.

ADB/MOT

Cuu Long CIPM

DDIS Consultant

Department of Agriculture & Rural Development

Department of Labour, Invalids & Social Affairs (DOLISA)

Agriculture Extension Services

Employment Resource Center

Farmer’s Union

Women’s Union

Women’s Union

Participants

Participants

Figure 6-1: Organization Chart for the Income Restoration Program Page 193 of 271

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6.1.6

Final Report, Detailed Design (Road)

Cost of Land Acquisition and Resettlement The RPs cost estimate is VND 1147.42 billion (USD 55.06 M). It includes costs for income restoration program and external monitoring. The cost of land acquisition, payment for nonland assets, assistance, administration and contingency costs (1,104.45 billion VND, 52.99 M USD) will be funded by the Government and ADB. Costs for income restoration program and external monitoring will be funded under the TA.

No

Costs

Project Components

A

Dong Thap province

I

Compensation costs

1.1

Billion vnđ

Million USD

925.45

44.39

Component 1- Cao lanh bridge Project

362

17.36

Tan My Commune

126

6.04

Tinh Thoi Commune

157

7.53

Ward 3

29

1.39

An Binh Commune

50

2.40

413.45

19.83

30

1.44

115

5.52

112.45

5.39

Binh Thanh Commune

98

4.70

Dinh An commune

58

2.78

Component 3- Vam Cong Bridge Project

150

7.19

Đinh An Commune

150

7.19

179.0

8.6

133.89

6.45

Vinh Trinh Commune

45,11

2,15

II

Income Restoration Program

40.26

1.94

2.1

For Dong Thap province

32.66

1.57

2.2

For Can Tho city

7.7

0.37

III

External Monitoring

2.71

0.13

IV

Total budget for Resettlement Activities

1147.42

55.06

1.2

Component 2 – Connecting road project Tân My Commune My An Hung B Commune Binh Thanh Trung Commune

1.3 B

Can Tho city 1

Compensation Cost for Component 3 (including 1.5 km and relocation of transmission line) Thoi Thuận ward

Table 6-6: Cost of Land Acquisition and Resettlement

6.1.7

Status of Resettlement Sites Seven serviced Resettlement Sites (RS) will be available for the Project relocated households, 5 in Dong Thap Province and 2 in Can Tho City. Four (4) RS are already completed and the 3 remaining will be completed by July 2013. 558 HH will need to be relocated. Most of them will choose to be relocated in one of the 7 serviced RS.

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Commune/ Location Ward Ward 6 Dong Thap Province Cao Lan City Ward 3 Dong Thap Province Cao Lan City Tan My Dong Thap Province Cao Lan City Dinh An

Dong Thap Province Lap Vo District

My Tho

Dong Thap Province Cao Lan District

Thot Not

Area

Total Plots

Completed

Date of Completion Completed

1,07 ha

59

Completed

Completed

13,74 ha

July 2013

7,73 ha

705 (remaining 45 plots) 302

July 2013

4,32 ha

193

March 2013

11,92 ha

424

Civil Works

Leveling and install infrastructures Leveling and install infrastructures Infrastructures installation ongoing Completed

Can Tho City Completed N/A Thot Not District Vinh Thanh Can Tho City Completed Completed 0.8 ha Town Vinh Thanh District Table 6-7: Status of Progress of Resettlement Sites

6.1.8

200 50

Institutional Arrangements MOT is the Executing Agency (EA) and Cuu Long Corporation for Investment, Development and Project Management of Infrastructure (CIPM) is the Implementing Agency (IA) for the Project. CIPM will be responsible for the supervision of resettlement activities. At the Province and Ccity level, the Dong Thap Province and the Can Tho City People’s Committee, together with relevant line agencies such as the CFLD, together with local authorities will be responsible for the implementation of the RP.

6.1.9

Implementation Schedule The Project will be implemented over four years. The commencement date is planned for September 2013. RP Preparation Consultation, RCS, DMS, Disclosure of key information in the RP Submission of RP to ADB review and concurrence

Starting Date 2010- 2012 February 2013

RP Implementation Disbursement of Compensation and Payment to AHs Implementation of Income Restoration Program Relocation of AHs and Clearing of land

June 2012 to July 2013 March 2013- 2015 March-August 2013

Submission of internal monitoring reports

Quarterly (2013-2017)

Submission of external monitoring reports

2013-2015 (Semi-Annual)

Start of civil works

September 2013

Table 6-8: Project Implementation Schedule Page 195 of 271

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6.1.10 Monitoring and Reporting: Internal Monitoring is the responsibility of MOT through Cuu Long CIPM. CIPM will work closely with Dong Thap Province and Can Tho City PC, CLFD, with support of the DDIS consultants. CIPM will submit quarterly monitoring reports to ADB. An international external monitoring consultant (referred here as “external monitor”) will be recruited, in early 2013, for the Project using TA funds. The external monitor will : (i) verify the results of internal monitoring reports prepared by Cuu Long CIPM and CLFD; (ii) examine whether provision of compensation and other agreed forms of assistance complies with the approved RPs; (iii) assess whether supplemental assistance measures have been provided in accordance with the IRPs, and the extent to which they have been effective in restoring incomes and living standards for severely affected households; (iv) assess the effectiveness, impact and sustainable level of resettlement management agencies and procedures; (v) propose necessary adjustments in the implementation of RPs and IRPs to improve implementation effectiveness; and (vi) carry out financial audit for resettlement wherein ADB loan funds were used. Semi-annual monitoring reports will be submitted to ADB and CIPM.

6.2 6.2.1

Social Action Plan General The DDIS Consultant updated the Social Action Plan (SAP) prepared during the Feasibility Study. The main components of the SAP are presented below. The SAP covers all component of the project including the Vam Cong Bridge. The final SAP addressing review ADB and AusAID comments will be submitted by the end of March 2013.

Impacts on the Livelihood Associated with Ferry Traffic

Cao Lanh North Ward 6 Cao Lanh South Tan My Vam Cong North Binh Thanh Vam Cong South My Thanh TOTAL

Fixed business type

Motorbike Taxi Driver

Business owners

Hawkers

Location

Owner/ Renter

There are businesses operating in the immediate vicinities of each existing ferry service terminal located on the immediate approaches to the ferry terminals. The livelihoods and businesses operating in these areas are small-scale operations ranging in size from individual hawkers to businesses operating from fixed sites. A survey conducted in 2012 identified the type of business affected (Table 8-9). A list of shopkeepers has also been established. Fixed Business

6.2.2

14

M 6

F 8

Both 0

Eatery 3

Retail 10

Service 1

13/1

20

20-30

24

8

10

6

11

10

3

24/0

17

60-70

41

8

17

16

18

20

3

41/0

12

80-100

54

13

34

7

22

24

8

51/3

84

69

133

35

69

29

55

64

15

129/4

133

240-270

Table 6-9: Summary of Livelihoods at Cao Lanh and Vam Cong Ferry Terminals Page 196 of 271

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Final Report, Detailed Design (Road) Focus group for shopkeepers affected by the closure of the ferry on both sides of the Cao Lanh and Vam Cong bridges were conducted in order to identify their needs. Experience from Can Tho and My Thuan bridges was also used to design the IRP. A number of mitigation measures have been proposed and submitted to affected shopkeepers and local authorities in order to restore livelihoods of shopkeepers and hawkers. Partnership with Social Policy Bank of An Giang Province (Vam Cong Ferry South) and Dong Thap province (Vam Cong Ferry North and Cao Lanh Ferry) was established to develop a credit program for affected shopkeepers and hawkers. For shopkeepers located in the North side of Vam Cong Ferry (Binh Thanh Commune), the shopkeepers will be completely isolated with the opening of the new bridge. Options to relocate these shopkeepers in an existing or in a planned market have been discussed with local authorities. Stabilization, transport and business stabilization allowances have also been provided to shopkeepers, hawkers and motorbike drivers. ADB reviewed the draft SAP and stated that the proposed mitigation measures and cost estimates cannot be considered at this stage. The range of targeted beneficiaries as well as the scope of potential activities to be included in the SAP also remains under review. As part of the Social Action Plan, ADB and AusAID proposed to include information campaign activities to keep the communities informed on a regular basis with regard to the Project implementation schedule.

6.2.3

Retention of Existing Ferries after Bridges Opening Meeting with Department of Transport of Dong Thap Province confirmed that a ferry service will be maintained for Cao Lanh. For the Vam Cong Ferry, MOT will consider the need to maintain a ferry. A survey to quantify the demand for a remaining ferry service after major vehicular traffic has moved to the bridges was conducted mid-August for the Vam Cong Ferry. The survey was conducted among motorbike and bicycle users and pedestrians. Maintaining of a ferry service, in addition to meet the needs of local people (especially students) will also keep the shopkeepers a volume of potential customers. Results of the survey show that 46.8% of the ferry users want to keep a ferry service. This % is higher for communities living near the ferry (Lap Vo District and Long Xuyen District) with 54.1% of users who wants to keep the ferry. Among non-motorized users most of bicycle users (82.7%) and pedestrians (66.2%)% wants to keep a ferry. We should note that most of nom motorized users are living near the ferry and are generally poorer than other users.

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Origin of users

Is it important for you to keep a ferry service once the bridge will be opened? Yes

n % Lap Vo District 203 54.1% Thot Not District 14 40.0% Other districts in An Giang Province 53 46.5% Cao Lanh City 3 21.4% Long Xuyen City 112 54.1% Other districts in Can Tho City 7 22.6% Cao Lanh District 0 0.0% Other districts in Dong Thap Province 28 33.7% Outside Dong Thap, An Giang Prov., Can Tho 26 29.2% City TOTAL 446 46.8% Table 6-10: Importance of Keeping a Ferry at Vam Cong

No n 172 21 61 11 95 24 4 55

% 45.9% 60.0% 53.5% 78.6% 45.9% 77.4% 100.0% 66.3%

63

70.8%

506

53.2%

41.1% of motorbike users, 82.7% of bicycle users and 66.2% of pedestrians want to keep a ferry once the Vam Cong Bridge is open. This represents around 3.5 M crossings per year and around 9,700 crossing per day. This number justifies keeping a ferry at Vam Cong. Nonmotorized users are more likely to be poorer households than others. Therefore, poorer households would be impacted disproportionally by the closure of the ferry. Options to maintain a basic ferry service (15-ton boat) at the Vam Cong ferry site are required. This ferry could be operated by a private owner or by an institutional partner.

6.2.4

Gender Strategy The Project wants the Women’s Union (from Provincial to ward/commune levels) of Dong Thap Province and Can Tho City to play an active and ongoing role in planning and implementation of activities associated:    

Resettlement activities (assistance and counseling during compensation, and relocation). Income restoration; assistance to women involved in income restoration and especially those who want to open small business; HIV/AIDS Prevention Program; disclose information among women; Human Trafficking Prevention Program; conduct training and awareness campaign.

A Memorandum of Understanding will be signed between CIPM and the Women’s Union of Dong Thap Province and Can Tho City once the Resettlement Plans and Social Action Plan will be approved by both ADB/AusAID and MOT. Capacity building on gender issues will also be provided to institutional stakeholders (DOLISA, Department of Agriculture and Rural Development, Farmer’s Union, Agriculture Extension Services,) and to Women’s Union at various levels through workshops. The main components of the capacity building activities for institutional stakeholders will be as follows: 

Gender and participation during project construction Page 198 of 271

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Final Report, Detailed Design (Road)     

Project management Groups and group management Mobilizing community to participate in implementing policies Leadership skills development Community counselling skills

The main components of the capacity building activities for Women’s Unon at commune and hamlet level will be as follow      

6.2.5

Gender and Participation in Development Community development and people’s participation Basic skills used in community development tasks with people’s participation Credit savings Project fund management Communication skills

Social Provisions in Bidding Documents The DDIS Consultant ensured that bidding documents include conditions to ensure OH&S; promote gender equity and prevent gender-based discrimination; prevent use of child labour.

6.2.5.1 HAPP/HTPP Section 6.7.1 (Health Safety) of the Particular Conditions of Contract (Part B: Specific Provisions) for the civil works packages requires the contractor to implement an HIV and HT prevention program for its workforce: “The Contractor shall conduct health and safety programs for workers employed under the project, and shall include information on the trafficking of women and the risk of sexually transmitted diseases, including HIV/AIDS in such programs.

6.2.5.2 Gender Equity Section 6.1 (Engagement of Staff and Labour) of the Particular Conditions of Contract (Part B: Specific Provisions): “The Contractor shall give equal opportunity to males and females if they are equally qualified. Within twenty-eight (28) days of the Commencement Date, and before commencing any construction on Site, the Contractor shall provide and implement a Gender Plan for those women employed by the Contractor. The plan shall support and protecting the interest and rights of all female employees and as a minimum shall ensure that proper facilities are provided to women employees in labor camps including child care facilities (on-site day care for women labourers) and work arrangements are safe for women especially addressing women’s potential vulnerability to HIV and sex violence. The plan shall conform fully to the Government’s Gender Strategy for this project.” Section 6.4 (Labour Law) The Contractor shall (a) provide equal wages and benefits to men and women for work of equal value or type; (b) provide safe working conditions, and water and separate sanitation facilities for male and female workers;”

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6.2.5.3 Prevent Child Labor Section 6.2.1 (Child labour) “The Contractor shall not employ any child to perform any work. “Child” means a child below the statutory minimum age of 15.”.

6.2.6

Access and Mobility The DDIS Consultant ensured that all existing accesses have been maintained. Most of the existing accesses are along canals or roads where clearance under bridge will allow continuation of existing traffic. In addition, underpasses through embankment have been planned for other local roads.

6.2.7

Budget Cost estimates for the SAP (including the HIV/AIDS and Human Trafficking Prevention Program) is currently under review, following comments from CIPM, ADB and AusAID and has been estimated at 1.2 M.

6.3 6.3.1

HIV/AIDS and Human Trafficking Prevention Program General The DDIS Consultant designed a HIV/AIDS Awareness and Prevention Program (HAPP) and a Human Trafficking Awareness and Prevention Program (HTPP). Meetings were held with the AIDS Centers in Dong Thap and An Giang Provinces and in Can Tho City. Meeting were held with NGOs involved in such prevention program in the Mekong Delta (East Meets West, Alliance Anti Traffic) to discuss partnerships. The HAPP and HTPP will be delivered through Provincial/City People’s Committees and mass organisation structures that have a mandated role for HIV and human trafficking prevention. Implementation by these agencies will be supported through technical inputs provided by the DDIS Consultant and via its International and National Specialists and external consultants. The cost of the HAPP and HTPP program has been estimated at 600,000 USD. A detailed budget for all activities has been prepared. The draft report on HIV/AIDS and Human Trafficking Awareness Program was submitted to CIPM on 10 October 2012. The final report addressing review comments on the draft has been compiled and will be submitted by the end of March 2013. Five target groups have been identified for the HAPP and HTPP:     

Target Group 1: Men 18-30 in communes directly affected by construction Target Group 2: Women 18-40 living in communes directly affected by the construction, with a specific focus on women from resettled households Target Group 3: Mobile Populations (transport workers, traders, informal migrant/itinerant) Target Group 4: Female Sex workers (FSW) Target Group 5: Construction workers (Male and Female)

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Final Report, Detailed Design (Road) The purpose of the HAPP/HTPP is to mitigate the impact on HIV transmission and human trafficking associated with the CMDC Project. To achieve this purpose the following components have been designed and are presented below.

6.3.2

Component A: Capacity Strengthening of Institutional Stakeholders Capacity strengthening is a cross cutting component of the HAPP/HTPP. Activities under this component aim to:  

6.3.3

Strengthen management capacity amongst provincial level institutional stakeholders; and Strengthen implementation capacity amongst district and commune level implementing partners.

Component B: Advocacy A key requirement for behaviour change communication programs is an enabling environment that supports activity implementation. HIV prevention programs in particular are subject to a range of social, legal, and political sensitivities that serve as barriers to effective implementation. Advocacy can be used as a strategy to generate support for, and action by, key stakeholders to overcome these barriers and facilitate action. Key targets for advocacy under this program are entertainment establishment and construction contractors.

6.3.4

Component C: Information Education and Communication, and Behaviour Change Communication Information education and communication (IEC) and behaviour change communication BCC) are the foundation of prevention programming. Well-designed IEC/BCC is fundamental to creating the motivation and ability to make positive choices related to HIV prevention and informed choices relating to migration. IEC/BCC programming is carried out through a combination of channels and approaches tailored to the target audience. Under the HAPP/HTPP, IEC/BCC will be delivered through two programs - peer education and community campaigns. Distribution of IEC materials and condoms will be incorporated into each program.

6.3.5

Component D: Provision of Medical Package Distributing STI treatment packages and HIV testing kits, will be conducted in cooperation with DOH, local medical centers and peer educators to ensure that construction workers, CSWs, and local communities receive quality STI services

6.3.6

Component E: Monitoring and Evaluation This component will be implemented through the following: 



Develop a project performance and management system (PPMS) to be applied throughout the project duration (baseline, mid-term and end-term) that is streamlined with the national monitoring and evaluation (M&E) framework; Close monitoring of, regular reporting on and evaluation of the implementation of the risk mitigation package; Page 201 of 271

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Final Report, Detailed Design (Road) 



Documentation, forums and dissemination activities on the changing risks and vulnerabilities faced by local communities around HIV, safe migration, and human trafficking; and Mid- and end-of-project workshops among key stakeholders at provincial and district levels to discuss lessons learned and recommendations for remedial measures and improving strategies for future interventions in the project area or other similar areas.

6.4

Environmental

6.4.1

Environmental Impact Assessment (EIA) The EIA Report (SMEC Report, October 2010) as approved by MONRE has been updated and submitted to the Client in July. The update includes the 1.5km connection from Lo Te Intersection to NH80. ADB has reviewed the document and has made a number of comments. DDIS Consultant is of the opinion that many of the comments are to do with the original EIA – and has written to the Client advising as such. As part of this work, the Public Consultation and Information Disclosure carried out under the Feasibility Study (FS) and Project Preparation Technical Assistance (PPTA) were reviewed, and the need for additional public consultations in the form of consultative workshops was identified.

6.4.2

Environmental Management Plan (EMP) An EMP has been prepared based on the FS and PPTA work, supplemented by field inspections and direct experience with similar projects, and submitted to the Client. The EMP is an umbrella document providing a planning framework. It identifies Project activities and the likely impacts on the environment that they may create and sets out the measures to prevent or reduce them. The EMP will form part of the Contract package. The EMP has been refined and included in the draft Procurement Documents.

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6.4.3

Final Report, Detailed Design (Road)

Public Consultations Public community consultations were conducted (Jul-Sep, 2012) in each of the 10 projectaffected communes. A total of 1921 participants took part. The consultations were in two parts: a) resettlement, livelihood and social issues concerning people affected directly by the Project; b) environmental issues and impacts. The Project and its likely impacts were explained and the Draft EMP presented. At each consultation session, a summary of the Project, important environmental impacts due to the Project, and a summary of the EMP were explained in a PowerPoint presentation by the DDIS Consultant. The content of the presentations was as follows:       

Introduction to the Project and construction methods Existing environmental conditions of the project area Potential impacts of the project on the environment and socio-economic fabric Impact preventions and mitigation measures EMP and the construction environmental management plan Environmental monitoring and reporting Grievance redress mechanism

Participants were provided with a short questionnaire designed to assess their perceptions about the project and concerns about the impacts that it may cause. A total of 1,450 affected persons completed the questionnaire (75.5% of the 1921 participants at the consultations). The most significant concerns expressed by respondents related to land disturbance, the work-force, noise and construction traffic. The responses provide guidance to the CIPM, supervising engineers and contractors. See Table 6-13 below. Impact Noise Water pollution Air pollution Construction traffic Work force Impacts on land Other

No concern (Score 1) 19.3 21.5 22.4 20.1 13.8 11.0 37.6

Mild concern (Score 2 and 3) 19.9 25.9 26.6 24.5 22.4 16.6 23.3

Serious concern (Score 4 and 5) 60.8 51.0 51.0 55.4 63.7 72.4 35.2

Table 6-11: Perceived Likely Impacts from CMDCP - Responses to Questionnaire

6.4.4

Environmental Monitoring and Reporting Environmental monitoring will be conducted to ensure compliance with the EMP and Vietnam environmental standards as well as the Construction EMP to be prepared by each Contractor with direct reference to the works to be completed under the Contract. Key features of a useful monitoring program include: realistic sampling program (temporal and spatial), sampling methods relevant to source, ability to collect quality data, comparability of data over time, cost-effectiveness, ease of interpretation, reporting simplicity and suitability for public presentation and understanding. EMP monitoring and reporting requirements are summarized in the Table 6-14 below. Page 203 of 271

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Final Report, Detailed Design (Road) To ensure compliance with the EMP and Vietnam Environmental Regulations and Standards, the Contractor will check environmental management and works issues regularly, at least every week. The International Environmental Specialist (IES) and/or the National Environmental Specialist (NES), members of the DDIS team, will conduct regular checks on environmental management and prepare monthly and other environmental reports. The ADB will appoint a separate external environmental specialist who is not a member of the DDIS team to conduct an annual audit/compliance check. Schedule

Content

Monthly

Environmental performance on each Contract

Quarterly

 

Semiannual

Responsible

Approval

National Environmental Specialist (NES)  International Environmental Specialist (IES)  Environmental Monitoring Contractor  NES prepares Draft Report finalized by IES NES and IES

DDIS

Submitted to CIPM

DDIS

CIPM

DDIS

ADB

IES

DDIS

CIPM and ADB ADB



Results of instrument- based environmental monitoring. Monthly reports.

Annual

Compilation of results of environmental monitoring & performance monitoring (Monthly and Quarterly Reports) Annual roll-up

Annual

Annual Audit/Compliance Review

Independent External Environmental Expert

Table 6-12: Environmental Monitoring and Reporting

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Final Report, Detailed Design (Road)

7.

Monitoring and Evaluation

7.1

Introduction The project monitoring and evaluation (M&E) program, as required in the DDIS terms of reference (TOR), covers the whole project, namely the two main bridges plus the connecting roads infrastructure.

7.2

Purpose of the M&E Program As is generally well recognized, an M&E program serves four separate purposes, as detailed below: (i) First, the key objective of the M&E Program is to measure during the project implementation whether the project’s intended impact, outcome, and outputs as designed in the project’s DMF are achieved based on the project’s performance indicators and their targets, and whether risks are mitigated as planned; (ii) The M&E program is a useful information tool for the comprehensive and consolidated reporting of all aspects of the project activities, and particularly in regard to the planned implementation program; (iii) Third, the M&E program provides the basis for active monitoring of the ongoing status of the project; this assists the project management team to make adjustments in the application of resources so as to increase efforts where some project aspects may be lagging behind the implementation schedule; in part, there can be an element here of “on-the-job” learning so as to address constraints encountered, by appropriate measures such as by re-engineering implementation processes; and (iv) Fourth, the M&E program provides a key basis for undertaking formal evaluations of the implementation of the project. These formal evaluations are essentially “snap shot” assessments of project performance at a specified point in time, compared to active monitoring which is essentially a continuous process.

7.3

Dimensions of the M&E Program The DDIS Consultant has undertaken a detailed review of project documentation prepared to date, undertaken site inspections, liaised with and interviewed key participants in the project preparation process, and assessed available data sources considered relevant to the proposed M&E program. Based on this work, DDIS has proposed a suitably comprehensive M&E program for the implementation phase of the project based on seven distinct project dimensions, as detailed further below: (i) Project Construction Implementation Program; (ii) Land Acquisition and Resettlement Program; (iii) Social Action Plan; (iv) Environmental Management Plans; Page 205 of 271

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Final Report, Detailed Design (Road) (v) Road Traffic Impact; (vi) Regional Economic Impact; and (vii) CIPM Capacity Building Program and Skills Transfer to the Construction Workforce. Taken together, these seven dimensions form the basis of the M&E framework. These seven dimensions, along with the data requirements for an effective M&E program, are discussed further below.

7.3.1

Project Construction Implementation Program The construction implementation program will depend of course on the availability, and the timing, of project funding. Once these aspects are finalized (including the Vam Cong Bridge) the DDIS will identify the key performance indicators (KPIs) in this dimension. These will focus on the planned completion dates of contract packages, and the actual recorded progress in relation to these targets. Construction safety is also included.

7.3.2

Land Acquisition and Resettlement Program The KPIs will focus on land acquisition and resettlement targets, and actual realization of these targets, especially in a timely manner so as to allow the connecting roads infrastructure work to be completed as scheduled.

7.3.3

Social Action Plan The thrust of the SAP is to mitigate possible undesirable social impacts linked to the project, such as job displacements which may occur once the river ferries stop (or reduce) operations, and the bulk of road traffic switches to the new bridges. The SAP will include income restoration measures, efforts to limit the possible impacts of HIV/AIDS linked to the project, promotion of a gender strategy, and measures to facilitate safe access and mobility for local residents in the vicinity of the new road infrastructure. Once these various initiatives are confirmed, suitable KPIs will be adopted for this dimension. A further aspect is the assessment of the likely ongoing demand for pedestrians, bicyclists, and motorcyclists at the two ferry crossings once the new bridges are constructed. We have conducted “Before and After” studies to review this matter in the case of the Vam Cong Ferry, with a view to retaining smaller river ferries if there is a sustainable demand for their services. In regard to the Cao Lanh Ferry, local authorities have already confirmed that a local ferry service will be continued once the Cao Lanh Bridge is open.

7.3.4

Environmental Management Plans The KPIs from the EMP (once it is fully approved) will be included in the M&E program covering possible environmental impacts of the project.

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7.3.5

Final Report, Detailed Design (Road)

Road Traffic Impact The key factor in the economic justification of the project is the beneficial impact on road user costs generated by the project, such as time savings for road traffic, reduction of ferry operating costs, reduced road traffic operating costs, and other related benefits (such as the release of existing ferries to be used on other river crossings). During the implementation phase, we will monitor road traffic issues from both excising data sources and specific new surveys, as follows:      

7.3.6

Regular compilation of river ferry traffic data; Regular review of traffic data from National Highways linked to the project; Regular review of Provincial statistics on passenger and freight movements by road; Travel time surveys from various origins and destinations; Industry pricing data for passenger and freight traffic by road in the project area of influence; and Just prior to project implementation completion, we will carry out classified vehicle volume counts at strategic locations in the project area, in order to provide the most up-to-date baseline for the “Before and After” road traffic impacts of the project.

Regional Economic Impact During construction of the project, there is anticipated to be generated significant local employment and expenditures from purchases on goods, materials, and services for the project. We will assess these economic impacts from the records on employment and expenditures on the project. Subsequently, using available standard multipliers based on input-output tables for the construction sector in Vietnam (suitably adjusted for this type of construction project) we can then assess the total domestic employment (in personyears) and total domestic expenditure (in VND billion) generated by the project, as a good indicator of the beneficial local economic impacts of the project during construction. The M&E program will also include annual Provincial data on GDP/capita in the project area of influence, as a background indicator of general economic growth in the relevant Provinces. In addition, we will endeavour to lay the groundwork for future assessments of longer term regional economic impacts (jobs growth and regional expenditures) due to the substantial increases in road traffic anticipated after the project is completed. For example, in the case of the My Thuan Bridge, one analysis by JBIC indicated that some 40,000 new jobs were created in the Delta region as a direct result of the transport improvement brought about by the bridge construction.

7.3.7

CIPM Capacity Building Program and Skills Transfer to Construction Workforce One component of the specified tasks of DDIS for the project is to design and implement a capacity building plan for CIPM; this is being prepared. Once completed and approved, DDIS will identify KPIs to include in the M&E program.

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7.4

Final Report, Detailed Design (Road)

Project M&E Framework, Performance Monitoring Matrix The overall M&E framework gathers together all the KPIs identified within the seven M&E dimensions of the project, as detailed above. First however, it is important to identify related such documents, such as the final Design and Monitoring Framework (DMF) for the project to be prepared by ADB. We anticipate this will be available at the time of funding approval by ADB to construct the project, later this year, or soon thereafter. The ADB DMF prepared for the current project preparation activities is shown in Table7-1. Using this final DMF, combined with the KPIs identified in the seven M&E dimensions for the project, the draft consolidated M&E framework, showing targets, timings, and KPIs will be finalized. The Draft M&E Framework is shown in Table 7-2. The proposed reporting on the M&E program is as follows: (i) During construction, quarterly M&E reports will be prepared, based on recorded project performance, as well as on other data assembled, as detailed above; (ii) Further, during construction, we anticipate there will be two formal evaluations, one at around mid-completion of the project, and a second near final completion. Details of these evaluations are to be agreed in due course with the relevant parties; (iii) Ongoing monitoring after project completion is a matter for the involved parties, but might be done on a half-yearly basis in regard to traffic impacts, road tolls, environmental impacts, social impacts, O&M expenditures and employment generated, and possibly others (such as road accident rates). We anticipate the involved parties would conduct a formal initial operating impacts evaluation of the project within 2-3 years of project completion, and a final impacts evaluation not less than 5 years after project completion. Details of these evaluations are to be agreed in due course by the relevant parties.

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Final Report, Detailed Design (Road) Design Summary

Performance Targets and Indicators with Baselines

Data Sources and Reporting Mechanisms

Outputs:

Assumptions and Risks Assumptions

I. Project Construction Implementation Program:

Efficient and safe project Implementation

The government’s approval of detailed designs

1. Cao Lanh Bridge and Approach Roads

% of implementation

ADB’s approval of bidding documents, of prequalified bidders, of contract award

2. Interconnecting Roads - between big bridges, Small & Medium Bridges,

Recorded injuries /deaths

Reports from the Supervision Consultant Project Completion Report

3. Vam Cong Bridge and Approach Roads

Reports from Review Missions

Timely approvals of the detailed designs and bidding documents by the government Works procured in a timely manner by the government in strict adherence to ADB’s Procurement Guidelines (2010, as amended from time to time) and Anticorruption Policy (1998, as amended to date)

4. Toll systems 5.Road safety measures II. Land Acquisition, Resettlement Program and Unexploded Ordinance Cleared plan.

Efficient and safe project Implementation by plan schedule

ADB’s approval of resettlement plans Independent resettlement monitor reports disaggregated by gender

Compensation and mitigation measures agreed to by the affected people and communities

Reports from Review Missions III. Social Action Plan: HIV/Aids Awareness and Prevention Program, Trafficking Awareness and Prevention Program, Road Safety Awareness Programs, Income Restoration Program, Gender Action Plan.

Efficient and safe project Implementation by SAP schedule

IV. Environmental Management Plans

Efficient and safe project Implementation by EMP plan schedule

ADB’s approval of social action plan ADB’s approval of performance monitoring framework and subsequent approval of evaluation reports

Works implemented in a timely manner and in strict adherence to ADB's Safeguard Policy Statement (2009) and Anticorruption Policy

Independent social monitor reports Reports from Review Missions ADB’s approval of environmental management plan Independent environment monitor reports Reports from Review Missions

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Works implemented in a timely manner and in strict adherence to ADB's Safeguard Policy Statement (2009) and Anticorruption Policy

CMDCP

Final Report, Detailed Design (Road) Design Summary

Performance Targets and Indicators with Baselines

Data Sources and Reporting Mechanisms

Outcome: V. Road Traffic: Improved: road travel across and within the Central Mekong Delta, interconnecting Ho Chi Minh City and the Southern Coastal Region with the GMS Southern Coastal Corridor improved VI. CIPM Capacity Building Program, and Skills Transfer to Construction Workforce

Assumption Improved Road Transport Connectivity/ Transport cost, Travel time, Traffic Volume, Traffic Tariff etc. Efficient Implementation of support for the Project. Upgrading the Workforce.

ADB’s approval of performance monitoring framework and subsequent approval of evaluation reports CIPM’s project progress and completion reports Traffic and travel time surveys-Baseline surveys (*) CIPM’s project progress and completion reports

All financing agreements for the investment project are in place and effective to the satisfaction of ADB Risk Delays in procurement of civil works

Evaluation report Reports from Review Missions

Impact: VII. Regional Economic Impact

Assumptions and Risks

Assumptions Promotion of Socio Economic Growth in the Project Area / GDP per capita, Agricultural area, production and productivity improved, Revenues fully cover project operation and maintenance costs, jobs growth and regional expenditures, Poverty ratio, Number of new small and medium businesses etc

CIPM’s project performance monitoring report CIPM’s project completion report Baseline surveys (*) Toll revenue and operations and maintenance accounts Impact Evaluation Report

(*) Baseline surveys: expected in 2013

Table 7-1: Design and Monitoring Framework, 2012 (Draft)

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Parts of the Second Southern Highway, Greater Mekong Subregion Southern Coastal Corridor, and future expansion of the project road are completed as planned Toll system is efficiently operated Risk Toll charges too low to cover operation and maintenance after traffic builds up

CMDCP

Final Report, Detailed Design (Road)

(Start of Table 7-2) Project Dimensions

Performance Targets/ Indicators

Responsibility for: M&E System

Report

Frequency

Data Collection and Reporting

Field Validation

Data Collection and Reporting Tools

OUTPUT: I+II+III+IV I. Project Construction Implementation Program: Efficient and Safe Project Implementation 1. Cao Lanh Bridge and Approach Roads

2. Interconnecting Roads between big bridges, Small & Medium Bridges 3. Vam Cong Bridge and Approach Roads

4. Toll systems

% of implementation Recorded injuries /deaths

% of implementation,

Output Monitoring

2) Project Completion Report s Output Monitoring

Recorded injuries /deaths

1) Implementation Progress Report 2) Project Completion Report s

% of implementation

Output

Recorded injuries /deaths

Monitoring

% of implementation

1) Implementation Progress Report

1) Implementation Progress Report 2) Project Completion Reports

Output Monitoring

1) Implementation Progress Report 2) Project Completion Reports

5.Road safety measures

% of implementation

Output Monitoring

1) Implementation Progress Report 2) Project Completion Reports

1) Monthly 2) Quarterly during construction 3) Once immediately prior to Project Completion (Traffic count) 1) Monthly 2) Quarterly during construction 3) Once immediately prior to Project Completion (Traffic count) 1) Monthly 2) Quarterly during construction 3) Once immediately prior to Project Completion (Traffic count) 1) Monthly 2) Quarterly during construction 3) Once immediately prior to Project Completion (Traffic count) 1) Monthly 2) Quarterly during construction 3) Once immediately prior to Project Completion (Traffic count)

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1) to Consultant by civil works Contractor

Consultant CIPM

Implementation Progress Report

2) to CIPM by Consultant 3) to ADB, MOT quarterly by CIPM. 1) to Consultant by civil works Contractor

Consultant CIPM

Implementation Progress Report

2) to CIPM by Consultant 3) to ADB, MOT quarterly by CIPM 1) to Consultant by civil works Contractor

Consultant CIPM

Implementation Progress Report

2) to CIPM by Consultant 3) to ADB, MOT quarterly by CIPM 1) to Consultant by civil works Contractor

Consultant CIPM

Implementation Progress Report

2) to CIPM by Consultant 3) to ADB, MOT quarterly by CIPM 1) to Consultant by civil works Contractor 2) to CIPM by Consultant 3) to ADB, MOT quarterly by CIPM

Consultant CIPM

Implementation Progress Report

CMDCP

Final Report, Detailed Design (Road)

(Continuation of Table 7-2) Responsibility for: Project Dimensions

Performance Targets / Indicators

M&E System

Report

Frequency

Data Collection and Reporting

Data Collection and Reporting Tools Field Validation

II. Land Acquisition and Resettlement Program: Efficient and Safe Project Implementation 1. Resettlement Plans finalized, approved and implemented as scheduled and without delay

% disbursement of compensation to AHs according to the compensation policy agreed in the RP

1) External Monitoring Organization (EMO)

Number of HH relocated individually or in a serviced resettlement site

1) External Monitoring Organization (EMO)

Number of grievances received and solved by local authorities

2) Provincial /City People’s Committees

2) Provincial /City People’s Committees 1) External Monitoring Organization (EMO)

1) EMO Report

Quarterly

2) CIPM Internal Report 1) EMO Report

Quarterly

1) External Monitoring Organization (EMO)

Quarterly

2) CLFD Report

2. Unexploded Ordinance Cleared

(UXO) prior to start of civil work % of implementation

1) External Monitoring Organization (EMO) 2) Baseline survey Output monitoring

CIPM

Quarterly EMO Reports

1) Local authorities

Consultant

2) to CIPM by Consultant

CIPM

Quarterly EMO Reports

1) Local authorities

Consultant

2) to CIPM by Consultant

CIPM

Quarterly EMO Reports

3) to ADB, MOT quarterly by CIPM 1) EMO Report

Quarterly

2) CLFD Report

2) Local authorities Number of households who restore/re-establish livelihoods and living standards

2) to CIPM by Consultant

Disbursement reports by local authorities

3) to ADB, MOT quarterly by CIPM

2) Center for Land Fund & Development (CLFD) Number of public meetings conducted

Consultant

3) to ADB, MOT quarterly by CIPM

2) CIPM Internal Report 1) EMO Report

1) Local authorities

1) Local authorities

Consultant

2) to CIPM by Consultant

CIPM

Quarterly EMO Reports

3) to ADB, MOT quarterly by CIPM 1) EMO Report

Quarterly

2) Consultant Report Implementation Progress report

1) Local authorities

Consultant

Baseline survey

2) to CIPM by Consultant

CIPM

Quarterly EMO Reports

Consultant

Implementation Progress report

3) to ADB, MOT quarterly by CIPM Monthly

1) to Consultant by civil works Contractor 2) to CIPM by Consultant 3) to ADB, MOT quarterly by CIPM

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CIPM

CMDCP

Final Report, Detailed Design (Road)

(Continuation of Table 7-2) Responsibility for: Project Dimensions

Performance Targets / Indicators

M&E System

Report

Frequency

HAPP report

Quarterly

Data Collection and Reporting

Field Validation

Data Collection and Reporting Tools

III. Social Action Plan: Efficient and Socially Responsible Project Implementation 1. HIV/Aids Awareness and Prevention Program (HAPP) completed on the project road

Target groups (communities & contractor personnel) have participate in HAPP,

2. Trafficking Awareness and Prevention Program (TAPP) completed on the project road

Target groups (communities & contractor personnel) have participate in TAPP,

3. Road Safety Awareness Programs (RSAP) completed during construction period

% of implementation

4. Income Restoration Program (IRP) finalized, approved and implemented as scheduled and without delay

Restoration of Livelihoods of Shopkeepers at Ferry Sites,

5. Gender Action Plan (GAP) finalized, approved and implemented as scheduled and without delay

Impacts due to land Acquisition and Resettlement on Women are Reduced, Awareness of potential social problems is enhanced among women, Mainstreaming of Gender Issues for the CMDCP, Women are Employed during Construction,

Process monitoring

% of implementation

1) to Consultant’s Specialists by Contractor

Consultant

HAPP report

CIPM

2) to CIPM by Consultant 3) to ADB, MOT quarterly by CIPM Process monitoring

TAPP report

Quarterly

% of implementation

1) to Consultant Specialist by Contractor

Consultant

TAPP report

CIPM

2) to CIPM by Consultant 3) to ADB, MOT quarterly by CIPM Process monitoring

RSAP report

Quarterly

1) to Consultant’s Specialist by Contractor

CIPM

RSAP report

Consultant

IRP report

2) to CIPM by Consultant 3) to ADB, MOT quarterly by CIPM Process monitoring

IRP report

Quarterly

Maintain a Ferry Service at Vam Cong, Maintain of Ferry Staff

1) to Consultant’s Specialist by Contractor

CIPM

2) to CIPM by Consultant 3) to ADB, MOT quarterly by CIPM

% of implementation Process monitoring

GAP report

Quarterly

1) to Consultant’s Specialist by Contractor 2) to CIPM by Consultant 3) to ADB, MOT quarterly by CIPM

% of implementation

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Consultant CIPM

GAP report

CMDCP

Final Report, Detailed Design (Road)

(Continuation of Table 7-2) Responsibility for: Project Dimensions

Performance Targets / Indicators

M&E System

Report

Frequency

Data Collection and Reporting

Field Validation

to Consultant by: National Environmental Specialist (NES) & International Environmental Specialist (IES)

Consultant

Data Collection and Reporting Tools

IV. Environmental Management Plans: Efficient and Environmentally Responsible Project Implementation Environmental Management Plans (EMP) finalized, approved and implemented as scheduled and without delay

Quality and quantity of EMP Implementation: + Appointed by contractor an Environment, Health and Safety (EHS) Officer

Process monitoring

Environmental Monitoring Report

Monthly Quarterly

to Consultant by: 1)Environmental Monitoring Contractor

+ Prepared by contractor a Construction Environment Management Plan (CEMP) for Impact Prevention and Mitigation Measures

2) NES prepares Draft Report finalized by IES to CIPM by Consultant

+ Execute CEMP with best quality

3) to ADB, MOT quarterly by CIPM

% of implementation with quality level

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CIPM

EMP report

CMDCP

Final Report, Detailed Design (Road)

(Continuation of Table 7-2) Responsibility for: Project Dimensions

Performance Targets / Indicators

Report

Frequency

Data Collection and Reporting

1) Baseline survey

1) Baseline Survey Report

2) End-of Project Evaluation

2) Impact Evaluation Report

1) Once before start of construction

1) Data collection and data processing by service provider

M&E System

Field Validation

Data Collection and Reporting Tools

OUTCOME: V+VI V. Road Traffic: Improved Road Transport Connectivity in the Central Mekong Delta Region Road traffic improved

a) Travel time from Cao Lanh to Long Xuyen reduced b) Travel distance from Cao Lanh to Long Xuyen reduced c) Transport time from Rach Gia to HCMC reduced

(11)

d) Transport time from Long Xuyen to HCMC reduced (12) e) Traffic volume will be increased at Cao Lanh bridge location (13) f) Traffic volume will be increased at Vam Cong bridge location (14)

3) Impact evaluation

2) Once immediately prior to Project completion 3) Once within 5 years from Project completion

g) Tariffs of passenger and freight vehicle are reduced, at Vam Cong bridge and Cao Lanh bridge locations (15) h) Transport costs of passenger and freight vehicle are reduced, in real terms, within the years of project completion (16)

2) Reporting to CIPM by Consultant; 3) to MOT ADB & AusAID by CIPM quarterly

Consultant CIPM

1) Traffic count 2) Traffic interview survey 3) Statistics from RMU 7 of MOT, 4) Statistics from provinces and other offices 5) Guide questions for key informant interviews

i) Quantitative and type of traffic on roads: NH30, NH80, NH90 are changed to serve the area development k) Transport Volume of passenger & freight on road network of 3 project provinces will be increased

(11) Rạch Gia – HCMC: In 2012 year, Total travel time about 6.5 - 7 hours, for bus and about 7.5-8 hours for truck, depending on traffic density on roads . (12)Long Xuyen-HCMC: In 2012 year, Total travel time about 5 - 6 hours, for bus and about 5.5-6.5 hours for truck, depending on traffic density on roads . (13) At Cao Lanh bridge location, Total CPU growth rate for 2015-2025: 5% by ferry statistic trend, 8.2 % by SMEC study, 6% by TEDI study. (14) At Vam Cong location, Total CPU growth rate for 2015-2025: 9% by ferry statistic trend, 12.1 % by SMEC study. (15) Comparison between ferry tariff and toll fee (16) in 2012, Long Xuyen –HCMC: 80,000 VND/seat;115,000 VND/bed; 640,000 VND/tone for agriculture goods. Rach Gia-HCMC: 90,000 VND/seat;140,000 VND/bed; 880,000 VND/tone for agriculture goods

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Final Report, Detailed Design (Road)

(Continuation of Table 7-2) Responsibility for: Project Dimensions

Performance Targets / Indicators

M&E System

Report

Frequency Data Collection and Reporting

Field Validation

Data Collection and Reporting Tools

VI. CIPM Capacity Building Program and Skills Transfer to Construction Workforce: Efficient Implementation of Support for the Project/Upgrading the Workforce 1) CIPM Capacity Building Program

Capacity of PMU-MT is strengthened to procure contracts and manage construction and operation of the investment project after completion

End-of -Project Evaluation

End-of Project Evaluation report

Once immediately prior to Project Completion

to MOT, ADB & AusAID by CIPM

CIPM

End-of-Project Evaluation report

Impact evaluation

Impact evaluation report

Once immediately prior to Project completion

1) Reporting to CIPM by Consultant

Consultant

Impact evaluation report

% of implementation 2) Skills transfer to construction workforce program

Number of local construction workforce

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2) to MOT, ADB & AusAID by CIPM

CIPM

CMDCP

Final Report, Detailed Design (Road)

(Continuation of Table 7-2) Responsibility for: Project Dimensions

Performance Targets / Indicators

M&E System

Report

Frequency

Data Collection and Reporting

Field Validation

Data Collection and Reporting Tools

IMPACT: VII VII. Regional Economic Impact: Promotion of Socio-Economic Growth in the Project Area Socio Economic impact

a) Growth Rate of GDP per capita in Project- affected provinces will be higher at Dong Thap, Can Tho, An Giang

1) Baseline survey

1) Baseline Survey Report

b) Agricultural area, production and productivity improved within 5 years of project completion

2) End-of Project Evaluation

2) Impact Evaluation Report

c) Economic and livelihood activities of households improved within 5 years of project completion d) Revenues fully cover project operation and maintenance costs by two year after construction and consistently exceed these requirements thereafter

3) Impact evaluation

e) Regional economic impacts: jobs growth and regional expenditures

2) Formal initial operating impacts evaluation (2-3 years after completion) 4) Final Impact Evaluation (min. 5 years after completion)

f) Poverty ratio is reduced within 5 years of project completion g) Number of new small and medium businesses and employment of local people is increased, within 5 years of project completion Note:

1) Evaluation Reports: one at around midcompletion, once near final completion

Baseline surveys expected in 2013

Table 7-2: Monitoring and Evaluation Framework (Draft)

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1) Data collection and data processing by service provider 2) Reporting to CIPM by Consultant; to ADB & AusAID by CIPM 3) Reporting to MOT by CIPM

Consultant CIPM

1) Statistics from project toll system, 2) Statistics from provinces and other offices 3) Guide questions for key informant interviews

CMDCP

Final Report, Detailed Design (Road)

8.

Institutional

8.1

General The institutional work scope of the DDIS Consultant involves the following: 



8.2

Undertake a training needs assessment of Cuu Long CIPM and prepare a capacity development plan during the detailed design and procurement support part of the services. Implementing the plan, once accepted by Cuu Long CIPM and ADB, during the implementation support part of the project.

Cuu Long CIPM The organisational structure of Cuu Long CIPM is shown below. Members Council

General Director

Deputy General Director

Deputy General Director

Deputy General Director

Deputy General Director

Deputy General Director

Administrative Division

Can Tho Bridge Project Management Division

Company for Can Tho Bridge Management and Exploitation

Personnel and Labour Division

PID No.1

Finance and Accounting Division

Company for Structural Engineering Management and Repair 715

PID No.2

Investment and Procurement Division

PID No.5

Construction and Transport Management Division

PID No.6

IT Team

Vam Cong Project Management Division

Deputy General Director

Hanoi Representative Office

Can Tho Representative Office

Cao Lanh Project Management Division

Functional Divisions

Project Implementation Divisions

Project Operation Companies

Figure 8-1: Cuu Long CIPM Organisation Structure

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Representative Offices

Deputy General Director

CMDCP

Final Report, Detailed Design (Road) The current staff resources of Cuu Long CIPM are 104 personnel as follows (Source: CL CIPM, 20 August 2012)      

8.3

Masters and higher University College Vocational school Semi-skilled Unskilled

10 71 3 1 17 2

Methodology for Training Needs Assessment The training needs assessment methodology is proposed as follows:   

Discussion with key staff to hear their opinions on their personal training needs, and opinions on other relevant matters. DDIS collective experience from working with Cuu Long CIPM. Conducting structured interviews using questionnaire forms.

The first two items have already been carried out, through discussion with staff in the Cao Lanh Project department and in the Investment and Procurement department, and DDIS internal discussions. Draft questionnaire forms have been prepared in order to implement the more detailed item of staff interviews. Typically, capacity development may be required in areas such as engineering, procurement, contract management, benefits monitoring and evaluation, implementing social and environmental safeguards, maintenance, toll operations etc. The specific areas will be identified under the training needs assessment. Potential methods for capacity building of existing staff resources may include on-the-job training of counterpart staff, seminars conducted by the DDIS team, external lectures and courses, study tours, guided self-study, training by in-house staff etc.

8.4

Budget Availability Under the DDIS Services there are two provisional sums as follows:  

Training, Seminars, Conferences during the Detailed Design and Procurement Stage US$ 110,000 Training, Seminars, Conferences during the Construction Supervision Stage – US$ 100,000

There are a number of costs that need to draw upon these provisional sums. These include PCC conferences in Hanoi, training under resettlement work, public consultation conferences (under safeguards), training study tours, and other relevant activities. A part of the provisional sums could also be used to cover the cost of training associated with the capacity development of Cuu Long CIPM, subject to the scope of such training and budget requirements. It is noted that all use of funds from the provisional sum must be approved by ADB and TCQM/MOT. Page 219 of 271

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8.5

Final Report, Detailed Design (Road)

Candidates for Training Figures are shown below to illustrate the Vietnamese agencies and individuals that are considered most relevant to the management and successful implementation of CMDCP, and are potential targets for training. This covers both CL CIPM and it’s departments as well as external Vietnamese organisations and individuals (but it does not cover parties such as the DDIS consultant, ADB, contractors etc.) Figure 8-2 shows the current organizational structure and parties applicable to the phase of design, procurement, and land acquisition. Figure 8-3 shows the likely organization structure and parties applicable during the construction phase. The figures are arranged so that the key staff or agencies are shown in the center, whilst those shown further from the center have decreasing importance to the day-to-day running of the project. The upper part of the figure shows key CL CIPM positions in white boxes, whilst the lower part of the figure shows external agencies and other CL CIPJM departments.

General Director

Deputy General Director Chief

Chief

Deputy Chief

Manager

Deputy Chief

Finance and Accounting Division Project Engineer

Project Engineer

Investment and Procurement Division

Deputy Manager Van Cong Project Management Division

DOLISA (Dong Thap and Can Tho) District, Commune Leaders TCQM (MOT)

Other CL CIPM Project Divisions

Centers for Land Fund Development (Dong Thap and Can Tho)

Women’s Union

Other MOT departments

Figure 8-2: Design Phase, Procurement, and Land Acquisition / Potential Candidates for Training

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Final Report, Detailed Design (Road)

General Director

Deputy General Director Chief

Chief

Manager Deputy Chief

Deputy Chief Deputy Manager

Finance and Accounting Division

Support staff

Project Engineer

Project Engineer Quantity Engineer

Investment and Procurement Division

Project Engineer

Support staff

DOLISA (Dong Thap and Can Tho)

TCQM (MOT)

District, Commune Leaders

Other MOT departments

Centers for Land Fund Development (Dong Thap and Can Tho)

Women’s Union

Figure 8-3: Construction Phase / Potential Candidates for Training It is noted that: a) During the design stage, Cao Lanh project management division has 4 staff. During the construction stage we might expect 6 or 7 staff according to the example of Can Tho bridge project, with 4 or 5 staff based on site (led by the deputy manager) and 1 or 2 staff based in HCMC. b) CL CIPM operates compact teams for project management. It relies on contracted parties such as the DDIS, proof checkers, and approving authorities such as TCQM to carry out their roles, and aims to avoid duplication of roles. c) There are a number of counterparts for land acquisition and resettlement. These include the centers for land fund development that are the main implementing agency in each province, and counterparts for the income restoration programme particularly DOLISA and the Women’s Union. d) CL CIPM does not operate specialist departments for engineering or safeguards. Staff with particular expertise (such as in cable stayed bridges for example) may be found in the various project implementation divisions, and CMDCP staff can consult with them as required. Page 221 of 271

CMDCP

Final Report, Detailed Design (Road) e) Whilst the staff for the design stage are known, the staff for the construction stage have not yet been identified. A proportion of the current team members are likely to continue, but it is not yet possible to identify with any certainty the team members – hence it is difficult to identify specific candidates whose training needs can be assessed.

8.6

Topics for training According to discussion with CL CIPM staff, and the opinion of the DDIS staff, topics for training should aim to include: 1) Project Management Skills a) Principles of project management: Control of schedule, cost and quality b) Delegation, assignment, reporting, and sharing of information c) Document management d) Monitoring and evaluation: Objectives, baselines, outcomes 2) Scheduling a) Scheduling. Use of MS Project. Principles of scheduling. Task breakdown, logical flow, resource assignment. Scheduling and claims. b) Progress monitoring. Physical and financial progress. 3) Cost Management a) Cost risks, their allocation, and management b) Price adjustment, indices, methods c) Cost monitoring and forecasting of outturn cost 4) Quality a) Quality assurance, forms, and procedures b) Materials approval 5) Safety management a) International methods for safety management in design and construction b) Safety issues for bridge construction 6) Safeguards a) Addressing weaknesses in Resettlement Plan preparation b) Income restoration c) Environmental supervision on site 7) Procurement a) Procurement following donor policies b) Qualification criteria Page 222 of 271

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Final Report, Detailed Design (Road) c) Risk management through appropriate pay items 8) Contract Management a) Documents forming the contract b) Efficient use of consultants c) Essential duties of the Employer d) Claims management e) Termination, arbitration, legal proceedings 9) Personal skills a) English business conversation b) English letter and report writing c) Presentation skills 10) Technical Skills a) Climate change, and engineering implications b) Cable stay bridge detailing for durability and maintainability c) Cable stay bridge operation and maintenance

8.7

Schedule

8.7.1

Comments on the Schedule in the Terms of Reference The Terms of Reference state that the training needs assessment is to be carried out during the design and procurement phase, and that the training programme is to be implemented during the construction phase. However, this strategy has a number of drawbacks including the following: a) Many of the consultants specialist staff are only present during the design stage, so are unavailable to act as trainers during the construction phase. b) Some of the required training is needed in order for CL CIPM staff to carry out their duties during the design and procurement phase. c) Late implementation of the training may still provide benefit to subsequent projects, but may reduce the chance of meeting the objective of “ensuring the successful implementation of CMDCP”. d) Capacity building is a long term process and is best started early – training should be accompanied by evaluation of the effectiveness of the result, and follow up action or modification of the approach. e) It is common that there is a long period between completion of the detailed design, and commencement of construction. Activities such as processing of the loan, approval / amendment of the design, procurement, and land acquisition typically

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CMDCP

Final Report, Detailed Design (Road) take 1 – 2 years for projects in Vietnam. Accordingly the training would be unlikely to commence until 2014. As outlined below, a number of training activities have already commenced during the design phase, and it is recommended that training should be carried out earlier than envisaged in the Terms of Reference.

8.7.2

Training during the Design and Procurement Stage Contrary to the schedule stated in the Terms of Reference, a number of training activities have already been carried out or commenced during the design stage, as follows: a) Resettlement: training sessions have been given to parties implementing the detailed measurement survey, and preparation of income restoration plan. These include the Centers for Land Fund Development in Dong Thap and Can Tho which are carrying out the DMS, District and Commune leaders who are involved in the DMS and in preparation of solutions for resettlement and income restoration, and DOLISA and the Women’s union that are partners in preparation and implementation of the income restoration programme. b) Procurement: on-the-job training has been given throughout preparation of the prequalification and bidding documents, and will continue during the approvals process, during prequalification and bidding, and for evaluations. c) Wind tunnel testing – in conjunction with supervision of wind tunnel testing of the cable stayed bridge in Korea, guidance was given to four CL CIPM and MOT staff on the principles of wind engineering for cable stayed bridges, and state-of-the-art methods in physical modelling and wind tunnel testing d) Overseas study tour to Europe: this is included in the Terms of Reference, provisionally for 10 persons for 10 days. A detailed proposal and schedule has been prepared and submitted to ADB and MOT for approval. It is proposed that the study tour should have a number of objectives as follows, which relate partly to the implementation of CMDCP and partly to CL CIPM overall business operations: i)

To view and inspect examples of recent major cable stayed bridges in other countries, to see materials and technical solutions used to achieve required performance for the design life, and safe access for maintainability

ii) To learn about organizational arrangements for operation and maintenance of major cable stayed bridges in other countries, to learn about budgeting, allocation of equipment, staff resources and duties between the Government and the private sector iii) To view and inspect examples of expressways in other countries, to see the technical standards, materials and equipment applied particularly for pavement, traffic safety facilities, ITS and toll collection, and soft ground treatment iv) To view and inspect examples of expressway operation and maintenance, and learn about the organizational arrangements applie Page 224 of 271

CMDCP

Final Report, Detailed Design (Road) v) To learn about the changing roles of the Government and the private sector in infrastructure development in other countries. This covers in particular the allocation of risk, methods of procurement, finance, and user charges vi) Provide intensive English language exposure It is recommended that training in a number of other topics should also be adjusted so that they commence earlier, at times appropriate to their needs.

8.7.3

Training during the Construction Stage There are a number of topics particularly relevant to the construction phase, and which may be best undertaken on commencement of construction, once the relevant CL CIPM team members have been assembled. These are suggested as follows: 1) Scheduling a) Scheduling. Use of MS Project. Principles of scheduling. Task breakdown, logical flow, resource assignment. Scheduling and claims b) Progress monitoring. Physical and financial progress 2) Cost Management a) Price adjustment, indices, methods b) Cost monitoring and forecasting of outturn cost 3) Quality a) Quality assurance, forms, and procedures b) Materials approval 4) Safety Management a) Safety issues for bridge construction 5) Contract Management a) Essential duties of the Employer b) Claims management 6) Technical Skills a) Cable stay bridge operation and maintenance

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CMDCP

8.7.4

Final Report, Detailed Design (Road)

Overall Schedule A proposed overall training schedule is shown below.

Figure 8-4: Proposed Overall Training Schedule

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CMDCP

8.8

Final Report, Detailed Design (Road)

Study Tour to Europe (Proposal)

Overseas study tour to Europe 1) Background Consulting Services contract No.720A/CIPM-HDKT signed in 18 October 2011 between CuuLong CIPM & WSA – WSP – Yooshin J.V, Terms of Reference para 60b includes provision of an overseas study tour during the design stage to Europe, provisionally for 10 persons. The cost of the study tour is to be covered under a “provisional sum” in the Consultant’s contract, Appendix D for the sum of US$110,000 to cover “Conferences, Seminars, and training”. Following discussion with CL CIPM, this document has been prepared setting out the details of the proposed study tour. 2) Objectives of the Overseas Study Tour The study tour has a number of objectives including: 1)

To view and inspect examples of recent major cable stayed bridges in other countries, to see materials and technical solutions used to achieve required performance for the design life, and safe access for maintainability.

2)

To learn about organizational arrangements for operation and maintenance of major cable stayed bridges in other countries, to learn about budgeting, allocation of equipment, staff resources and duties between the Government and the private sector.

3)

To view and inspect examples of expressways in other countries, to see the technical standards, materials and equipment applied particularly for pavement, traffic safety facilities, ITS and toll collection, and soft ground treatment.

4)

To view and inspect examples of expressway operation and maintenance, and learn about the organizational arrangements applied.

5)

To learn about the changing roles of the Government and the private sector in infrastructure development in other countries. This covers in particular the allocation of risk, methods of procurement, finance, and user charges.

6)

Provide intensive English language exposure.

3) Location of the Overseas Study Tour The proposed destination is Finland which is the headquarters of our JV member WSP Finland Ltd, and which provides opportunities for field visits to numerous cable stayed bridges, and for inspection of the nation’s expressway network. Visits are also programmed to nearby locations in neighbouring countries: St. Petersburg (Russia) with its 2nd Ring Expressway Project, and Tallinn (Estonia). 4) Proposed Itinerary Cable stayed bridge examples: Bridges will be examined including Crusell bridge, Pornaistenniemi bridge, Jack’s Candle bridge. Particular points of note will be the selection and use of materials and detailing to ensure durability against corrosion and deterioration, design and product details to permit safe and economic maintenance with minimum traffic disruption – especially bearings, expansion joints, and stay cable. Bridge Operation and Maintenance: In addition to the materials and detailing issues mentioned above, state of the art methods for Bridge Monitoring Systems will be introduced. This will be introduced both during the site visits, and through a lecture in the head office. This is an area of speciality where WSP Finland is recognized as one of the world’s leading companies. Bridge Design and Construction: Via a day lecture in the head office, WSP Finland will introduce Building Information Modelling (BIM) methods which have been used on a number of projects such as Crussell Bridge in Helsinki. This is the use of 3D modeling which acts not only as a high quality engineering tool but also an information source for the contractor and the project owner about measurements, material, reinforcement, project status etc. Expressways examples: Through site visits, examples of expressways in Finland and St. Petersburg, Russia will be presented. Explanations will be given regarding the method of procurement and financing, organizational method for operation and maintenance. Inspection will be made of the level of service, materials, designs etc. Expressway Operation and Maintenance: Information will be provided through a lecture and during the site visits on government standards, regulations, and methods for expressway operation and maintenance. These include topics of particular relevance to Vietnam such as a) traffic management for maintenance, b) incident management, c) tolling policies and examples, d) public – private partnerships. 5) Cost Estimate The cost estimate has been prepared in accordance with circular 102/2012. It is based on a 10 day tour for 10 persons, and is for a total of US$62,836. 7) Candidates The list of candidates is not yet finalized and will be submitted to MOT for approval later. Suggested candidates for the course are staff implementing CMDCP project, staff involved in CL CIPM’s expressway development projects, and members of the related Ministry of Transport departments acting as counterpart to the project. Page 227 of 271

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Final Report, Detailed Design (Road)

Program Draft

Study Tour on Expressways, Cable-stayed Bridges

From Vietnam

Flight depart SGN Transit in HK Flight depart HK Arrival Helsinki Check in hotel 30' after arrival Welcome dinner, detailed program

In Finland

Technical meeting / Site Visit

Day

Date

Sat

20-Oct-12

Sun

From 9:00

Mon

22-Oct-12

Helsinki 08:00

Tue

23-Oct-12

19:00 - 22:00

Detailed bridge tour

08:00 - 10:00

Rovaniemi

Wed

24-Oct-12

19:00

Visit sights of St. Petersburg, explanation of 2nd Ring Expressway Project, Big Obukhovsky and other bridges

09:00 - 18:00

On Ferry Thu

25-Oct-12

Evening departure by overnight ferry to Helsinki

19:00

Arrival Helsinki

08:00 Fri

26-Oct-12

Fast ferry to Tallinn, capital of Estonia Visit city center and sights, headquarters of Skype.com

Daytime free Flight from Helsinki to HK Transit in HK Flight depart HK Arrive SGN

09:00 - 17:00

On Ferry

Helsinki

08:30 - 10:30 Sat

27-Oct-12

Fast ferry return to Helsinki

Arrival Vietnam

13:50 - 15:20

Evening departure by overnight ferry to St. Petersburg

Training on Operation and maintenance of cable stay bridges, Bridge Monitoring Systems

From Helsinki via HK to SGN

13:00 15:00 16:20 - 17:40

Dinner - observe Jack's Candle Bridge including illumination

Flight to Helsinki

Estonia

09:00 - 11.30

13:30 - 18:00

Departure from the hotel (check out hotel) Lunch at bridge site Departure to airport to Rovaniemi Fight to Rovaniemi city

Helsinki

Helsinki

noon

Crusell bridge / Pornaistenniemi bridge / Helsinki expressways

Russia - St. Petersburg

In Plane

17:00

Office lunch

Detailed bridge tour

Hotel

21-Oct-12

Welcome to WSP Office Briefing on Finland's highway and bridge sector

Visit Tähtiniemi Bridge

Time 18:55 22:35 - 00.30 00:30 06:05

10:30 - 17:30 17:30 - 19:30 Helsinki

Sun

Mon

28-Oct-12

29-Oct-12

23:40 14:30 - 16:20 16:20 17:50

Table 8-1: Study Tour on Expressway and Cable-stayed Bridges

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In Plane

CMDCP

Final Report, Detailed Design (Road) Finland + side trip Estonia / Russia

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Final Report, Detailed Design (Road)

9.

Procurement

9.1

Procurement Plan

9.1.1

Packaging The DDIS Consultant has assisted Cuu Long CIPM in finalising the procurement packages for the Project. Various packaging scenarios were considered ranging from a single package for the road to a number of smaller packages to encourage the participation of Vietnamese contractors. The approved division is 8 packages as detailed in the Table 9-1 below and schematically illustrated in Figure 9-1. Pkg Ref CW1A CW1B CW1C CW2A CW2B CW2C CW3A CW3B

Description Northern Approach Road to Cao Lanh Bridge. Cao Lanh Bridge + 200m approach roads. Southern Approach Road to Cao Lanh Bridge. Interconnecting Road, Northern Section. Interconnecting Road, Central Section. Interconnecting Road, Southern Section. Vam Cong Bridge + 200m approach roads. (Bridge by others) NH54 Interchange. Southern Approach Road to Vam Cong Bridge. Connection to NH80, approximately 1.5km. Total

Component

Start Km

End Km

Mainline Length (km)

Number of Bridges

Interchanges

Toll Plaza

1

0

3+800

3.800

5

NH30

Cao Lanh

1

3+800

6+200

2.400

1

-

-

1

6+200

7+800

1.600

1

PR849

-

2

7+800

13+750

5.950

5

-

-

2

13+750

18+200

4.450

7

-

-

2

18+200

23+450

5.250

5

NH80

-

3

23+700

27+000

3.300

1

-

-

3

23+450

23+700

0.250

-

NH54

3

27+000

28+844

1.844

3

-

Vam Cong

-

-

-

28.844

28

4

Table 9-1: Procurement Packages KEXIM

ADB/AusAID

Figure 9-1: Division of the Project into Packages Page 230 of 271

-

CMDCP

9.1.2

Final Report, Detailed Design (Road)

Procurement Method Packages CW1A, CW1B, CW1C, CW2A, CW2B, and CW2C are to be implemented with funding assistance from ADB and AusAID. Vam Cong Bridge is designed by others and procured under a Korea Export-Import Bank (KEXIM) funding program. Inclusion of Package CW3B procurement in the KEXIM program is under consideration by the Client. Package CW1B, Cao Lanh Bridge, also with ADB/AusAID assistance, will be procured through a pre-qualification process followed by a single-stage one-envelope bidding process. The road works Packages 1A, 1C, 2A, 2B, and 2C will be procured in a bidding process without pre-qualification. The durations and procurement methods are shown in Table 9-2. Package CW1A

Mainline Length (km) 3.8

Duration (months) 36

Procurement Method

CW1B

2.4

45

CW1C

1.6

36

Pre-qualification followed by Single-Stage, One-Envelope Single-Stage, Two-Envelope

CW2A CW2B CW2C

6.0 4.5 5.3

CW3A CW3B#

3.3 2.1

36 36 36 48 36

Single-Stage, Two-Envelope Single-Stage, Two-Envelope Single-Stage, Two-Envelope -

Single-Stage, Two-Envelope

Notes Independent bidding package Independent bidding package Independent bidding package Issued as one group, allowing bidding for multiple packages KEXIM KEXIM

# Includes Connection to NH-80, approximately 1.5km, in addition to the mainline

Table 9-2: Procurement Method

9.1.3

Individual or Multiple Contracts Following discussion on the merits of bidding the road packages individually, or in groups allowing bidding for multiple packages, agreement was reached between MOT and ADB to adopt a compromise solution as follows: Packages 2A, 2B, and 2C will be bid as one group. These packages with estimated contract value of each package of around $US40 million are of a size that is too large for the private sector Vietnamese contractors, and rather small to be of interest for major international bidders. By bidding in a group, there is an increased chance of attracting capable international contractors. Packages 1A and 1C will be bid separately as individual, independent packages, and bidders will not be permitted to offer discounts based on award of more than one package. This gives opportunities for both large international contractors, and Vietnamese private sector contractors.

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9.2

Final Report, Detailed Design (Road)

Implementation Arrangements The Borrower is the Socialist Republic of Vietnam. The Employer is the Ministry of Transport, and the Implementing Agency is Cuu Long CIPM. Bidding documents have been prepared based on the ADB template bidding documents dated September 2010 (revised May 2012). The Conditions of Contract are the Conditions of Contract for Construction for Building and Engineering Works designed by the Employer, Multilateral Development Bank Harmonised Edition, June 2010. A draft Bidding Document for the ADB/AusAID assisted road packages is presented in Appendix L of this Report. A draft Specification the ADB/AusAID assisted packages has been compiled and presented in Appendix M of this Report. The Drawings for the road packages are given in Appendix N of this Report.

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10.

Final Report, Detailed Design (Road)

Cost Estimate The Construction Cost Estimates in MOT format for each Construction Works Package are given in Appendix K. These estimates have been prepared in accordance with Government protocols and formats. Quantities are primarily computer generated from the final designs, and all pricing is based on current mid-2012 Government rates, with attached quotations from local suppliers where applicable. Direct cost estimates are produced for materials, labour and equipment. Line item costs are then added for: Other Direct Costs (1.5%), Contractor Overheads (5.5%), and Contractor Profit (6%). Further line items are included for: VAT (10%); Construction site housing costs (1%); General costs (which include provision of Engineer’s facilities and transport, river transport, access roads and road maintenance, insurances, etc) (8%, except for CW1B which is 4% in view of its large size); Daywork (0.5%); and for Physical Contingencies (10%) and Financial Contingencies. Additional line items are included (depending on the Package) for further engineering investigations and monitoring. Table 10-1 gives the works cost breakdown by Package. In the case of Package CW3A, the costs indicated are for approximately 200m length of mainline at the Vam Cong Bridge Abutments. The costs are summarized into Component costs in Table 10-2. The costs shown do not include VAT and contingencies which are subsequently shown in separate line items in Table 10-3. Item a) Road b) Bridges c) Lighting d)Toll Plaza and Station e) Bridge health monitoring system f) Additional boring investigation g) General Items h) Daywork Total Package Cost

CW1A 12.45 27.79 0.54 2.48 0.22 3.46 0.22 47.16

CW1B 1.69 108.68 1.66

Package Cost (million USD) CW1C CW2A CW2B CW2C 6.24 21.38 15.64 19.65 9.35 28.14 29.99 27.41 0.29 0.09 0.15 0.46

2.09 0.23 4.48 0.56 119.40

0.02 1.27 0.08 17.25

0.22 3.97 0.25 54.05

0.25 3.66 0.23 49.91

CW3A 1.98 0.28

0.22 3.80 0.24 51.78

0.18 0.01 2.46

CW3B 13.60 6.89 0.86 3.26 0.00 0.10 1.97 0.12 26.81

Table 10-1: Works Cost Breakdown by Package (excluding Taxes and Duties) Component 1

2

3

Package CW1A CW1B CW1C CW2A CW2B CW2C CW3A CW3B Total

Cost (million USD) Package 47.16 119.40 17.25 54.05 49.91 51.78 2.46 26.81 368.81

Remarks

Component Cao Lanh Bridge 183.81

155.74 29.26 368.81

2 x 200m of mainline at Vam Cong abutments. Includes NH80 connection.

Table 10-2: Works Cost Estimate by Component (excluding Taxes and Duties)

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Final Report, Detailed Design (Road) The overall Project cost summary is given in Table 10-3 including the Vam Cong Bridge, project management costs, consultancy services, taxes and duties, land acquisition and resettlement, contingencies, and financing charges. (Note: Vam Cong Bridge costs are carried at US$ 191.32 million as has been previously directed by Cuu Long CIPM. DDIS has not received a formal update of this cost). Taxes and Duties: VAT is allowed on the Civil Works and Project Management costs at 10%. As per CIPM directive, 10% is also allowed on Component 3A Project Implementation Consultant cost. Import duties are included in the material prices. Land Acquisition and Resettlement: These are based on estimated land acquisition and resettlement costs per commune/ward based on the land area and number of affected households. The total land acquisition and resettlement cost includes an overall allowance of US$ 1.9 million for the income restoration programme. Price Contingency: Price contingency is addressed in the Financial Plan Update section of this Report. The calculation is based on ADB annual inflation forecasts for local and foreign currencies applied to the construction cash flow projections for each Component.

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Table 10-3: Update of Total Project Cost for Components 1, 2 and 3

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11.

Economic Assessment Update

11.1

Overview

11.1.1 The Project The Vietnam Central Mekong Delta Region Connectivity Project (CMDCP) consists of three components:   

Component 1 having a length of 7.80km consists of the Cao Lanh Bridge of cablestayed construction over the Tien River with approach bridges and roads; Component 2 has a length of 15.65km and serves as a connector road between Components 1 and 3. Component 3 with a length of 5.39km consists of the Vam Cong Bridge of cablestayed construction over the Hau River and includes approach structures and roads.

Project implementation will be in two stages. The first stage will be the construction of a 4lane dual carriageway with shoulders wide enough to provide space for motorcycles with 2.0m on the roadway in Stage 1 and 3.0m on the bridges. In second stage, the 6-lane dual carriageway for the road and 2.5m shoulder space for the motorcycles will be built17. The proposed project road alignment differs from the current road alignment between the two ferry crossings. Route lengths change; the “without project” and “with project” conditions are shown in the table below. Component Component 1 Component 2 Component 3

Without Project 10.5 26.0 4.0

With Project 7.8 15.7 5.4

Source: Consultant’s Estimate

Table 11-1: Route Lengths With and Without the Project in Kilometers The project will become part of the N2 expressway route with currently terminates at My An, northeast of Cao Lanh. The road from My An to the start of Component 1 is 27.1 kilometres. Recently, it was rehabilitated and widened to 12 meters. Eventually, a road on a new alignment will be built to expressway standard between My An and Cao Lanh with a shorter length of 26.2 kilometres. When this happens, some additional traffic traveling to and from the north will be attracted to N2 expressway and to the project roads. The earlier studies did not take this traffic into account. The two cable stayed bridges will replace the existing ferry connection at both crossings. Benefits resulting from the implementation of the project include reduction in road user costs including vehicle and passenger time savings and in ferry operating and maintenance costs and the time waiting for and taking the ferry. The project will provide more direct

17

However, for the two cable stayed bridges, 6-lane dual carriageway will come at the expense of the 2 motorcycle lanes.

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Final Report, Detailed Design (Road) access to HCMC and to the rest of northern Vietnam from the western region of the Mekong Delta.

11.1.2 The Basis of Update of the Economic Assessment The Technical Engineering Design Incorporated (TEDI) of Hanoi prepared the first technical and economic assessment or feasibility of the project in 200918 referred to as the FS 2009. The information gathered at that time was incorporated into the more detailed work done under the ADB funded Technical Assistance for Preparing the Central Mekong Delta Region Connectivity Project beginning in late 2009 to early 2011 under the direction of SMEC International Pty Ltd19. These efforts produced a detailed feasibility study of the project referred to as the PPTA 201120. The economic evaluation of the project is found in Annex 2: Economic Assessment. The update is largely based on information derived from the earlier assessment found in that annex. Most of the primary data such as traffic origin destination surveys utilized the PPTA 2011 was collect as part of the FS 2009.

11.1.3 This Update This update of the economic assessment focuses on the work done under the ADB PPTA and covers the following topics:  

a review of the traffic including present trends at the two ferry crossings and the traffic forecasts; a review and update of the costs including    



11.2

road user costs (RUC) including the vehicle operating costs (VOC), the project capital cost, the maintenance costs of the different project works, and the ferry operating and maintenance costs at both crossings;

an estimation of the economic viability of the project including sensitivity tests and risk assessment.

Traffic The review of traffic conditions in context of the update of the economic assessment covers: 

A review of recent trends at the Cao Lanh and Vam Cong ferry crossing. It is at these locations for which the most relevant data is available. This data is up to date;

18

There are two reports one for the Cao Lanh Bridge and the other for the Cao Lanh – Vam Cong Interconnecting Road and Vam Cong Bridge Construction Belong to the Central Mekong Delta Connectivity Project, Stage: Feasibility Study, TEDI, 2009 19 Final Report for the ADB TA 7045-VIE: Preparing the Central Mekong Delta Region Connectivity Project, January 2011, SMEC International Pty Ltd in association with Nippon Engineering Consultants Co Ltd and Thanh Cong Transport Engineering Consulting Company 20 PPTA is Project Preparation Technical Assistance

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Final Report, Detailed Design (Road)    

A review of the traffic studies and forecasts prepared for the PPTA 2011. Much of this information is found in Annex 2: Economic Assessment of the PPTA 2011 report; Review of the methodology with respect to the traffic forecast; Comparison of the present traffic at the ferry crossings with the first year of the PPTA 2011 forecasts; Conclusions for the update.

11.2.1 Recent Trends 11.2.1.1 Cao Lanh Ferry Crossing In terms of vehicles per day, traffic at Cao Lanh ferry has grown modestly between 2008 and 2011 increasing by about 10% over that period (see the table below). PCU per day growth has decreased. A particularly sharp drop occurred in 2009. Since then the traffic has more or less stagnated. It has increased substantially in the first quarter of 2012. However, the first quarter values have not been seasonally adjusted; Tet holiday (second week of February) occurs during the first quarters and could influence results since most of this increase has been in passenger vehicles, particularly motorcycles. PCU per day Motorcycle Car Bus Truck Total

1stQ 2012 3,792 183 1,171 814 5,960

2011 3,253 152 744 1,027 5,177

2010 3,294 155 732 1,053 5,233

2009 3,155 180 902 1,129 5,366

2008 2,733 294 1,748 1,327 6,101

Vehicles per day Motorcycle Car Bus Truck Total

1stQ 2012 12,642 183 585 407 13,817

2011 10,845 152 372 514 11,882

2010 10,980 155 366 527 12,027

2009 10,516 180 451 564 11,712

2008 9,109 294 874 663 10,940

Note: Certain categories of traffic (military, official, emergency vehicles, etc.) are exempt from paying. Source: Primary Data, Cao Lanh Ferry, Province of Dong Thap

Table 11-2: Cao Lanh Ferry Traffic Data Summary (PCU and Vehicles) based on Ticket Sales The traffic appears to be largely local, and this is reflective in the very large proportion of motorcycle traffic for the following reasons: 1. Cao Lanh ferry operations are restricted to 60 and 100 ton vessels and as such they may act to limit the use of the crossing for larger vehicles. The larger ferries (200T) are better able to accommodate larger vehicles. 2. The present road network connecting to the present Cao Lanh ferry crossing is a paved provincial road (PR849), and it too acts as a restraint on the operation of larger trucks and buses especially in light of the developments occurring elsewhere in the road network serving the Mekong Delta region. There are weight limitations on the bridges to 20 tons.

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Final Report, Detailed Design (Road) 3. A large percentage of trucks travel at night at both ferries; this is indicated in the surveys done for the FS Report 2011. See Attachment 1 included at the end of this Section 11. These factors constrain growth of traffic when there are clear alternatives available for long distance transport. The construction of the bridge is likely to generate considerable traffic. This consideration is accommodated to some degree in the forecasts presented in the PPTA 2011.

11.2.1.2 Vam Cong Ferry Crossing The traffic at Vam Cong crossing is considerably higher than that at Cao Lanh because it is located on a major national highway (NH80) which is in the process of being upgraded to 4 lanes from Rach Gia on the coast. The Vam Cong traffic is much more reflective of the future traffic which will use the two bridges and interconnecting road. In terms of PCU per day, its traffic levels are roughly twice those of the Cao Lanh ferry crossing as shown below in the table below. Summary PCU per day Motorcycle Car Bus Truck Total

1stQ 2012 4,063 1,617 3,488 2,909 12,077

2011 3,533 1,248 2,575 3,005 10,361

2010 3,408 1,189 2,526 2,969 10,092

2009 3,014 871 2,351 2,429 8,665

Vehicles per day Motorcycle Car Bus Truck Total

1stQ 2012 13,542 1,617 1,744 1,455 18,358

2011 11,778 1,248 1,287 1,502 15,816

2010 11,361 1,189 1,263 1,484 15,298

2009 10,045 871 1,176 1,215 13,306

Source: Primary, Vam Cong Ferry Company, MOT

Table 11-3: Vam Cong Ferry Traffic Data Summary (PCU and Vehicles) based on Ticket Sales Because the ferry crossing includes long distance traffic, the growth is more reflective of the overall national and regional trends. The growth in traffic at Vam Cong ferry crossing is summarized below. It shows decreasing growth rate. This in turn suggests that there could be limitations on the further growth of traffic due to the ferry operations. Type of traffic

2008 to 2011 (3 years)

2009 to 2011 (2 years)

2010 to 2011 (1 year)

2011 to 2012 (1st Q)

PCU/day

19.7%

9.4%

2.7%

16.6%

Vehicles per day

16.6%

9.0%

2.7%

16.1%

Source: CMDCP Consultant’s Estimates

Table 11-4: Compounded Annual Growth Rates Again, data for 2012 may not be representative of a long term trend due to season traffic movements, for example, caused by Tet.

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11.2.2 Traffic Forecasts 11.2.2.1 Base Year Traffic For both studies, the base year traffic is developed from an O/D survey taken at 4 locations in August 2009 and traffic counts done at 7 locations. Some supplemental traffic counts were done for the Economic Assessment in September 2009 at three locations. Both studies analysed this data utilizing the STRATA traffic model over a 10 zone area covering the Mekong Delta region south of HCMC. These traffic surveys were done prior to the opening of the Can Tho bridge on April 26, 2010 and do not fully reflect the impact of this bridge on traffic in the region. As in the case of Can Tho Bridge, road traffic for “without” project can be diverted to the more efficient “with” project road network. Consideration in the PPTA 2011 was given to improvements in the road network over the time period of the study. One of the comments made in the Economic Assessment is that for such a large region the 10 zone network is rather crude and does not provide the detail necessary to do a refined assessment of diverted traffic21. The CMDCP Consultant agrees with this observation. One consequence of this low number of zones is that the traffic on two of the three segments is shown to be the same. Some further refinements are made in Annex2: Economic Assessment in which the traffic volumes on Components 1 and 2 (Cao Lanh Bridge and interconnecting road) are the same and are different for Component 3 (Vam Cong Bridge). From the traffic perspective and the information made available, there appears not to be enough traffic data to design properly the interchanges for turning movements. In most transport studies, there is a separate chapter or volume on the traffic including a summary of the survey data, analysis of survey data, and forecasts. This was done for the FS 2009 but was not done for the PPTA 2011 as a consequence there is some confusion how to interpret the results as discussed below.

11.2.2.2 Traffic Growth The two factors (provincial population and GDP) are used to estimates of the traffic based on a forecast of these variables. Both studies appear to use the same basic data to derive a regression equation, but they result in considerable different growth rates. In the case of the Annex 2: Economic Assessment, the forecasts are the same for Component I (Cao Lanh Bridge) and 2 (interconnecting road) even though there are two interchanges on Component 2. For these components, the growth rate is estimated at 11 per cent for the first five year period after opening, drops first to 5.3% and then 4.4% during the next two 5 year periods. During the last period 2030 to 2035, it jumps to 6.7%; it is not clear why the sudden increase. Component 3 has on average a much higher growth rated; but between 2025 and 2030 it drops to 1.6% before jumping to 6.6% between 2030 and 2035. There is no explanation given for these changes in the growth rates.

21

Annex 2: Economic Assessment, p. 16 para 56. There are also limitations to the STRADA model.

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Final Report, Detailed Design (Road) In the case of the FS 2009, the forecasts are the same for the three components of the project. The growth rates show a decline and are considerably lower on average than are found in Annex2: Economic Assessment by on average 3.6% over the forecast period for the Vam Cong Bridge. By the end of the forecast period the difference between the two forecasts is around 25 thousand vehicles per day. The FS 2009 seems more consistent overall but is probably too low based on Vietnam experience and should be raised.

Components 1 & 2 Traffic data for the years given Cao Lanh Bridge & 2015 2020 2025 Roadway Motorcycle 24,673 41,420 53,420 Car 1,346 2,170 2,918 Bus 1,728 2,550 2,940 Truck 3,860 7,129 9,648 Total daily 31,607 53,269 68,926 w/o bikes 6,934 11,849 15,506

2030 65,553 4,096 3,553 12,344 85,546 19,993

Compound growth rates by period 2035 2015 - 2020 - 2025 - 2030 - 2015 2020 2025 2030 2035 2035 90,793 10.9% 5.2% 4.2% 6.7% 6.7% 5,936 10.0% 6.1% 7.0% 7.7% 7.7% 4,518 8.1% 2.9% 3.9% 4.9% 4.9% 18,186 13.1% 6.2% 5.1% 8.1% 8.1% 119,433 11.0% 5.3% 4.4% 6.9% 6.9% 28,640 11.3% 5.5% 5.2% 7.5% 7.3%

Component 3 Vam 2015 2020 2025 2030 2035 2015 - 2020 - 2025 - 2030 - 2015 Cong Bridge 2020 2025 2030 2035 2035 Motorcycle 17,612 43,573 61,864 65,660 90,399 19.9% 7.3% 1.2% 6.6% 8.5% Car 1,042 1,850 2,807 3,552 4,747 12.2% 8.7% 4.8% 6.0% 7.9% Bus 1,186 2,418 3,122 3,469 4,405 15.3% 5.2% 2.1% 4.9% 6.8% Truck 4,743 10,593 14,633 16,525 22,243 17.4% 6.7% 2.5% 6.1% 8.0% Total daily 24,583 58,434 82,426 89,206 121,795 18.9% 7.1% 1.6% 6.4% 8.3% w/o bikes 6,971 14,861 20,562 23,546 31,395 16.3% 6.7% 2.7% 5.9% 7.8% Source: PPTA 2011, derived from Annex 2: Economic Assessment; same as in Annex 3: Financial Assessment Table 6.2

Table 11-5: Forecast of Traffic and Growth Rates derived from the PPTA 2011 Forecast All three (3) Components

Traffic data for the years given 2015 2020 2025

Compound growth rates by period 2035 2015 - 2020 - 2025 - 2030 - 2015 2020 2025 2030 2035 2035 Motorcycle 26,893 43,463 50,323 59,657 70,720 10.1% 3.0% 3.5% 3.5% 5.0% Car 1,785 2,545 3,167 3,621 4,140 7.4% 4.5% 2.7% 2.7% 4.3% Bus 2,112 2,710 3,017 3,058 3,099 5.1% 2.2% 0.3% 0.3% 1.9% Truck 6,621 9,717 11,605 13,767 16,333 8.0% 3.6% 3.5% 3.5% 4.6% Total daily 37,410 58,435 68,111 80,102 94,292 9.3% 3.1% 3.3% 3.3% 4.7% w/o bikes 10,517 14,972 17,788 20,446 23,572 7.3% 3.5% 2.8% 2.9% 4.1% Source: Derived from the FS 2011 for the Cao Lanh – Vam Cong Interconnecting Road and Vam Cong Bridge Construction and for Cao Lanh Bridge Project, 2009, Table 4.12 2030

Table 11-6: Forecast of Traffic and Growth rates derived from the FS 2009 Forecast

11.2.2.3 Distribution of Traffic In Vietnam, the present usage of motorcycles is very high based on the traffic surveys and from observation. The number of motor vehicles particularly cars in the traffic counts are relatively low especially in rural areas. As per capita income increases cars will be used in greater numbers especially for long distance trips. This would be the case of the connector road and bridges taken together. This point is made in the Annex: Economic Assessment and in the FS 2009. Both studies refer to an earlier study for which estimates were prepared and shown in the table below.

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Year Motorcycles Cars Buses Trucks

2014 37.5% 5.7% 13.3% 43.4%

2018 36.5% 6.5% 13.3% 43.6%

2023 35.3% 7.4% 13.2% 44.1%

2028 34.1% 8.5% 12.9% 44.5%

2033 33.5% 9.1% 12.7% 44.7%

Source: Primary Lo Te - Rach Soi Highway Project, Korea Eximbank 2008 Secondary: FS 2009, Annex: Economic Assessment, Annex 2

Table 11-7: Traffic Distribution Used to Model Long Term Trend in Motorcycle Usage The drop in motorcycle usage of roughly 4 per cent over 20 years seems extremely modest. But it is not clear how these figures are actually applied by both studies since the results are quite different. See the table below. ECONOMIC ASSESSMENT --- DATA Components 1& 2 Traffic data Cao Lanh Bridge & 2015 Connecting Roadway Motorcycle 7,402 Car 1,346 Bus 3,456 Truck 7,720 Total daily 19,924 w/o bikes 12,522 Component 3 2015 Vam Cong Bridge Motorcycle 5,284 Car 1,042 Bus 2,372 Truck 9,486 Total daily 18,184 w/o bikes 12,900

in PCU per day 2020 2025

2030

2035

Traffic distribution given in PCU per day 2015 2020 2025 2030

2035

12,426 2,170 5,100 14,258 33,954 21,528 2020

16,026 2,918 5,880 19,296 44,120 28,094 2025

19,666 4,096 7,106 24,688 55,556 35,890 2030

27,238 5,936 9,036 36,372 78,582 51,344 2035

37.2% 36.6% 36.3% 35.4% 34.7% 6.8% 6.4% 6.6% 7.4% 7.6% 17.3% 15.0% 13.3% 12.8% 11.5% 38.7% 42.0% 43.7% 44.4% 46.3% 100.0% 100.0% 100.0% 100.0% 100.0% 62.8% 63.4% 63.7% 64.6% 65.3% 2015 2020 2025 2030 2035

13,072 1,850 4,836 21,186 40,944 27,872

18,559 2,807 6,244 29,266 56,876 38,317

19,698 3,552 6,938 33,050 63,238 43,540

27,120 4,747 8,810 44,486 85,163 58,043

29.1% 31.9% 32.6% 31.1% 31.8% 5.7% 4.5% 4.9% 5.6% 5.6% 13.0% 11.8% 11.0% 11.0% 10.3% 52.2% 51.7% 51.5% 52.3% 52.2% 100.0% 100.0% 100.0% 100.0% 100.0% 70.9% 68.1% 67.4% 68.9% 68.2%

in PCU per day 2020 2025 13,039 15,097 2,545 3,167 5,420 6,033 19,433 23,209 40,437 47,506 27,398 32,409

2030 17,897 3,621 6,115 27,534 55,167 37,270

2035 21,216 4,140 6,198 32,665 64,219 43,003

Traffic distribution given in PCU per day 2015 2020 2025 2030 2035 29.5% 32.2% 31.8% 32.4% 33.0% 6.5% 6.3% 6.7% 6.6% 6.4% 15.5% 13.4% 12.7% 11.1% 9.7% 48.5% 48.1% 48.9% 49.9% 50.9% 100.0% 100.0% 100.0% 100.0% 100.0% 70.5% 67.8% 68.2% 67.6% 67.0%

F/S -- DATA All three (3) Components Motorcycle Car Bus Truck Total daily w/o bikes

Traffic data 2015 8,068 1,785 4,223 13,241 27,317 19,249

Sources: 1. Top, PPTA 2011, Annex 2: Economic Assessment and 2. Bottom, FS 2009 Traffic Annex; See above.

Table 11-8: Distribution of Vehicle Types (2015 thru 2035) in Per Cent At the Vam Cong Bridge, the Annex 2: Economic Assessment forecasts indicate that the participation of motorcycles will lower that what is shown in the above table in 2015. By the end of the study period there is a greater percentage motorcycles in the traffic mix than at the start. The FS 2009 results are more consistent with the model used.

11.2.3 Comments on the Methodology 11.2.3.1 Traffic Forecast There are three types of traffic considered in preparing the forecasts; they are the normal, diverted and generated traffic. Benefits for normal, diverted and generated traffic are not the same. Normal traffic is generally considered the traffic that would occur in the Page 242 of 271

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Final Report, Detailed Design (Road) “without’ project conditions. Diverted traffic reflect movements away from other roads in the network because trips with the “with” project facilities are more cost or time effective than they are “without” the project. The estimation of diverted traffic is garnered from the origin and destination surveys. Generated traffic is induced “with” project conditions and would not occur without them22. Often, the generated traffic is reflected in an increase in the growth rate over the normal growth rate. Depending on the situation, it can be high (even greater than the normal traffic) or relatively modest. In the PPTA 2011, it is not clear what the distinctions are between normal and diverted and between diverted and generated traffic. In the case of the Cao Lanh Bridge, generated/diverted traffic is estimated; no explanation is given to how this was done. On the other hand, there is no generated/diverted traffic for the Van Cong Bridge. Although the generated traffic for the Vam Cong Bridge would be considerably lower than that of the Cao Lanh, it should be considered. In either case, there is no clear methodology on how the generated traffic (or lack thereof) is made. As can be seen, there is some confusion as to whether the traffic is generated or diverted. The forecast of generated/diverted traffic for Component 1: Cao Lanh Bridge and approaches and Component 2: Interconnecting Road is shown in the table below. The generated traffic is a large component of the total forecasted traffic. Clearly, the Cao Lanh Bridge will generate considerable through traffic because the present ferry service is mostly serving local traffic. To some extent, the Cao Lanh Bridge traffic should mimic that of the Vam Cong Bridge since one would expect that other than motorcycle traffic the car, bus and truck traffic will consist mainly of through traffic with a limited amount of locally generated traffic that is having local origins and destinations. Generated/Diverted Traffic vehicles per day Year Motorcycles Cars 2015 9,526 784 2020 13,947 1,222 2025 17,387 1,456 2030 18,460 2,230 2035 22,059 3,152 Generated/Diverted Traffic as Percent of Total Year Motorcycles Cars 2015 39% 58% 2020 34% 56% 2025 33% 50% 2030 28% 54% 2035 24% 53%

Buses 1,073 1,741 1,832 2,060 2,553

Trucks 2,619 5,796 7,895 7,784 11,149

Total 11,987 20,686 26,545 28,504 36,878

Buses 62% 68% 62% 58% 57%

Trucks 68% 81% 82% 63% 61%

Total 38% 39% 39% 33% 31%

Source: Annex 2: Economic Assessment

Table 11-9: Generated/Diverted Traffic for Cao Lanh Bridge and Interconnecting Road

22

Generated traffic Is vehicular traffic that “with” the project will take a trip due to lower costs and/or shorter routes and is normally taken as a percentage of normal traffic). It should be estimated separately from the other two.

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11.2.3.2 Estimation of Benefits for Generated Traffic The discussion of the traffic component covers normal traffic (existing traffic using the ferries and road network), and to some extent diverted vehicular traffic (traffic using other roads that “with” the project will use road and bridges due to shorter and less costly trips) derived from the Origin-Destination Surveys. These two are combined with the stipulation that they will have the same benefits. Benefits for generated traffic are estimated differently as explained below.

costs

Chart 1: Change in traffic due to the “with” As the transport costs decreases from the “without” (P1) situation to the project scenario “with” (P2) project situation, the traffic increases from level of Q1 to Q2 shown in the figure to the left. This DEMAND increase in traffic (Q2- Q1) represents CURVE the generated traffic resulting from P1 the implementation of the project.

Transport

P2

Q1 Traffic

Q2

level

The benefits for normal traffic are estimated as (P1-P2)*Q1. Accepted practice is to take 50% of the unit benefit for generated traffic represented by the triangle and is computed as (P1-P2)*(Q2 –Q1)/2. The lack of inclusion of generated traffic underestimates total traffic and total benefits.

Figure 11-1: Normal and Generated Benefits

11.2.3.3 Estimation of Benefits from Diverted Traffic For each origin and destination (OD) pair, the benefits or savings in transport costs are estimated as the difference between the road user costs for the “with” and “without” project. Clearly, these differences in road user costs are not the same as they are for normal traffic and would vary by OD pair. In either case, the benefits for diverted and/or generated traffic are estimated in the FS Report 2011 in the same manner as normal traffic.

11.2.4 Comparison between the Recent Trends and the First Year of the Forecast A fundamental question is: “How robust are the forecasts?” Annual traffic data for 2011 at each ferry crossing can be used to compare the 2015 forecast of normal (“without” project conditions) traffic. The Cao Lanh traffic includes a large amount of generated/diverted traffic while Vam Cong Bridge includes no generated/diverted traffic. In the case of the Cao Lanh Bridge the Page 244 of 271

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Final Report, Detailed Design (Road) shortfall between the 2015 forecast and 2011 traffic is 48 percent and in the case of the Vam Cong Bridge it is 55%. However, the bright spot for Vam Cong is that its present car and bus traffic exceeds the forecasted values for 2015. Cao Lanh (Normal Traffic) Year 2015 Motorcycles 15,147 Cars 562 Buses 655 Trucks 1,241 Total 17,605 Vam Cong (Normal Traffic) Year 2015 Motorcycles 17,612 Cars 1,042 Buses 1,186 Trucks 4,743 Total 24,583

2011 10,845 152 372 514 11,882

Difference 4,302 410 283 727 5,723

% of 2011 40% 269% 76% 142% 48%

2011

Difference

% of 2011

11,778 1,248 1,287 1,502 15,816

5,834 (206) (101) 3,241 8,767

50% -17% -8% 216% 55%

Note: The 2015 values are taken from the “without” traffic in Table 4.4. Generally, this would only be normal traffic. Sources: From PPTA 2011, Annex 2: Economic Assessment, and tables above.

Table 11-10: Comparison of the 2015 Forecast with the 2011 Ferry Traffic The forecasts for Vam Cong Bridge appear to have underestimated the growth of car and bus traffic. Because of the rural nature of much of the traffic using the Cao Lanh ferry, these trends are not so apparent.

11.2.5 Conclusions for the Update of the Economic Assessment Since the original traffic data is not presently available as well as summary tables for the base year, all that remains of the 2009 traffic surveys is its results which are the forecasts beginning in 2015. Lacking time and resources, it was not possible to redo the traffic study using up to date data. To prepare a fundamentally new traffic study depends upon undertaking a completely new traffic survey and not manipulating 3 year old data. At this point, the basic traffic forecasts are taken as is. Arguments can be made that they are too optimistic, and counter arguments put forth that they are somewhat pessimistic especially for certain categories of traffic. Basically, there is no sound basis to modify the forecasts lacking either the original traffic data or new survey data nor is there any radical change in economic environment on which they are based. A sensitivity test on the main index of economic viability (EIRR) can be done by lowering the base year forecasts and/or by changing the growth rates.

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Final Report, Detailed Design (Road)

Costs The costs have been updated to reflect price escalation and different factor prices. They include:   



Road user costs including vehicle operating costs that are used to estimate road user benefits. This includes time savings; Project costs which are taken directly for the cost estimates; Maintenance costs. There appears to be some discontinuity between the maintenance costs estimated in Annex 2: Economic Assessment and Annex 2: Financial Assessment; Ferry operating costs.

11.3.1 Road User Cost (RUC) including Vehicle Operating Cost (VOC) A survey of vehicle costs components was undertaken by the Consultant to update the different components of the vehicle operating costs. The same seven vehicle types, all of which are assembled and manufactured in Vietnam are used. These costs are used as inputs into the World Bank’s Road User Cost (RUC) model which is used to estimate the VOC for each type of vehicle. Description

MotorCycle

Medium Car

Light Truck

Medium Truck

Heavy Truck

Medium Bus

Large Bus

Road User Costs ($/vehicle-km) Vehicle Operating Cost ($/vehicle-km) 0.041 Fuel ($/vehicle-km) 0.024 Lubricants ($/vehicle-km) 0.002 Tire ($/vehicle-km) 0.001 Maintenance Parts ($/vehicle-km) 0.001 Maintenance Labor ($/vehicle-km) 0.002 Crew Time ($/vehicle-km) 0.000 Depreciation ($/vehicle-km) 0.010 Interest ($/vehicle-km) 0.001 Overhead ($/vehicle-km) 0.000 Value of Time Cost ($/vehicle-km) 0.010 Passenger Time ($/vehicle-km) 0.010 Cargo Time ($/vehicle-km) 0.000 Emissions Cost ($/vehicle-km) 0.001 Road Safety Cost ($/vehicle-km) 0.010 Road User Cost (%) 100.0% Vehicle Operating Cost (%) 65.3% Value of Time Cost (%) 16.7% Emissions Cost (%) 1.5% Road Safety Cost (%) 16.5% Vehicle Speed (km/hr) 75.1 Daily Traffic (vehicles/day) 2000 Source: CMDCP Consultant’s Estimates

0.393 0.068 0.003 0.003 0.066 0.011 0.000 0.190 0.053 0.000 0.040 0.040 0.000 0.003 0.006 100.0% 89.0% 9.0% 0.7% 1.4% 76.5 550

0.355 0.098 0.007 0.005 0.034 0.034 0.038 0.090 0.016 0.032 0.001 0.000 0.001 0.005 0.008 100.0% 96.1% 0.4% 1.4% 2.1% 72.8 300

0.558 0.141 0.008 0.010 0.090 0.039 0.045 0.143 0.032 0.051 0.001 0.000 0.001 0.008 0.008 100.0% 97.1% 0.2% 1.3% 1.3% 75.3 200

1.049 0.319 0.016 0.032 0.165 0.049 0.059 0.257 0.057 0.095 0.006 0.005 0.001 0.017 0.006 100.0% 97.3% 0.6% 1.6% 0.6% 77.1 100

0.450 0.138 0.009 0.005 0.041 0.033 0.050 0.096 0.038 0.041 0.189 0.189 0.000 0.007 0.004 100.0% 69.1% 29.1% 1.1% 0.7% 72.1 200

0.878 0.207 0.012 0.025 0.161 0.036 0.055 0.206 0.096 0.080 0.277 0.277 0.000 0.011 0.004 100.0% 75.0% 23.7% 1.0% 0.4% 76.7 50

Table 11-11: Summary of Road User Costs for Roughness Equal to 4 IRI, in USD

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Final Report, Detailed Design (Road) Average values for four different vehicle types used in the forecasts:    

Motorcycles, Cars Buses (2 types) Trucks (3 types).

Key cost elements of the VOC/RUC are reviewed and the financial costs adjusted for taxes and other taxes. The cost elements include:     

Vehicle capital or ownership costs (depreciation and interest). Fuel costs; Tire costs; Labor costs including crew and maintenance labor; Passenger time costs.

Operating coefficients are taken from the PPTA 2011. A summary of the unit cost data is given in the table below: Vehicle Description

Motorcycle Car Medium Truck Light Truck Medium Truck Heavy Bus Medium Bus Heavy

New Vehicle ($/ vehicle) 820 33,784 23,776 47,644 87,346 45,236 146,853

New Tire ($/ tire) 10.93 70.00 98.34 185.75 351.84 98.34 316.87

Fuel

Lub Oil

($/ liter) 0.76 0.76 0.73 0.73 0.73 0.73 0.73

($/ liter) 4.00 4.00 4.00 4.00 4.00 4.00 4.00

Maint. Labor

Crew Wages

Annual Overhead

Working Time

NonWorking Time

($/hour)

($/hour)

($/year)

($/hour)

($/hour)

1.40 4.20 4.20 4.20 4.20 4.20 4.20

0.00 0.00 2.80 3.36 4.55 3.61 4.21

1.60 0.40 2.66 0.67 2,818 1.60 0.40 4,583 1.60 0.40 8,763 1.60 0.40 2,952 1.60 0.40 7,341 1.60 0.40 Source: CMDCP Consultant’s Estimate

Table 11-12: Summary of the Economic Unit Costs Used in the RUC Model Token amount is included to represent benefits from reduction in emission using the WB default value. On average, the cost of emissions represents less than 2 percent of the total costs. Likewise, road safety costs23 are included. Not surprisingly, they are particularly high for motorcycles. A comparison between the data for 2009 and 2012 is made in Attachment 2 included at the end of this Section 11.

11.3.2 Project Costs The project costs are taken directly from the cost estimate based on financial costs. These costs are adjusted to economic costs by excluding:   

23

taxes, price contingencies, and financial charges during construction.

World Bank default value is used. A Vietnamese comparable value will be estimated.

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Final Report, Detailed Design (Road) Additionally, the project costs are further adjusted to convert financial costs to economic costs using the standard conversion factor for Vietnam 0.8524 for non-traded goods. The project costs are summarized by component in the table below. Cost Element

Cao Lanh

Base Costs Civil works Management costs Project Consultants Other Costs Taxes and Duties Land Acquisition & Resettlement Subtotal Base Costs Contingencies Physical Contingencies Price Contingencies Subtotal Contingencies Subtotal Financial Charges during construction Total

Interconnecting Road

Vam Cong

Total

156.24 1.07 13.58 0.15 0 24.88 195.93

132.38 0.96 8.52 0.14 0 22.96 164.95

187.49 1.29 12.01 0.14 0 28.41 229.35

476.11 3.32 34.11 0.44 0 76.25 590.24

20.95 0.00 20.95 216.89 0.00 216.89

17.35 0.00 17.35 182.30 0.00 182.30

24.14 0.00 24.14 253.48 0.00 253.48

62.43 0.00 62.43 652.67 0.00 652.67

Source: CMDCP Consultant’s estimates

Table 11-13: Project Costs in USD Millions by Component The project costs are allocated by year according to the following table. Year All Costs Component 1 Component 2 Component 3 All Components

2013

2014

2015

2016

2017

2018

Total

22% 24% 22% 22%

21% 25% 21% 22%

27% 31% 23% 27%

19% 20% 19% 19%

12% 0% 15% 10%

0% 0% 0% 0%

100% 100% 100% 100%

Source: The CMDCP Consultant’s Estimate

Table 11-14: Allocation of Project Costs by Year Based on Average Disbursements

11.3.3 Maintenance Costs From a review of Annex 2: Economic Assessment and Annex 2: Financial Assessment, there appears to be an inconsistency in the treatment of maintenance costs for roads. In the latter, the maintenance costs are given as follows:25

24

This value is taken from the PPTA 2011. For land and resettlement costs, the SCF is assumed to be

1. 25

Table 6.12

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Final Report, Detailed Design (Road)

Items

Cao Lanh Bridge

Type of O&M Maintenance (% of Construction Costs) Maintenance of the Toll Facility Frequency in years

Routine 0.1%

Periodic

Roads Major 2.0%

Routine 1.0%

Periodic 10.0%

Vam Cong Bridge Major 40.0%

0.05% 1

Routine 0.1%

Periodic 2.0%

Major 3.0%

5

15

0.05% 15

1

7

20

1

Source: PPTA 2011, Annex 2 Economic Assessment

Table 11-15: Maintenance Costs from the Financial Analysis (% of Construction Cost) The maintenance for the Cao Lanh Bridge is assumed to be less than the Vam Cong Bridge because it is constructed entirely of concrete whereas the Vam Cong Bridge is of composite construction with steel beams and girders requiring more painting and other maintenance activities. The annualize maintenance cost for each bridge is:  

0.20% for the Cao Lanh Bridge 0.60% for the Vam Cong Bridge.

For roads, these values give annualized maintenance costs of 1.65% or equivalent to 0.181million USD per year per kilometer. They appear too high. On the other hand, the economic analysis has very low costs as shown below: Two-Lane Pavement & Bridges USD/km/y routine maintenance USD/km 5 yearly (surface treatment) USD /km at 15 years

1,800 30,000 75,000

Source: Spreadsheets for the Economic Analysis of the PPTA 2011

Table 11-16: Road Maintenance Costs from PPTA 2011 These values are more appropriate for maintenance works on rural roads rather than a 4lane high volume roads located on soft soils. Taken together and annualized, they are equivalent to 0.133% of the initial cost of the Interconnecting Road. This value is judged to be too low for a sustainable maintenance program. For the purpose of the economic analysis, these values are multiplied by 3 to give a value of approximately 0.4% of the initial value of the road, which may still be too low to preserve the assets. Maintenance costs are applied beginning in the opening year although year 2 may be more appropriate26.

11.3.4 Assessment of the Ferry Operations and Maintenance Costs at Each Site The information provided in the PPTA 2011 on ferry operations does not provide a large amount of detail. For this reason, interviews of both ferry operators were undertaken in June and July 2012 by the Consultant’s staff with an aim of obtaining a clearer understanding of the ferry operations and costs at each location. Based on the results of

26

According to conditions of contract, the defect notification period is 24 months after completion of construction. In theory, the contractor would be responsible for most of the “maintenance” of the road during this period. As such, the maintenance costs for the Government of Vietnam could possibly start 2 years after construction.

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Final Report, Detailed Design (Road) these interviews and from observation, the Cao Lanh and Vam Cong ferries are similar in many respects yet they operate using different parameters, which affect their costs. Some of these differences are: 1. At Vam Cong, the branch of the Mekong is wider and the currents are swifter during wet season; 2. Vam Cong ferry is located on NH 80 and serves larger volumes of traffic and heavier vehicles than does Cao Lanh Ferry service. As a result it operates a number of large 200 ton ferries in addition to the smaller 100 ton ones (a total of 13 vessels). At Cao Lanh, only 60 and 100 ton ferries (a total of 8 vessels) are employed to serve its traffic; 3. The Vam Cong ferry operates under the directions of the MOT, and the Cao Lanh is under the transport department of the province of Dong Thap. In general, the data obtained from the interviews and responses to the Consultant’s questions is consistent for both operators. Description

Cao Lanh

Vam Cong

1

Capital costs (USD/year)

449,961

1,117,378

2

Fuel costs

277,063

603,750

3

Lubrication costs

27,706

60,375

4

Labor costs

411,493

669,262

5

Maintenance costs

249,778

426,070

6

Management cost

141,600

287,683

7

Total Cap + O&M Costs

1,557,600

3,164,517

8 9 10

PCU per day Unit cost per PCU (USD) Hours per trip

5,177 0.82 0.40

10,361 0.84 0.51

Comments 25 year depreciation + interest on ½ the capital costs based on replacement value of vessels Based on consumption rates provided by the operators Assumed at 10% of fuel costs Based on average salary costs of employees, 13 months, plus overhead. Based on operators’ estimates of routine and periodic maintenance requirements. Taken as 10% of the above costs From the traffic tables Calculated value From interview data. Source: Consultant’s estimates

Table 11-17: Annual Capital, Operating & Maintenance Costs for the Ferries, USD per year The results show that the annual capital and O&M costs for Vam Cong are more than twice those of Cao Lanh. The daily PCU traffic at Cao Lanh ferry is nearly half that of Vam Cong. As a result, it is not too surprising in that their unit cost per PCU is nearly the same for both operators. These values compare reasonably well with the PPTA 2011. The total annual capital and O&M costs were calculated at USD 1.264 million for Cao Lanh or USD 0.729 PCU in 2008 prices with cost escalations that study used a value of USD 0.784 per PCU27 with the same value being used for both ferries.

27

Reference to page 4 of Annex 2 Economic Assessment

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11.4

Final Report, Detailed Design (Road)

Economic Evaluation

11.4.1 Results Base Case The main economic indicators of viability are the Economic Internal Rates of Return or EIRR, and the Net Present Value or NPV28. They have been estimated for each component and for all three combined. In reality, it is the feasibility of the entire project that is most critical and not values of each of the three components. The project is economically viable only with all three components completed. The EIRR for the entire project is 16.6 per cent, and its cost and benefit streams are shown through 2040 in the table below. The value is sufficiently robust since the minimum desired rate of return is 12 per cent or what is considered the economic opportunity cost of public sector investments for Vietnam. The EIRR’s for the three components are:   

Component 1 - Cao Lanh & Approaches: Component 2 - Interconnecting Road: Component 3 - Vam Cong & Approaches:

18.3% 16.6% 14.3%

The lower EIRR for Vam Cong Bridge and Approaches is due to the higher base costs, higher anticipated maintenance cost of that bridge and the negative VOC due to the longer road length of the approaches to the bridge.

28

The discount rate for the NPV computations is 12 per cent.

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Final Report, Detailed Design (Road)

Project Costs

Project Benefits

0.00

Ferry operator savings 0.00

Time savings at ferry 0.00

-145.51

0.00

0.00

2015

-173.27

0.00

2016

-125.90

2017

Year

Project capital cost

Road & bridge maintenance

2013

-145.88

2014

Road user savings

Net Savings

0.00

-145.88

0.00

0.00

-145.51

0.00

0.00

0.00

-173.27

0.00

0.00

0.00

0.00

-125.90

-62.12

0.00

0.00

0.00

0.00

-62.12

2018

0.00

-1.88

17.40

39.77

43.41

98.70

2019

0.00

-2.40

24.32

43.51

45.25

110.67

2020

0.00

-6.09

21.88

58.47

52.87

127.13

2021

0.00

-1.88

23.69

62.13

56.18

140.12

2022

0.00

-1.88

25.28

65.78

59.49

148.67

2023

0.00

-1.88

32.13

69.44

62.79

162.49

2024

0.00

-2.40

28.45

73.09

66.10

165.24

2025

0.00

-6.13

34.71

76.75

69.41

174.74

2026

0.00

-1.91

31.03

79.33

77.73

186.18

2027

0.00

-1.91

32.11

81.91

86.05

198.16

2028

0.00

-1.91

33.18

84.50

94.37

210.14

2029

0.00

-4.52

34.26

87.08

102.69

219.51

2030

0.00

-16.04

35.33

89.66

111.02

219.97

2031

0.00

-1.91

37.36

95.80

119.07

250.32

2032

0.00

-1.91

40.08

101.94

127.12

267.23

2033

0.00

-1.91

48.08

108.08

135.18

289.42

2034

0.00

-2.96

45.53

114.22

143.23

300.02

2035

0.00

-6.13

52.93

120.36

151.29

318.44

2036

0.00

-4.72

54.43

123.77

155.58

329.06

2037

0.00

-4.72

55.93

127.19

159.87

338.27

2038

0.00

-4.72

57.43

130.60

164.16

347.48

2039

0.00

-4.72

58.93

134.02

168.46

356.68

2040

0.00

-4.72

60.44

137.43

172.75

365.89

Total

(652.68)

(89.28)

884.92

2,104.83

2,424.07

4,671.86

NPV

287.01

EIRR

16.6%

Source: The CMDCP Consultant’s Estimate

Table 11-18: Economic Evaluation of the Entire Project (All Three Components)

11.4.2 Sensitivity Tests The purpose of sensitivity analysis is to test the effect that possible variations in the principal parameters of the project have on its economic viability, as indicated by the EIRR. The most used sensitivity test concerns the determination of switching values which show the maximum negative change in key parameters that the project could absorb and still remain feasible.

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Final Report, Detailed Design (Road) The economic viability of the project is based on maintaining an EIRR of at least 12%. If a possible negative impact can be quantified, another way to test sensitivity is to add this change to the project cash flow and then see what the resulting rate of return is, and whether it has a significant effect on feasibility. However, as these values are not known, for the purpose of this exercise, the switching values approach will be used. The principal parameters which can affect feasibility are traffic volumes and construction costs. In the following sections, each of these will be examined.

11.4.2.1 Reduction in the Forecasted Traffic Growth Rates In the base case, the initial traffic volumes are high, and the rate of increase of projected traffic robust. The Cao Lanh bridge and the interconnecting road had an average annual increase of nearly 7% to the year 2035, and the Vam Cong bridge 8%. The projected traffic with the increases by vehicle type for the Cao Lanh and Vam Cong bridges are shown in the tables below. Year

Motorcycles

Cars

Buses

Trucks

Total

2015

24,673

1,346

1,728

3,860

31,607

2020

41,422

2,170

2,550

7,129

53,271

2025

53,422

2,918

2,940

9,648

68,929

2030

65,556

4,096

3,553

12,345

85,550

2035

90,797

5,936

4,518

18,187

119,438

Growth rate

6.7%

7.7%

4.9%

8.1%

6.87% Source: PPTA 2011

Table 11-19: Traffic Forecast - Cao Lanh Bridge, Approaches and Interconnecting Road (AADT) Year

Motorcycles

Cars

Buses

Trucks

Total

2015

17,612

1,042

1.186

4.743

24,583

2020

25,028

1,063

1.389

6.084

33,563

2025

59,879

2,717

3.022

14.163

79,781

2030

82,833

4,481

4.376

20.847

112,537

2035

90,399

4,747

4.405

22.243

121,794

Growth rate

8.5%

7.9%

6.8%

8.0%

8.33% Source: PPTA 2011

Table 11-20: Traffic Forecast - Vam Cong Bridge and Approaches (AADT) The sensitivity test becomes: “What is the minimum annual increase (growth rate) in traffic that the project could support and still remain feasible?” To do this, the calculation spreadsheet was set up to test traffic increase alternatives for the project road sections. The following assumptions were applied:    

On all sections, the traffic composition by vehicle type remained the same for each period. Generated traffic remained proportional to normal traffic to avoid situations where the traffic without the project would be greater than with the project. An overall rate of traffic increase was applied to all sections. All other parameters were maintained as per base case. Page 253 of 271

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Final Report, Detailed Design (Road) To find the traffic rate of increase at which the value of the EIRR is 12%, alternative rates were tested. The result showed that the project could absorb an overall traffic growth rate of 3.8% per year and still remain feasible. The resulting traffic and increases by vehicle type for Cao Lanh and Vam Cong are shown in the tables below. Year

Motorcycles

Cars

Buses

Trucks

Total

2015

24,673

1,346

1,728

3,860

31,607

2020

23,111

1,211

1,423

3,978

29,722

2025

29,806

1,628

1,640

5,383

38,458

2030

36,576

2,285

1,982

6,888

47,732

2035

50,659

3,312

2,521

10,147

66,639

Growth rate

3.7%

4.6%

1.9%

5.0%

3.80%

Source: CMDCP Consultant’s Estimate

Table 11-21: Minimum AADT Cao Lanh Bridge, Approaches and Interconnecting Road This is equivalent to a reduction in the 2035 traffic of 45% at Cao Lanh Bridge. Year

Motorcycles

Cars

Buses

Trucks

Total

2015

17,612

1,042

1,186

4,743

24,583

2020

10,651

452

591

2,589

14,283

2025

25,482

1,156

1,286

6,027

33,951

2030

35,250

1,907

1,862

8,872

47,891

2035

38,470

2,020

1,875

9,466

51,830

Growth rate

4.0%

3.4%

2.3%

3.5%

3.8%

Source: CMDCP Consultant’s Estimate

Table 11-22: Minimum AADT Vam Cong Bridge and Approaches This is equivalent to a reduction in the 2035 traffic of 57% at the Vam Cong Bridge.

11.4.2.2 Reduction in First Year Traffic An alternative sensitivity test is to determine to what extent the first year traffic can be reduced and the project still remain economically viable. The simplistically this can be done be reducing the benefits across the board since benefits are directly related to the traffic levels (normal, diverted and generated traffic). A cross the board reduction of 35% in the first year traffic would give an EIRR of 12%.

11.4.2.3 Reduction in Benefits If all benefits are decreased by a fixed amount, the reduction in benefits by 64 per cent will be required to obtain an EIRR of 12%.

11.4.2.4 Increase in Construction Costs The other sensitivity parameter tested was construction costs. In the table below are the amounts by link and total economic investment costs.

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Final Report, Detailed Design (Road)

Year

Cao Lanh Bridge

Interconnecting Road

Vam Cong Bridge

Total

2013

47.46

43.04

55.38

145.88

2014

45.04

46.27

54.20

145.51

2015

57.54

56.84

58.89

173.27

2016

41.55

36.16

48.19

125.90

2017

25.29

0.00

36.83

62.12

Total

216.89

182.31

253.48

652.68

Source: CMDCP Consultant’s Estimate

Table 11-23: Total Economic Investment Costs by Year, Base Case (in USD million) Again, the switching value was found by increasing the amount of investment over the five year construction period until a value was reached at which the ERR was 12%. The following assumptions were observed.   

The construction costs for the three sections were maintained proportional to the base case. The amount of construction for each of the 5 years was maintained proportional to the revised base case, as indicated above. Traffic and other parameters were maintained constant as per the base case.

The results showed that under the foregoing circumstances, the project could support a total cost of 1,050 million USD and still obtain a 12% ERR. This means a possible 51% increase in construction costs could be absorbed, other factors being held constant. The resulting costs for each section and the total are shown in the table below. Year

Cao Lanh Bridge

Interconnecting Road

Vam Cong Bridge

Total

2013

74.99

68.00

87.50

230.49

2014

71.17

73.11

85.64

229.91

2015

90.91

89.81

93.04

273.76

2016

65.65

57.13

76.14

198.92

2017

39.95

0.00

58.19

98.15

Total

342.68

288.05

400.51

1,031.23

Source: CMDCP Consultant’s Estimate

Table 11-24: Sensitivity Results to Increase Project Construction Costs in Millions of USD The foregoing sensitivity analysis suggests that the results of the project are solid and there is sufficient margin to cover both significant drops in traffic growth as well as project cost over-runs within the limits presented.

11.4.3 Risk Assessment An assessment of the level of risks for benefits and costs borne by the project was calculated using the following assumptions regarding costs and benefits:   

Normal distribution curve; Standard deviation of 0.2 for costs and Standard deviation of 0.3 for benefits. Page 255 of 271

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Final Report, Detailed Design (Road) Since the costs are more accurately known than the benefits, variation from the mean value for costs is more likely to be lower than for benefits that are not as precisely know. The results of the @risk simulation shows that even with these assumptions the range of EIRR’s are greater than 12% is nearly 100%. There is a 90% probability that the EIRR will fall between 15% and 18.8%. A similar curve for NPV values is also presented.

Source: The Consultant’s Estimates

Figure 11-2: Distribution of EIRR Values Using @risk

Source: The Consultant’s Estimates

Figure 11-3: Distribution of NPV Values Using @risk

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Final Report, Detailed Design (Road) Attachment 1: Potential Causes of the Truck Delays at the Ferry Crossing At the Vam Cong ferry crossing, most of the truck traffic crosses at after 2100 hours. It is unclear whether or not this is due to priority being given during the day to processing passenger vehicles in lieu of heavy and large trucks as represented by the 3 axle or other regulations that restrict truck movements during the day. This may be the case of NH 80. Again this is not easy to discern from the information provided in the earlier study. Vehicle type and hour 3-Axle Trucks 500-2100hrs (16 hours) 2100-500hrs (8 hours) Daily total % (2100-500hrs)/daily total 2-Axle Trucks 500-2100hrs (16 hours) 2100-500hrs (8 hours) Daily total % (2100-500hrs)/daily total

Vam Cong Ferry

Cao Lanh Ferry

NH80

90 108 198 54%

10 1 11 9%

103 135 238 56%

508 134 642 20%

319 56 365 15%

390 92 482 19%

Source: PPTA 2022, Annex 2: Economic Assessment, Appendix 1 Traffic Counts

Table A1: Number of goods vehicles (trucks) traveling during the evening hours If there are restrictions on the use the ferry during 500 to 2100 hours then restricting most truck movement to after 2100 hrs, the waiting time for trucks is much greater than indicated in Table 2.4 of Annex 2. Consequently, the benefits are underestimated but the traffic would remain unchanged. If there are general regulatory or other restrictions on trucks traveling during the day then, the benefits and traffic remain unchanged. From the information in Annex 2: Economic Assessment, the delays are 26 minutes and the time savings are 24 minutes with the construction of the bridges. From antidotal information, this is not the case for trucks and may be a reason why their volumes are so low such as at the Cao Lanh ferry. As a result, many trucks may be forced to use the Can Tho and My Tuan bridges to avoid delays.

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Final Report, Detailed Design (Road) Attachment 2: Comparison of Costs with the FS Study 2010 Key cost elements of the VOC/RUC are reviewed and a comparison between the data for 2009 and 2012 is made. The cost elements include:      2.1

Vehicle capital or ownership costs (depreciation and interest). The same seven vehicle types are used; Fuel costs; Tire costs; Labor costs including crew and maintenance labor; Passenger costs. Vehicle capital or ownership costs

A major component of the VOC is depreciation and interest costs associated with the ownership of the vehicle. A comparison of the economic costs of the purchase price of new vehicles between the source data in Table 2.5 in Annex 2: Economic Assessment and the recently obtained data for the present update of the economic analysis is shown below in Table1. What the table indicates is a large increase in economic vehicle costs since 2009. The financial costs show much smaller increases and in one case they decrease (small bus). The financial cost increases seem quite reasonable although the costs of the heavy truck and large bus have doubled. Type of vehicle Make and model

Motorcycle Car Honda Toyota Dream Corolla

Capacity Annex 2 ---Table 2.5 (2009) Financial costs, 2009 (US$) Economic costs, 2009 (US$) Ratio of financial to economic costs CMRCP data sources (2012) Financial costs, 2012 (US$) Economic costs, 2012 (US$) Ratio of financial to economic costs Comparison 2009 and 2012 vehicle costs Increase in financial costs in percent Increase in economic costs in percent

LGV Hyundai HD 3t

MGV HGV Isuzu Isuzu FRR90N CYZ51 7t 15t

Bus Medium Bus Large Hyundai Hyundai 25 seats

45 steats

$883 $550 1.61

$34,524 $11,828 2.92

$26,000 $11,419 2.28

$40,000 $19,763 2.02

$50,000 $32,938 1.52

$56,000 $30,124 1.86

$82,000 $49,863 1.64

$995 $820 1.21

$42,925 $33,784 1.27

$26,965 $23,776 1.13

$52,749 $47,644 1.11

$96,483 $87,347 1.10

$51,139 $45,236 1.13

$165,154 $146,853 1.12

13% 49%

24% 186%

4% 108%

32% 141%

93% 165%

-9% 50%

101% 195%

Source: CMDCP Consultant’s Estimate

Table B1: Comparison of the Capital Costs of vehicles in USD per unit The economic costs show large increases. For motorcycles and medium buses they are reasonably moderate and are in line with the rise in financial costs; they have increased by 50%. For the other categories of vehicles, their economic costs have increased in excess of a 100%. They are much larger than the increase in the financial costs. It is improbable that the economic costs for transport have increased by that much over the last two and half years. The best explanation is that the 2009 costs were estimated based on imported vehicles less import duties, excise taxes and other taxes. Presently, no duties or excise taxes are charged for vehicles assembled and manufactured in Vietnam VAT is the principle modality of taxing those vehicles assembled in Vietnam.

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Fuel costs

Fuel costs have risen by 53% (for petro) in financial terms. Part of this increase is probably due to increases in the tax on fuel and in the price of crude oil. For the period 2009 to 2012, the differentials in the ratios between financial and economic costs for petro have increased from 1.15 to 1.39. In this case, the GOV’s revenues from this source should increase. Type of vehicle Petro Annex 2 ---Table 2.5 (2009) Financial costs, 2009 (US$) Economic costs, 2009 (US$) Ratio of financial to economic costs CMRCP data sources (2012) Financial costs, 2012 (US$) Economic costs, 2012 (US$) Ratio of financial to economic costs Comparison 2009 and 2012 vehicle costs Increase in financial costs in percent Increase in economic costs in percent

Diesel $0.69 $0.60 1.15

$0.58 $0.55 1.05

$1.05 $0.76 1.39

$0.98 $0.73 1.34

53% 27%

69% 33%

Source: CMDCP Consultant’s Estimate

Table B2: Cost Comparison of fuel costs between 2009 and mid 2012 in USD/litter 2.3

Tire costs

In contrast to fuel costs, the tire costs have generally decreased as well as ratio of the financial to economic costs between 2009 and 2012. This may be due to the lower tax rates for tires. Only the tire costs for the large sized tires used on the HGV trucks and large buses have increased. Type of vehicle Make and model

Motorcycle Car LGV MGV HGV Bus Medium Bus Large Honda Toyota Hyundai Isuzu Isuzu Hyundai Hyundai Dream Corolla HD FRR90N CYZ51 250x17 195x15 245x16 825-R20 1100x20 900x20 1100x20

Tire Size Annex 2 ---Table 2.5 (2009) Financial costs, 2009 (US$) Economic costs, 2009 (US$) Ratio of financial to economic costs CMRCP data sources (2012) Financial costs, 2012 (US$) Economic costs, 2012 (US$) Ratio of financial to economic costs Comparison 2009 and 2012 vehicle costs Increase in financial costs in percent Increase in economic costs in percent

$14 $10 1.40

$82 $60 1.37

$178 $130 1.37

$208 $153 1.36

$228 $167 1.37

$218 $160 1.36

$228 $167 1.37

$12 $11 1.10

$77 $70 1.10

$108 $98 1.10

$204 $186 1.10

$387 $352 1.10

$108 $98 1.10

$349 $317 1.10

-14% 9%

-6% 17%

-39% -24%

-2% 21%

70% 111%

-50% -39%

53% 90%

Source: CMDCP Consultant’s Estimate

Table B3: Tire cost comparison between 2009 and mid 2012 in USD per tire 2.4

Crew and maintenance labor costs

Labor costs have increased approximately 40% based on the wage index which is developed utilizing IMF macroeconomic data which includes forecasts the forecast of these parameters through 2017. The wage rate is assumed to rise in proportion to the increase in per capita income.

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Final Report, Detailed Design (Road) Type of vehicle Make and model

Motorcycle Car Honda Toyota Dream Corolla

Crew costs Annex 2 ---Table 2.5 (2009) Number 0 Monthly rate per person, 2009 (US$) Productive hours per year (hours) Cost per productive hour, 2009 (US$/hr) CMRCP data sources (2012) Index wage rated 2009/2012 Crew costs, 2012 (US$) Maintenance Labor cost Annex 2 ---Table 2.5 (2009) Cost per hour, 2009 (US$/hr) $1.00 CMRCP data sources (2012) Index wage rated 2009/2012 1.40 Financial costs, 2012 (US$) $1.40

LGV Hyundai HD

0

MGV HGV Isuzu Isuzu FRR90N CYZ51

Bus Medium Bus Large Hyundai Hyundai

2 $200 1,200 $4.00

2 $240 1,200 $4.80

2 $325 1,200 $6.50

2 $215 1,000 $5.16

2 $300 1,200 $6.00

1.40 $5.60

1.40 $6.72

1.40 $9.09

1.40 $7.22

1.40 $8.39

$3.00

$3.00

$3.00

$3.00

$3.00

$3.00

1.40 $4.20

1.40 $4.20

1.40 $4.20

1.40 $4.20

1.40 $4.20

1.40 $4.20

Source: CMDCP Consultant’s Estimates Table B4: Crew and Maintenance Labor Costs 2.5

Travel time costs

Travel time costs are estimated from the 2009 traffic surveys as follows:   

Work related trips: Work related trips are 30% for all passengers except for motorcycles of which 10% are work related. Personal trips: 70% are personal trips except for motorcycles which are 90%. Time cost: The values for time cost for persons working are given in the Annex 2 spreadsheet as:    

Motorcycle passenger: 1.4 US/hr Car Passenger: 1.9 US$/hr Bus passenger: 1.4 US$/hr Travel time value for personal trips is 0.25 of the above values.

Using the above values, the estimated travel time costs are summarized below and include the estimates made in the Annex 2: Economic Assessment spreadsheet (highlighted in pink). There is considerable difference between the figures that cannot be easily explained. It could easily be a misunderstanding of the methodology used. 2012 travel time costs have been adjusted by increasing the 2009 costs by a factor of 1.4 reflecting the real increase in wage rates.

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Final Report, Detailed Design (Road) Type of vehicle Make and model

Motorcycle Car Honda Toyota Dream Corolla

Capacity Annex 2 ---Table 2.5 (2009) Number of passengers Travel Time Cost working (US$/hr/pax) % Working pasengers Travel Time Cost working passenger (US$/hr/veh) Personal travel 1/4th work time (US$/hr/pax) Travel time cost personal travel (US$/hr /veh) Total passenger travel time cost (US$/hr/veh) Table in Annex 2 - Spreadsheet (US$/hr/veh)

Bus Medium Bus Large Hyundai Hyundai 25 seats

45 steats

1.50 2.40 18.00 $1.40 $1.90 $1.40 0.10 0.30 0.30 0.21 1.37 7.56 0.35 0.48 0.35 0.66 1.52 6.17 0.87 2.88 13.73 0.68 2.71 19.95 Source: CMDCP Consultant’s Estimates

Table B5: Passenger Travel Time Costs for 2009

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28.00 $1.40 0.30 11.76 0.35 9.60 21.36 33.25

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Final Report, Detailed Design (Road)

12.

Financial Plan Update

12.1

Overview The Financial Plan relies on the information provided in the PPTA 2010 Report, Annex 3 – Financial Assessment and discussions with the ADB staff. For this preliminary update of the financial plan, most of the values found in that report have been updated to reflect changing circumstances. They include the following:  





The Base Costs for (Components 1 and 2) have been updated as of 24 September spreadsheet based on the final design. For the civil works of Vam Cong Bridge and Approaches (Component 3) they reflect the updated values in that spreadsheet which will be confirmed when the final designs for this structure are completed in March 2013; The project duration is 4 years for the Vam Cong and 45 months for the Cao Lanh Bridge. The interconnecting road has a construction period of 37 months. Construction of the entire project will be completed in the first quarter of 2017. For price escalation, updated data from the ADB and the WB is utilized.

The financial plan includes a combination of budgetary contribution by the Government of Vietnam (GOV), loans and grants from international development agencies , but it does not include any private financing as the poor financial returns (discussed in the PPTA 2011 Report)29 make the propose project an unattractive investment of the private sector. There are no plans to involve the private sector at this time. The issue of the financial sustainability of the project is reviewed.

12.2

Project Construction and Disbursement Schedules It is anticipated that the construction works will be completed over a four year period. Disbursements follow closely the construction phasing of each component within context of the overall project schedule. The estimated disbursements are based on the following assumptions: 

 

For the civil works, project management and project implementation consultant, the, these costs for Components 1, 2 and 3 are allocated over 45, 37, and 48 month construction period, respectively30; A portion of the resettlement payments will be made in the last quarter of 2012 upon approval of the Resettlement Plan and the balance in 2013; Taxes are computed directly based on the anticipated disbursements;

29

This refers to PPTA 2011, Annex 3:Financial Assessment, section 6.5 Project Financial Analysis, page 29. For the base case with posted tolls, the FIRR was less than -4%. 30 The interconnecting road has considerable float; the award for the construction contracts for this component can be made in the first or second quarter of 2014 without affecting the overall program schedule.

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Based on discussions at the August 2012 PCC Meeting, the construction contracts could be signed in the last quarter of 2013 and the expenditures for 2013 reflect an advance payment of 10 per cent plus some additional expenditures during 2013.

The interconnecting road has considerable float since it can be constructed in 37 months; the award for the construction contracts for this component can be made in the first or second quarter of 2014 without affecting the overall program schedule. However, for the purposes of the financial plan they are shown awarded in 2013. Year 2012 2013 2014 2015 2016 2017 Civil Works Component 1 0% 15% 25% 30% 20% 10% Component 2 0% 15% 30% 35% 20% 0% Component 3 0% 15% 25% 25% 20% 15% Project Management Component 1 0% 15% 25% 30% 20% 10% Component 2 0% 15% 30% 35% 20% 0% Component 3 0% 15% 25% 30% 20% 10% Project Implementation Consultant Component 1 0% 35% 15% 20% 15% 15% Component 2 0% 35% 20% 20% 25% Component 3 0% 35% 15% 20% 15% 15% Other Costs Component 1 100% Component 2 100% Component 3 100% Taxes and Duties Component 1 Component 2 Directly estimated in spread sheet Component 3 Land & Resettlement Component 1 80% 20% Component 2 0% 100% Component 3 100% 0%

2018

Total

0% 0% 0%

100% 100% 100%

0% 0% 0%

100% 100% 100%

0% 0% 0%

100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%

Source: CMDCP Consultant’s Estimates

Table 12-1: Disbursement Schedule

12.3

Financing the Project

12.3.1 Project Costs A summary of the project costs including contingencies and financial charges during construction is found in Table 12.2.

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Item

Component 1

Component 2

Component 3

183.81 1.26 15.98 0.18 18.50 24.88 244.62

155.74 1.12 10.02 0.17 15.68 22.96 205.69

220.58 1.51 14.13 0.17 23.54 28.41 288.35

560.13 3.90 40.13 0.52 57.72 76.25 738.66

26.06 42.02 68.08

21.57 36.56 58.13

30.25 47.39 77.64

77.88 125.97 203.85

12.27 324.96

3.64 267.46

1.16 367.15

17.07 959.57

Total

Base Costs 1

Civil Works

2

Project Management

3

Project Implementation Consultants

4

Other Costs

5

Taxes and Duties

6

Land Acquisition and Resettlement

7

Subtotal, Base Cost Contingencies

8

Physical Contingencies

9

Price Contingencies

10

Subtotal, Contingencies Financial Charges during Construction

11

Subtotal, FCDC

Total Note: Financial charges during construction for the KEXIM component is taken from earlier estimates and will need to be updated. Source: CMDCP Consultant’s Estimates

Table 12-2: Project Costs by Component, in USD millions Based on the above cost estimate, the indicative financing plan for the construction of the three project components is indicated in Table12-3 and shows that an additional 8.8 per cent of additional funding is needed to minimize the gap between costs and the present commitments of the co-financiers. Financial Institution Government of Vietnam ADB KEXIM AusAID Subtotal Gap between costs and commitments

Amount (USD million) 120 372 260 130 882 78

Proportion (%) 14% 42% 29% 15% 100% 8%

Source: Donors, GOV and CMDCP Consultant’s Estimate

Table 12-3: Indicative Financing Plan Since the grant and loan commitments have not increased in proportion to the costs, a gap between the costs and commitments of all parties is roughly USD 78 million.

12.3.2 Price Contingencies To estimate the price contingencies, each activity was broken down according to the likely impact that foreign and local inflationary pressures will have on the costs of completing the works. It is anticipated that the KEXIM component will have a much higher component of foreign costs than the other components for civil works.

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Final Report, Detailed Design (Road) Year Local Civil Works Component 1 45% Component 2 50% Component 3 40% Project Management Component 1 85% Component 2 85% Component 3 85% Project Implementation Consultants Component 1 30% Component 2 30% Component 3 30% Other Costs Component 1 90% Component 2 90% Component 3 90% Taxes and Duties Component 1 100% Component 2 100% Component 3 100% Land Acquisition and Resettlement Component 1 100% Component 2 100% Component 3 100%

Foreign

Total

55% 50% 60%

100% 100% 100%

15% 15% 15%

100% 100% 100%

70% 70% 70%

100% 100% 100%

10% 10% 10%

100% 100% 100% 100% 100% 100% 100% 100% 100%

Source: CMDCP Consultant’s Estimates

Table 12-4: Local and Foreign Components of the Costs

12.3.3 Price Escalation Price escalation during construction is anticipated. The forecasts of local (Vietnamese) inflation rate is based on estimates prepared by the ADB, and the foreign (international) inflation rates as measured by the Manufacturer Unit Value is forecasted by the World Bank and are found in Table 12-5. Year 2012 2013 2014 2015 2016 2017 2018

Foreign 0.9% 1.2% 1.5% 1.6% 1.6% 1.7% 1.7%

Local 9.5% 11.5% 10.0% 8.0% 7.0% 6.0% 6.0%

Sources: ADB “Local” and World Bank “Foreign”

Table 12-5: Forecast of Local and Foreign Inflation Rates Because of the high local inflation rates, price contingencies total about USD 125 million and represents about 13 per cent of the total project costs.

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12.3.4 Financial Charges during Construction (ADB Loan) The loan terms are outlined in the PPTA 201i study and are updated to reflect recent data; they are summarized in Table 12-6. The ADB loan will be funded through the Ordinary Capital Resources (OCR). The Australia funded portion is offered as non-refundable aid. The Korean financing will be vetted through the KEXIM; the exact conditions have not been finalized. The Vietnamese funds are in the form of a budgetary grant. Source

ADB KEXIM

Interest rate (% pa) 1.02 1.005

Repayment (in years) 25 40

Amortization Annuity Annuity

Grace Period (years) 10 5

Fees Front end No No

Fees Commitment 0.75% 0.10%

Interest Capitalized Yes Yes

Source: PPTA 2011

Table 12-6: Loan Terms in the PPTA Final Report of 2011 The loan term is now assumed to be 30 years with a grace period of between 5 and 8 years. Recently, the ADB has introduced the Maturity Based Pricing as part of its determination of the interest rate. For loans of longer maturity, the interest rate during the grace period and repayment period are affected. The average loan maturity is over 19 years for a grace period of either 5 or 8 years, which results in an additional charge of 20 basis points over the life of the loan. The interest rate for the ADB portion of the loan is estimated in Table 12-7 as follows: Interest Rate Estimate LIBOR RATE OCR PREMIUM MATURITY BASED PRICING INTEREST RATE

Basis Points 86.5

% 0.8650%

40 20

0.4000% 0.2000%

146.5

1.4650%

Remarks Based on 5 year USD fixed swap rate as a proxy for LIBOR rate as of 14 Sept 2012 ADB policy Based on an average maturity of over 16 years Annual rate Source: The CMDCP Consultant’s Estimates

Table 12-7: Interest Rate Determination during the Grace Period – ADB ADB charges a commitment fee of 15 basis points or (0.15%) for the undisbursed loan balance. The details of the KEXIM financing have not been made known to the CMDCP Consultant, and the values used are taken from earlier estimate31. The total interest and commitment fees for the ADB financed portion of the project is estimated in Table 12-8.

31

The cost estimates attached to the MOU dated September 2010

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SUMMARY by Year 2012 2013 2014 Component 1 0.00 34.18 60.51 Component 2 0.00 16.72 34.53 Component 3 0.00 0.00 0.00 Total 0.00 50.89 95.04 FINANCIAL CHARGES DURING CONSTRUTION YEAR 2012 2013 2014 Interest Charges 0 0 Loan Balance 0 0 Loan Balance at beginning of year 50.89 Loan Balance at end of year 50.89 145.93 Average 50.89 98.41 Interest per year 0.75 1.44 Commitment Fee 2013 2014 Undisbursed loan balance Undisbursed loan balance at beginning of year 0.00 321.11 Undisbursed loan balance at end of year 321.11 226.07 Average 160.55 273.59 Fee by year 0.24 0.41 Total FCDC ADB Loan 0.99 1.85 FCDC by component & year 2013 2014 Component 1 0.66 1.18 Component 2 0.32 0.67 Component 3 0.07 0.14 Project FCDC Component 3 0.00 0.00 FCDC 0.99 1.85

2015 76.32 42.34 0.00 118.66

2016 53.34 25.60 0.00 78.94

2017 27.74 0.00 0.00 27.74

2018 Subtotal 0.00 252.08 0.00 119.18 0.00 0.00 0.00 371.27

2015 2016 2017 0 0 0 0 0 0 145.93 264.59 343.53 264.59 343.53 371.27 205.26 304.06 357.40 3.01 4.45 5.24 2015 2016 2017

2018 Total 0 0 0 0.00 0.00 0.00 0.00 14.88 2018 Total 0.73 0.73 0.73 0.00 1.03 0.00 15.91 2018 Total 0.00 12.27 0.00 3.64 0.00 1.16 17.07 0.00 0.00 0.00 15.91

226.07 107.41 107.41 28.47 166.74 67.94 0.25 0.10 3.26 4.56 2015 2016 2.10 3.08 1.16 1.48 0.24 0.33 0.00 3.26

0.00 4.56

28.47 0.73 14.60 0.02 5.26 2017 5.26 0.00 0.38 0.00 5.26

Source: The Consultant’s Estimates

Table 12-8: ADB Portion – Estimation of the Financial Charges during Construction, in USD million

12.4

Summary of the Financial Plan The following series of tables summarize the financial plan for each component of the project; they differ to some degree from the financial plan prepared for the PPTA since price escalation has been estimated for Component 3 in the same manner as Components 1 and 2. A financial Gap of 78 million USD is identified in Table 12-3, a more complete understanding of how it is derived is found in Table 12-9. To fund this gap, all parties will need to increase their financial commitments to the project. The international financial institutions (IFI), ADB, AusAID and KEXIM, are more willing to fund Civil Works. In this respect, the civil works for Components 1 and 2 are shown to be funded entirely by the IFIs. Taxes and land acquisition & resettlement are large components of the project’s costs and will either have to receive assistance from the IFI or be funded by the GOV. If this is not possible, the GOV will need to increase its financial commitments to the project. For example, in the Table 12.9, the disbursements by GOV in the first two years are shown to be 67m USD; they will not cover the full cost of Land Acquisition and Resettlement estimated to be more than 76m USD without contingencies.

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Item 2012 2013 2014 2015 Projct Costs Component 1 21.89 49.22 67.49 86.22 Component 2 0.00 63.14 67.88 83.40 Component 3 31.25 48.96 78.51 85.29 Total Costs 53.15 161.32 213.88 254.90 Disbursement of the ADB loan by year Component 1 0.00 34.18 60.51 76.32 Component 2 0.00 16.72 34.53 42.34 Component 3 0.00 0.00 0.00 0.00 Total ADB 0.00 50.89 95.04 118.66 Disbursement of the AusAID grant by year Component 1 0.00 7.12 3.23 4.54 Component 2 0.00 17.58 30.05 36.65 Component 3 0.00 0.00 0.00 0.00 Total AusAID 0.00 24.70 33.28 41.19 Disbursement of the KEXIM Loan by year Component 1 0.00 0.00 0.00 0.00 Component 2 0.00 0.00 0.00 0.00 Component 3 0.00 38.79 60.33 64.63 Total KEXIM 0.00 38.79 60.33 64.63 Balance without GOV funding Component 1 21.89 7.26 2.57 3.26 Component 2 0.00 28.53 2.63 3.25 Component 3 31.25 10.09 18.04 20.43 Balance 53.15 45.88 23.24 26.93 GOV Budgetary disbursements GOV disbursements53.15 24.04 12.18 14.11 Financial Gap by year Financial Gap w/o FCDC 21.8 11.1 12.8 FCDC - ADB 0.99 1.85 3.26 FCDC - KEXIM 0.07 0.14 0.24 FCDC 1.1 2.0 3.5 Financial Gap 22.9 13.1 16.3

2016

2017

62.26 37.89 53.05 0.00 69.79 53.35 185.10 91.24

2018 Subtotal 0.00 0.00 0.00 0.00

324.98 267.46 367.15 959.59

53.34 25.60 0.00 78.94

27.74 0.00 0.00 27.74

0.00 0.00 0.00 0.00

252.08 119.18 0.00 371.27

3.57 24.01 0.00 27.59

3.71 0.00 0.00 3.71

0.00 0.00 0.00 0.00

22.18 108.29 0.00 130.47

0.00 0.00 53.76 53.76

0.00 0.00 42.53 42.53

0.00 0.00 0.00 0.00

0.00 0.00 260.04 260.04

2.28 1.96 15.70 19.93

1.18 0.00 10.44 11.62

0.00 0.00 0.00 0.00

38.44 36.36 105.95 180.75

10.44

6.09

0.00

120.00

9.5 4.56 0.33 4.9 14.4

5.5 5.26 0.38 5.6 11.2

0.0 0.00 0.00 0.0 0.0

60.75 15.91 1.16 17.1 77.82

Source: CMDCP Consultant’s Estimates

Table 12-9: Summary of the Financial Plan by Source of Funding and by Year, in USD million Of considerable interest are the assumptions made regarding the allocation of funds by the co-financiers of the project to specific cost items. The working assumptions are summarized in Table 12-10 through 12 by components and should be the starting point of further discussions on this topic. These assumptions need to be discussed with the IFI individually and collectively. It is the understanding of the CMDCP Consultant that ADB might be willing to fund Project Management, Other Costs and possibly and Taxes. Because of the values in the table are in whole per cent, the values highlighted in yellow in Table 12-9 are slightly more or less than the commitments. Page 268 of 271

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Final Report, Detailed Design (Road) The column identified as GOV includes funds for the financial gap. Item

Component 1 AusAID KEXIM 0% 0%

Civil Works

ADB 100%

GOV 0%

Project Management

100%

0%

0%

0%

Project Implementation Consultants Other Costs Taxes and Duties Land Acquisition and Resettlement

0% 100% 55% 0%

100% 0% 0% 0%

0% 0% 0% 0%

0% 10% 45% 100%

Source: CMDCP Consultant’s Estimates

Table 12-10: Allocation of Funds for Component 1 Item Civil Works Project Management Project Implementation Consultants Other Costs Taxes and Duties Land Acquisition and Resettlement

ADB 53% 100% 0% 100% 55% 0%

Component 2 AusAID KEXIM 47% 0% 0% 0% 100% 0% 0% 0% 0% 0% 0% 0%

GOV 0% 0% 0% 0% 45% 100%

Source: CMDCP Consultant’s Estimates

Table 12-11: Allocation of Costs for Component 2 Item Civil Works Project Management Project Implementation Consultants Other Costs Taxes and Duties Land Acquisition and Resettlement

ADB 0% 0% 0% 0% 0% 0%

Component 3 AusAID KEXIM 0% 85% 0% 0% 0% 100% 0% 0% 0% 0% 0% 0%

GOV 15% 100% 0% 100% 100% 100%

Source: CMDCP Consultant’s Estimates

Table 12-12: Allocation of Costs for Component 3

12.5

Financial Sustainability This section answers the question of: “Will the projected toll revenues be able to sustain the project’s operating and maintenance cost over its 20 to 25 year analysis period? The answer to this question is a robust “yes”. The consultant understands that the tolls collected will be placed directly into a MOF account. The annual operating and maintenance costs will funded from the GOV budget through the MOT. Thus, CL CIPM, the operator of the bridges and interconnecting road will act on behalf of the MOT, the owner of the infrastructure.

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12.5.1 Traffic and Tolls Traffic Data: The traffic data is taken directly from the PPTA 2011 forecasts. Tolls: The tolls are based on the present ones utilized on the My Tuan and Can Tho bridges. The My Tuan tolls are based on a MOF decree dating from 2004 and have not been adjusted since then. The Can Tho tolls were introduced in 2010 when the bridge was open and are higher than the My Tuan tolls as shown in the table below. Vehicle Description

1 2 3 4 5 6 7

Motorcycle Lambretta, farm tractors, Car < 12 seats Bus >12 seats to < = 30 seats Bus > 31 seats Truck > 4 to 10 tons Truck > 10 tons to 18 tons or 1 (20foot container = 1 TEU) Truck > 18 tons or 2 TEU or 40’

My Tuan Bridge Toll Rates in VND 1,000 4,000 10,000 15,000 22,000 22,000 40,000

Can Tho Bridge Toll Rates in VND Free

Designation For the Analysis

15,000 22,000 30,000 30,000 50,000

Motorcycle --Car Bus 1 Bus 2 Truck 1 Truck 2

80,000

100,000

Truck 3

Notes: 1. My Tuan Bridge rates based on Ministry of Finance Circular No. 90/2004/TT-BTC (07/09/2004) and 2. Can Tho rates are those publically posted.

Table 12-13: Toll Rates for My Tuan and Can Tho Bridges In both cases, tolls are not collected from motorcycles. Presently, the motorcycle rates for using the ferry are:  

Con Lanh Ferry: Vam Cong Ferry:

4,000 VND/vehicle 5,000 VND/vehicle

For the purpose of this analysis, the Can Tho toll rates are utilized for the Vam Cong Bridge and those of the My Tuan Bridge for the Cao Lanh Bridge. The theory is that higher rates should be utilized for the more expensive bridge. For motorcycles, two scenarios are considered:  

Scenario 1: No toll rate for motorcycles over the life of the project; Scenario 2: 3,000 VND per motorcycle.

Since the traffic data includes one category of buses and of trucks, a weighted toll rate for each type of vehicle is assumed over the life of the project to reflect greater use of larger trucks and buses over time.

12.5.2 Costs Capital costs are taken directly from the summary cost table, Table 12.2, and include taxes and price contingencies. Operating and maintenance costs are taken directly from the PPTA 2011 report and are summarized below:

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Items Cao Lanh Bridge & Approaches Interconnecting Road Type of O&M Routine PeriodicRehabilitation Routine Periodic Rehabilitation Maintenance (% of Initial Cost) 0.1% 2.0% 3.0% 1.0% 10.0% 40.0% Operation of toll facility 0.05% O&M Frequency Periodicity Annual 5 years15 years Annual 7 Years 20 years

Vam Cong Bridge & Approaches Routine Periodic Rehabilitation 0.1% 2.0% 3.0% 0.05% Annual 5 years15 years

Source: PPTA 2011, Annex 3: Financial Assessment

Table 12-14: Project Operating & Maintenance Cost Assumptions for the Financial Plan The O&M costs for the bridges are similar those used in the economic analysis. However, the road costs are substantially higher. As will be seen below, they do not to adversely impact the sustainability of the project.

12.5.3 Cash Flow Analysis The net present values (NPV) are used as the key indicators of financial sustainability of the project and represents the difference between the revenues and the operating and maintenance costs. This cash flow analysis is done for 20 and 2532 year periods since the impact of the high cost of the “Rehabilitation” of the Interconnecting Road impacts the outcome of the analysis. Scenario 1: Scenario 2: Scenario 3:

NPV25

$52.75

with no motorcycle tolls

NPV20

$42.69

NPV25

$94.18

NPV20

$80.24

NPV25

$4.66

The tolls can be reduced by 33 %

NPV20

($0.10)

and no motorcycle tolls collected

with motorcycle tolls at 3,000 VND

Source: CMDCP Consultant’s Estimates

Table 12-15: Financial Sustainability with NPV in millions of USD For Scenarios 1 and 2, the high NPVs for the 25 and 20 year analysis periods indicate that revenues more than cover the operating and maintenances costs. In the case of Scenario 3, tolls can be reduced by up to 33 per cent in order for the NPV for 20 years to be equal to zero; this NPV value is computed without revenues from motorcycles.

32

2017 through 2041

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