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Study on Economic Partnership Projects
in Developing Countries in FY2013
Study on the Highway Bridge in the New Urban Area
of Hai Phong, the Socialist Republic of Vietnam
Final Report
【SUMMARY】
February 2014
Prepared for:
The Ministry of Economy, Trade and Industry
Ernst & Young Shin Nihon LLC
Japan External Trade Organization
Prepared by:
Chodai Co., Ltd.
IHI Infrastructure Systems Co., Ltd.
Mitsubishi Corporation
Nippon Steel & Sumitomo Metal Corporation
(1) Background and Necessity of the Project
1) Background of the Project
The socialist Republic of Viet Nam (hereinafter referred to as “Vietnam”) enacted the Doi Moi (Renovation Policy
in 1986 and began obtaining its effects around 1989. After that, economic grouth in Vietnam continued as high as
9% for the years of 1995 and 1996. In 1997, however, tendencies such as slow-down of the growth rate surfaced
and foreign direct investment abruptly decreased under the impact of the Asian economic crisis, thereby decreasing
the growth of rate to 4.8% in 1999. In 2010, the growth rate recovered to 6.8%, the level before the crisis, because
the governmental policies of economic stimulus and monetary easing (interest rate of 4%) worked well, which came
into effect in 2009. However, due to monetary restraint by the Vietnamese government for inflation control, the
growth rate slowed down to 5.9%. The economic growth rate of Vietnam in 2012 was 5.0%, which was below both
the government’s original goal of 6.0% and the downward-revised goal of 5.2%. On the other hand, the raise of
consumer price index remained 9.2% in yearly average, lower than the government goal of 10.0%. Exchange rate
against US dollars maintains 20,800 (VND (Vietnam Dong) / USD (US Dollar)). These infer that the
macroeconomy of Vietnam remains stable. Trade balance turned to surplus after 19 years.
Hai Phong city is the third largest city of Vietnam, located in the northern part of the country, approximately
100km away in the east side from Ha Noi.
Hai Phong city is proceeding the urban development based on “the Amendment of Haiphong Construction
Master Plan to 2025 and Vision to 2050” (approved by the prime minister in September 2009). This master
plan aims to develop Hai Phong city to be a modern industrial city based on science technologies, targeting to
urbanize 90 ~ 95% of the city.
Figure S1 Hai Phong City Master Plan
Source: Hai Phong City Master Plan
2) Necessity of the Project
The master plan includes the followings:
k
m
Development area
Industrial area
Government/
Public facility
Lach Huyen port Ha Noi –Hai Phong Expressway
Cam river Dinh Vu industrial parks
Existing city area
Cat Bi airport
North urban development area
Nomura-Haiphong Ind. zone
3rd ring road
2nd ring road
• Port development-demolition of existing Hai Phong port and its function relocation to Dimh Vu port and
Lach Huyen port.
• Urban development–development of urban area in the north of Cam river and relocation of administrative areas.
• Development of large industrial parks in Dinh Vu area and the north area of Cam river– in addition to the
existing Nomura-Haiphong Industrial Zone.
• Diversification of means of transport such as:
Formulation of highway network – such as Ha Noi–Hai Phong Expressway, 2nd and 3rd ring roads
Internationalization of Cat Bi airport and new construction of Tien Lang airport
The Project intends to secure the linkage for the newly developed city area at the north of Hai Phong city
among the existing city area and new city area including administrative district embracing approximately
200,000 of daytime population, securing access function ring roads and urban arterial highways with two of
long span bridges such as Vu Yen bridge and Nguyen Trai bridge and additionally intends to aim for
promotion of urban development and enticement/functional extension of industrial campus, for which
Japanese firms would participate, based on access improvement for Lach Huyen port being constructed by
Japan's ODA. Herein, further economic growth will be advanced, improving road traffic network of Hai
Phong city in conjunction with precedent infrastructure development of ocean, sky and river.
In case that the Project is not be implemented, because the existing urban arterial highways crossing Cam river
between new and old city areas are only connected by Binh bridge constructed by Japan's ODA in 2005,
cable-stayed bridge with 4 lanes, and Kien bridge constructed by Japan's yen loan in 2003, cable-stayed bridge with
2 lanes, the pre-feasibility study implemented by AECOM in 2013 reported that serious stagnation of urban
function would be caused due to excess of allowable traffic volume of the existing bridges as of 2025 against
increased vehicle volume resulted by development of new city area, north side industrial campus and new
administrative district. The traffic jam caused by shortage of crossing-river bridges will affects the lives of Japanese
and local workers in Japanese firms constituting majority of the new industrial campus, which may bring economic
losses such as reduction of logistics and productivity. Therefore, adequate securement of commuting traffic network
as well as urban arterial highway aiming for efficient logistics to Lach Huyen port is requisite development.
Figure S2 Project location
Source: Hai Phong City Master Plan
Photo-S1 shows the north development area model in VSIP office. The project location of Nguyen Trai bridge
and Vu yen bridge is shown in Photo-S2, S3. The Construction condition of Ha Noi-Hai Phohg Expressway
which the south approach of Vu Yen Bridge will be connected is shown in Photo-S4.
Photo S1 North Development Area Model Photo S2 Project Location of Nguyen Trai Bridge
Source: Study Team
Source: Study Team
Photo S3 Project Location of Vu Yen Bridge Photo S4 The Construction condition of Ha Noi-Hai
Phohg Expressway
Source: Study Team
Source: Study Team
(2) Basic Policy for determining the contents of the project
1) Scope of the Project
The target two bridges are defined as important installations of the ring road plan of Hai Phong city and are located on
the major route on the basis of the city development master plan "Amendment of Hai Phong Construction Master Plan
to 2025 and Vision to 2050" approved by the government of Vietnam in 2009. For Vu Yen Bridge, DOT of Hai Phong
City prepared a study report in 2012 and for Nguyen Trai Bridge AECOM, which is a Singaporean consultant,
prepared a study report in 2013. In this report, The report by DOT of Hai Phong City is described as "Vu Yen Bridge
Study Report" and the report by AECOM is described as "Nguyen Trai Bridge Study Report".
The location of the bridges are located as follows:
Vu Yen Bridge: Crossing Cam river in the overlap section of the second and third ring roads at Hai Phong city.
Bridge Location
Bridge Location
Cable-Stayed Bridge, Bridge length L=640m, Center Span 300m, Approach bridges L=785m+800m, total
length 1,585m.
Nguyen Trai Bridge: Directly connected among new and existing city area, administrative districts, north side
industrial campus and Cat Bi airport. Cable-Stayed Bridge, Bridge length L=630m, Center Span 290m,
Approach bridges L=240m x 2, total length 480m.
The Project consists of the following elements:
- Approach Road
- Main Bridges (Cable-Stayed bridges)
- Approach Bridge
Because it was considered that the bridge site planned on Hai Phong development master plan was validid, the
bridge site for Vu Yen Bridge and Nguyen Trai Bridge was the same as the master plan. The scope of the
Project included in the city development master plan of Hai Phong City as a major route is proper scope from
the point of view of constructability and existing condition with neighboring work sections.
Figure S3 and S4 shows the project location respectively.
Figure S3 Scope of the Project (Vu Yen Bridge)
Source: Study Team
Figure S4 Scope of the Project (Nguyen Trai Bridge)
Source: Study Team
L=785m L=640m
L=800m
Total L=2,225m
L=240m L=630m L=240m
Total L=1,110m
2) Outline of the Project
a) Road Standard, Design Speed
Road Standard: TCVN 4054: 2005 (Highway-Specifications for Design)
Design Speed: V=100km/h
b) Road Width
Following cross sections connecting to bridges and approach roads are shown below:
Figure S5 Location of Approach Roads and Standard Cross Sections
Source: Hai Phong City Master Plan
b)-1. Vu Yen Bridge
Figure S6 South Side (a)
Source: DOC Hai Phong
Figure S7 North Side (b)
Source: DOC Hai Phong
チーバイ河 (a)
(b)
(c)
(d)
Figure S8 Bridge
Source: Study Team
b)-2. Nguyen Trai Bridge
Figure S9 South Side (c)
Source: Study Team
Figure S10 North Side (d)
Source: DOC Hai Phong
Figure S11 Bridge
Source: Study Team
3) Basic Policy for determining the contents of the project
a) Traffic Demand Forecasting
The significant population growth is expected in Hai Phong city through an economic growth with Lach
Huyen port construction and urban development in the Northern area of Cam River.
Especially, forecast population in Thuy Nguyen district which is located in Northern area of Cam River is
251,000 in 2025 (about 240,000 increase from 16,000 in 2009).
From the above, the chronic traffic congestion is predicted to occur in both existing bridges, Kien bridge and
Binh bridge, and it interfere daily activities of local residents and distribution activities of companies.
In this study, traffic demand forecast was made to evaluate the necessity of Nguyen Trai bridge and Vu Yen
bridge construction and the effect (included calculation for economic analysis).
Urban development master plan approved by Hai Phong city in 2009 predicted traffic demand based on a
traffic survey which is studied in 2004 and prepared future OD tables for 2020 and 2030 and future network.
b) Natural Condition
b)-1. Geographical and Geological Conditions
Natural low-lying area by mangrove coast is distributed around geographical condition around the bridge
location. For geological condition along Cam river, sensitive clay is accumulated until the depth of GL-30m.
The ground base of such the low-lying area tends to effect geologically particularities such as Change of
pure water pressure attended by transition of ground water, erosion effected by flowing water and ocean
waves, softening by interfusion and immersion, Salinity eluviations/ accumulation and Shrinkage/
hardening by aridity. Therefore, the following items may be recommendable to be studied for technical
examination for foundations on the neighboring ground base.
- Settlement/ deformation due softening of ground stiffness
- Reduction of bearing capacity due to decrease of effective stresses in fracture face
b)-2. Earthquake
For seismic design for structures, Vietnam Standards, SPECIFICATION BRIDGE DESIGN 22
TCN-272-05, is applied. As the horizontal seismic coefficient, Seismic Zone 3 is determined. Load factor
design method is utilized in consideration of the coefficients corresponding to elastic wave velocity of the
ground and damping characteristic designated by each structure.
b)-3. Navigation Clearance
Based on discussions with the Ports and Harbors Bureau, the following navigational clearances are required.
With regard to the navigational clearance of Nguyen Trai bridge, official letter No. 1522/CVHHHP-PC
dated November 29th 2013 (See Appendix-3), the major point of which is "Hoan Dieu Harbor located
upstream of the bridge will be relocated downstream of the Cam River after 2025; however, careful
attention should be paid in planning to the fact that existing harbors will be used by pleasure ships or
foreign military vessels" was issued. Therefore, in the Project a navigational clearance of 25m will be
applied to Nguyen Trai bridge. In addition, the result of study about the case that 45m of navigation
clearance will be applied to Nguyen Trai Bridge is also shown.
Table S1 Navigational Clearances in the Project
Bridge Vu Yen Br. Nguyen Trai Br.
Target Vessel*1
20,000DWT 20,000DWT(5,000DWT)
Clearance (H)*2 Hmax5%(+1.75m)+ 45.0m Hmax5%(+1.14m)+45.0m( 25.0m)
Width (B) 80m 80m
*1: When the Preparatory Survey will be carried out, it is necessary to investigate the marine traffic
conditions for use of port and delay of harbor transfer. HPPC suggests the possibility that the navigation
clearance, H=30m-35m, will be adopted for the ship which is from 10,000DWT to 15,000 DWT.
*2: The water levels at Vu Yen Bridge and Nguyen Trai Bridge apply to the water levels at Binh Bridge and
Bach Dang Bridge*3
, respectively.
*3: Ha Long - Hai Phong road (Official name: The road to be connected between Ha Long and the Hanoi-Hai
Phong highway), which is planned in Quang Ninh Province, is in approximately 25km length. Bach Danh
bridge will be constructed on the highway.
Source: Study Team
b)-4. Air space
The air space of Vu Yen bridge basically has 45m due to the location where the horizontal surface of the Cat
Bi airport is, however, the air space, 95m, will be adopted because Bach Danh bridge has been approved on
the same limitations. And then, Nguyen Trai bridge does not significantly affect the bridge plan since the
distance from the airport becomes 7,000 m or more.
b)-5. Other Natural Conditions
Data and information for other natural conditions, such as for climate/weather, river characteristics, wind
velocity/direction, were collected during the site survey. This study considered the data and information.
4) Examination of Technical Approach
a) Bridge Type and Span Arrangement
a)-1. Selection of Main Bridge Type
For the main bridge crossing Cam river, applicable bridge types are pointed as candidates, and then, the
most appropriate type is selected among them..
The length of center span should be determined as more than 300m for Vu Yen bridge and 290m for Nguyen
Trai bridge, considering navigation width of W=80m, scale of foundations and lateral clearance. The
applicable bridge types can be pointed as following three types
Case 1: Cable-Stayed Bridge
Case 2: Arch Bridge
Case 3: Self-Anchored Cable Suspension Bridge
The comparison study is shown in Table S2 and S3. As a result of the study, the cable-stayed bridge was
selected as the most suitable type of bridge from the perspective of economic efficiency and maintainability.
Vu Yen Bridge Study Report and Nguyen Trai Bridge Study Report are reviewed and selectable studies are
carried out, the results that a concept design was carried out are shown in Table S6 and S7.
Table S2 Comparison Study of Main Bridge(Vu Yen Bridge)
Bridge Type Evaluation
Ty
pe-
1
Cost Efficiency 1.00
Superstructure 288,033JPY/m2, Substructure
187,367JPY/ m2
Structural Efficiency
Steel-PC Composite Cable Stay bridge with Double-I-Shape
Girder. Pylon and Slab (PC). The standard span length
is from 130m to 450m, so that there is no problem
structurally.
Workability
The cantilever method is adopted as a erection method. It is possible to
minimize the inhibition of river traffic during the
construction.
Maintenance
Long-term anticorrosive coating(Flluorine series) are applied. In case of
application of such the coating, painting life will be 20
to 30 years under partial repainting. The repainting can
carried out using a inspection vehicle.
(Recommendable Bridge Type)
Type-
2
Cost Efficiency 1.20
Superstructure 573,840JPY/m2, Substructure 335,446JPY/ m2
Structural Efficiency
Arch bridge has structural properties which is high
rigidity and excellent cross-section efficiency. A
tied arch type is selected in the long arch bridge as
the horizontal force increases.
Workability
The large erection method is adopted as a erection method. The
adjustment with river administrator is required.
Maintenance
Same to Case-1, long-term anticorrosive coating is applied. The
repainting needs a scaffolding to be installed to parts of arch, so that the
traffic restriction is needed during the work.
Type-
3
Cost Efficiency 1.35
Superstructure 548,306JPY/m2, Substructure 217,027JPY/ m2
Structural Efficiency
It is the type to fix the cable at both ends of the
girder without anchorage. Therefore, large
compressive force is working to the girder. The
standard span length is from 150m to 2000m, so
that there is no problem structurally.
Workability
The girder needs a support during the construction, so that the effect on
river traffic is high.
Maintenance
Same to Case-1, long-term anticorrosive coating is applied. The
repainting is required to apply inner surface because of the box girder.
Source: Study Team
Table S3 Comparison Study of Main Bridge(Nguyen Trai Bridge)
Bridge Type Evaluation
Ty
pe-
1
Cost Efficiency 1.00
Superstructure 288,033JPY/m2, Substructure 187,367JPY/ m2
Structural Efficiency
Steel-PC Composite Cable Stay bridge with Double-I-Shape Girder.
Pylon and Slab (PC). The standard span length is from 130m to 450m, so
that there is no problem structurally.
Workability
The cantilever method is adopted as a erection method. It is possible to
minimize the inhibition of river traffic during the construction.
Maintenance
Long-term anticorrosive coating(Flluorine series) are applied. In case of
application of such the coating, painting life will be 20 to 30 years under
partial repainting. The repainting can carried out using a inspection
vehicle.
(Recommendable Bridge Type)
Typ
e-2
Cost Efficiency 1.20
Superstructure 573,840JPY/m2, Substructure 335,446JPY/ m2
Structural Efficiency
Arch bridge has structural properties which is high rigidity and excellent
cross-section efficiency. A tied arch type is selected in the long arch
bridge as the horizontal force increases.
Workability
The large erection method is adopted as a erection method. The
adjustment with river administrator is required.
Maintenance
Same to Case-1, long-term anticorrosive coating is applied. The
repainting needs a scaffolding to be installed to parts of arch, so that the
traffic restriction is needed during the work.
Type-
3
Cost Efficiency 1.35
Superstructure 548,306JPY/m2, Substructure 217,027JPY/ m2
Structural Efficiency
It is the type to fix the cable at both ends of the girder without
anchorage. Therefore, large compressive force is working to the girder.
The standard span length is from 150m to 2000m, so that there is no
problem structurally.
Workability
The girder needs a support during the construction, so that the effect on
river traffic is high.
Maintenance
Same to Case-1, long-term anticorrosive coating is applied. The
repainting is required to apply inner surface because of the box girder.
Source: Study Team
(3) Outline of the Project
1) Construction Cost
A preliminary total project cost is shown in Table S4 and Table S5. The preliminary total project cost for Vu
Yen Bridge is estimated approximately 23.6 billion yen (4 trillion 783.7 billion Vietnam Dong), for Nguyen
Trai Bridge is estimated approximately 19.2 billion yen (3 trillion 891.5 billion Vietnam Dong), in case that
45m of navigation clearance for Nguyen Trai Bridge is estimated approximately 25.1 billion.
Table S4 Preliminary Total Project Cost for Vu Yen Bridge
Source: Study Team
Table S5 Preliminary Total Project Cost for Nguyen Trai Bridge
Source: Study Team
JPY
(Mill.)
VND
(Mill.)
Equivalent
JPY(Mill.)
Equivalent
VND(Mill.)
Construction Cost 12,479 767,856 16,265 3,299,096
Consultant Fee 10% 1,248 76,786 1,627 329,910
Contingency 10% 1,248 76,786 1,627 329,910
Sub Total 14,975 921,427 19,518 3,958,915
Land Acquisition - - - -
Administration Cost 5% - 164,955 813 164,955
Value Added Tax(VAT) 10% - 329,910 1,626 329,910
Import Tax 10% - 329,910 1,626 329,910
Sub Total - 824,774 4,066 824,774
Total 14,975 1,746,201 23,584 4,783,689
Item
JPY
(Mill.)
VND
(Mill.)
Equivalent
JPY(Mill.)
Equivalent
VND(Mill.)
Construction Cost 9,346 512,203 11,872 2,407,947
Consultant Fee 10% 935 51,220 1,187 240,795
Contingency 10% 935 51,220 1,187 240,795
Sub Total for 25m 11,215 614,644 14,246 2,889,536
Sub Total for 45m (13,663) (1,117,852) (19,175) (3,889,295)
Land Acquisition - 400,000 1,972 400,000
Administration Cost 5% - 120,397 594 120,397
Value Added Tax(VAT) 10% - 240,795 1,187 240,795
Import Tax 10% - 240,795 1,187 240,795
Sub Total - 1,001,987 4,940 1,001,987
Total for 25m 11,215 1,616,630 19,186 3,891,523
Total for 45m (13,663) (2,328,121) (25,141) (5,099,565)
Item
2) Calculation of Ratio of Material, Equipment and Others of Japan Origin
Table S6 shows the calculation of a ratio of material, equipment and others of Japan origin based on the guidelines
prepared by relevant ministries of Japan. As shown in the table, the 30% condition for STEP scheme is satisfied.
Table S6 Ratio of material, equipment and others of Japan origin
Source: Study Team
3) Overview of Preliminary Economic/Finance Analysis
a) Economic Analysis
In order to evaluate the effectiveness of this project from the viewpoint of the national economy, a
comparative analysis of economic cost and benefit both in the case of executing the project (With the project)
and not executing the project (Without the project) is carried out.
In the project, the object of analysis has two bridges which are Vu Yen Bridge and Nguyen Trai Bridge, so the
comparative analysis is carried out on three scenarios as follows to evaluate the effectiveness of both projects.
Both Nguyen Trai Bridge and Vu Yen Bridge will be constructed
Only Nguyen Trai Bridge will be constructed and Vu Yen will be not
Only Vu Yen Bridge will be constructed and Nguyen Trai will be not
As the evaluation indices, Economic Internal Rate of Return (EIRR), Benefit Cost Ratio (B/C) and Net Present
Value (NPV) are applied.
Cost JPY (Mill) Remark
Material 1,171 Sub total estimated in Table 8-2
Steel Girder 4,061 Fabrication, Erection, Stay Cable (Materials and Installation Cost )
Wind tunnel test 20 Contain test Model
Steel Pipe 2,848 SPSP and Screwed Pipe (Material and Installation Cost)
Total (i) 8,100 About 81 hundred-millions
16,265 About 163 hundred-millions
49.8% >30% ①/②
Cost JPY (Mill) Remark
Material 743 Sub total estimated in Table 8-2
Steel Girder 4,001 Fabrication, Erection, Stay Cable (Materials and Installation Cost )
Wind tunnel test 20 Contain test Model
Steel Pipe 1,415 SPSP and Screwed Pipe (Material and Installation Cost)
Total (i) 6,179 About 62 hundred-millions
11,872 About 118 hundred-millions
52.0% >30% ①/②
47.5% >30%Ratio (H=45m)
Total Project Cost (ii)
Ratio (H=25m)
Ratio
Nguyen Trai Bridge
Item
Cost forJapanese
Technology
Vu Yen Bridge
Item
Cost forJapanese
Technology
Total Project Cost (ii)
The result being analyzed based on the benefit and the cost is shown in Table S7, S8, S9. When compared
with social discount rate of Vietnam, this project is considered to be economically feasible.
Table S7 Results of cost benefit analysis
Case B/C Ratio N.P.V EIRR
Both Nguyen Trai Bridge and Vu Yen
Bridge will be constructed 12.09 412.42 million USD 17.9%
Only Nguyen Trai Bridge will be
constructed and Vu Yen will be not 14.27 237.82 million USD 19.8%
Only Vu Yen Bridge will be constructed
and Nguyen Trai will be not 19.30 471.98 million USD 25.4%
Source: Study Team
In the elements assumed for the economic analysis, variable factors are included in each element and some
elements are based on simple assumptions.
As a sensitivity analysis, some margin will be given in accordance with such variable factors and by finding
out how the result of the analysis will vary; the stability of the feasibility of this project will be confirmed.
From the results of analysis shown in the table below, the value of EIRR exceeds 9.3% even in the case of
20% construction cost increase or 20% benefit decrease in either scenario, so the possibility of realization of
this project is high.
Table S8 Result of Sensitivity Analysis
Case Benefit Construction Cost
-20% 0% 20%
Both Nguyen Trai Bridge and Vu Yen
Bridge will be constructed
20% 24.3% 20.6% 17.9%
-20% 17.9% 15.1% 13.1%
Only Nguyen Trai Bridge will be
constructed and Vu Yen will be not
20% 26.7% 22.7% 19.8%
-20% 19.8% 16.8% 14.6%
Only Vu Yen Bridge will be constructed
and Nguyen Trai will be not
20% 34.1% 29.0% 25.4%
-20% 25.4% 21.5% 18.8%
Source: Study Team
b) Financial Analysis
The value of FIRR of this project is a positive value in either scenario, however, there is no financial feasibility of
this project because it has less than 9.3%, which is long-term interest rate of Vietnam. On the other hand, the value
of NPV is also becomes negative. It does not reach the level to promote private investment.
Table S9 Result of sensitivity analysis
Case B/C Ratio N.P.V FIRR
Both Nguyen Trai Bridge and Vu Yen
Bridge will be constructed 2.08 -222.68 USD 3.0%
Only Nguyen Trai Bridge will be
constructed and Vu Yen will be not 4.20 -50.29 USD 6.6%
Only Vu Yen Bridge will be constructed
and Nguyen Trai will be not 2.44 -111.92 USD 3.8%
Note:Benefit of the B/C ratio uses the assumed revenue
Source: Study Team
In the elements assumed for this analysis (Investment cost and revenue), unknown factors are included. Some
margin will be added to each element corresponding to each unknown factor, the variation of the result of the
analysis is observed and the financial stability of this project will be verified.
From the table below, in all cases, it is found that the value of FIRR does not satisfy the long-term interest rate
of Vietnam, 9.3%. If the project will be carried out based on the appropriate construction plan and
management plan, it is hard to be feasibility in a financial standpoint.
Table S10 Result of sensitivity analysis
Case Revenue Construction cost
-20% 0% 20%
Both Nguyen Trai Bridge and Vu Yen Bridge will
be constructed
20% 5.0% 3.9% 3.0%
-20% 3.0% 2.0% 1.3%
Only Nguyen Trai Bridge will be constructed and
Vu Yen will be not
20% 9.2% 7.7% 6.6%
-20% 6.6% 5.4% 4.4%
Only Vu Yen Bridge will be constructed and
Nguyen Trai will be not
20% 5.9% 4.7% 3.8%
-20% 3.8% 2.8% 2.0%
* In parentheses, in the case of 45m of navigation clearance for Nguyen Trai Bridge
Source: Study Team
4) Considerations on Natural and Social Environments
This study is conducted in the earliest phase of the decision making process. The major objective of
“Environmental and social considerations” in project formation studied is to provide data to determine
whether the project should be taken to the next phase, and to clearly identify a broad range of items to be
investigated in the next phase, if the project goes forward, from an environmental and social standpoint.
Following shows the summary that the environmental reviews to identify major impacts on natural and social
environments using the JICA check list in the screening form.
In this project, it is expected that there is no impact on the natural environment such as air pollution, noise,
water pollution, protected areas, etc. On the earth work at construction stage, it is expected that there is no
effect on water pollution, noise and vibration by implementing the measures as necessary.
However, impact is expected in some places for land acquisition before construction. The impact only occurs
in the site of south side approach road of the Nyguen Trai Bridge. For the construction of the south side
approach road of the Nyguen Trai Bridge (the road width: 50.5m), existing Nguyen Trai street will be planned
to widen. Currently, there are many residents, stores, and offices along the street. Therefore, it need to follow
proper regulations and rules when this project is conducted.
On the Nguyen Trai street, The widening direction is not decided, and there are following 3 plans;
a) Plan of expansion to the both sides of the Nguyen Trai street
b) Plan of expansion to the East side of the Nguyen Trai street
c) Plan of expansion to the West side of the Nguyen Trai street
The Ngo Quyen People’s Committee push widening plan at west side of the Nguyen Trai street, which amount
of compensation is the lowest. However, the consultation is required in the government in the future.
Table S11 Total Acquired Area, Number of Affected Households, and Estimated Cost for compensation
Plans
Total
acquired
area(m2)
Area of Affected Households(m2)
Estimated
Cost
(VND) Organizations
Households
Cose to
the road
Far from
the road
3-floor
collective
housing
Both Side 13,500 4 (3,800) 110 (8,260) 15 (900) 36 (540) 400 billion
East Side 14,600 2 (5,300) 85 (5,200) 75 (3,100) - 350 billion
West Side 13,600 4 (6,300) 67 (3,900) 52 (2,900) 36 (500) 280.4 billion
Source: Study Team
According to the Decree No.29/2011/ND-CP, this project falls under Project No. 26: “Projects to build road
and rail bridges”, and also requires that EIA be conducted during the F/S phase.
In this project, the provincial-level People’s Committee is in charge of EIA reports. The project operator
submits EIA reports to DONRE for certification.
(4) Implementation Schedule
A tentative schedule from the present time to completion of the construction is shown in Table S12
As a result of the traffic demand forecasts, it will not keep up with the traffic demand if two bridges are not
constructed until 2020. For this purpose, it is necessary to follow the implementation schedule such as the
preparatory survey has in 2014, the government Exchange of Notes and the loan agreement has in 2015 and
the construction will be started in 2017. Based on these, a detailed implementation schedule was made
At the beginning, implementation method is discussed among relevant authorities in Vietnam. When the
implementation by Japanese ODA is selected, GOV (Government of Vietnam) request to JICA Hanoi for the
ODA application followed by bilateral discussion and investigation on the Project. In Table S8, it is assumed
that preparatory survey is carried out because of the immature level of BRITEC Report. When both countries
agreed, the L/A (Loan Agreement) is signed by the two countries based on the agreed TOR (Terms of
Reference) of the ODA. A required period for the said process varies depending on the contents of a project.
Based on the information of the past similar projects, the time of the L/A is assumed to be October 2015.
After the L/A, works including selection of the consultant, the design phase and bidding for contractors are
carried out. The period of the design phase is assumed to be 11 months including F/S review, B/D (Basic design)
and D/D (Detailed Design). The commencement time of the construction is assumed to be August 2017.
The construction would require 44 months for Vu Yen bridge and 39 months for Nguyen Trai bridge based on
the study resulted in the completion time of the end of March 2021 and October 2020 respectively.
(5) Feasibility on ODA Request and Implementation
The Project is currently planned by HPPC although it has been included in the master plan of Hai Phong. The
first step for HPPC is to request the MOT for probability of ODA implementation. Funding by GOV is not
likely because of the large project scale. Private sectors may be reluctant to invest on the Project because of
the large scale and the low FIRR. In addition to these financial problems, the Project requires the
state-of-the-art technology on the design and construction of a cable stayed bridge. The technology has not
fully established in Vietnam. Because of these reasons, HPPC hope that Vu Yen Bridge and Nguyen Trai
Bridge are constructed by Japanese ODA having high reputation on the quality and schedule management.
Therefore, no serious obstacle are found for the ODA implementation.
Many foreign countries, such as Finland, Germany and Korea, are investing on the port facilities and factories
in nearby industrial parks. Under the situation, Japan is expected to provide advice and assistance for the
implementation of the Project. This would be a good opportunity for Japan to impress people with its
existence.
Table S12 Total Project Schedule (Plan)
Source: Study Team
Financial Year in Japan
Calender Year
12
Construction Work
Nguyen Trai Bridge
Preparation &
Temporary Work
Main Bridge Work
Approach Bridge
Work
Road &
Miscellaneous Work
GOV requests to
GOJ(HANOI)
ODA Project Study
between Japan and Vietnam
E/N,L/A
Tender Procedure
Tender
Project Study in
Vietnam
1
9
10
11
7
8
2
3
4
5
Approach Bridge
Work
3 4 5 6
Contract
Slection of Consultant
F/S Review, B/D, D/D
Approval for Design
Final Report
Submission to
Counterpart
(HPPC,DOT)
6
7 8
Road &
Miscellaneous Work
Work Items
13
Month
Construction Work
Vu Yen Bridge
Preparation &
Temporary Work
Main Bridge Work
5 10
11
-3 -2 -1 1 6
1 2
11 12
12
2014
2013 2014
92 3 4
41 2 38 9 107 5 6 7 8 9 10 11 12 1 2 3
13 14 15 16 17 18 19 20 21 22 23 24
2015
2015 2016
2016 2017
4 5 6 7
2017 2018 2019 2020
2018 2019 2020 2021
31 32
8 9 10 11
25 26 27 28 29 30 33 34 35 36
4 52 312 1 6 7 8 9 10 11 12 1 2 3
37 38 39 40 41 42 43 44 45 46 47 48
4 5 6 7 8 9 10 11 12 1 2 3
49 50 51 52 53 54 55 56 57 58 59 60
4 5 6 7 8 9 10 11 12 1 2 3
61 62 63 64 65 66 67 68 69 70 71 72
4 5 6 7 8 9 10 11
73 74 75 76 77 78 79 80
12 1 2 3
81 82 83 84
(6) Technical advantages of Japanese Firms
As stated foregoing, design and construction of a cable stayed bridge of which center span is 360m requires
not only sophisticated knowledge but also high-developed equipment and materials. Japan has vast of overseas
experiences and lead the state-of-the-art technology in this area. Moreover, the Japanese technologies and
experiences for wind tunnel tests and wind-resistant stability design are also leading the edge of the world.
Additionally, some other Japanese technologies, which are applicable to the Project, such as Vacuum
Consolidation Method (VCM) for soft ground improvement, Screwed Steel Pile foundation and Structural
Health Monitoring System (SHMS) are also quite unique and competitive technologies.
Based on the above, it is quite apparent that Japanese firms have enough competitive power and a possibility
of participation to the Project.
As stated above, Japanese firms have sufficient competitiveness in terms of economic efficiency, quality
control and resolution of technical difficulties, etc. Consequently, application of the technologies, which make
the participation of Japanese firms who are familiar to the leading-edge technologies developed by Japan
dominantly, is essential to this project. It is recommended to propose and exhibit above competitiveness of
Japan working on the cutting edge of bridge engineering. This approach would also provide Japanese firms
and technologies with good opportunities of orders.
(7) Specific Schedule until L/A and Potential Risks for Implementation
Table S13 shows a tentative schedule from the present time to L/A.
No considerable risks are found in the schedule because the counterpart wish to complete the Project under
STEP scheme of Japanese ODA.
Many large scale road/bridge projects are simultaneously ongoing in Vietnam, in some of which the schedule
is behind the original one. The main reason is the resettlement and land procurement. In this Project, however,
almost no people are living in the area. Therefore, social problem could be solved relatively easily once
compensation for fishery and shrimp farming is smoothly agreed.
One little concern may be a possible delay of the process due to negotiation and administrative procedures
among the two countries, which could be managed by close communication and cooperation.
In Table S12, the time of L/A is assumed to be October 2015. A potential risk to decelerate the implementation
schedule may be an internal factor of the two countries.
Table S13 Total Project Schedule (Plan)
Source: Study Team
Financial Year in Japan
Calender Year
Month
Cumulative No. 36
10 11 12
32 33 34
8 9
28 29 30 31
2016
4 5 6 7
3520 21
1 2 3
23 24 25 26 27
11 125 6 7 8312
12 22
9 10
16 17 18 19
2014
2013 2014
8 9 10
2015
2015
41
13 14 15
11
1 2 3 4 9
2
10 11
5
5
6 7
7 8
2
1 2 3 4
6
Consultant
GOJ
9
10
11
1
7
8
3
4
5
6
GOV
GOV
Preparation for Preparatory SurveyGOJ
GOV
GOJ
GOJ
GOJ
GOJ
Selection of Consultant for Preparatory Survey
Final Report Submission
Final Report Submission to Counterpart
(HPPC, DOT)
HPPC requests to GOV
Consensus Formation in GOV
GOV requests to GOJ (Hanoi)
Evaluation by GOJ (Hanoi)
GOJ (Hanoi) requests to GOJ (Headquater)
Evaluation by GOJ (Headquater)
GOJ
GOJ
GOJ
GOV
GOJ
GOV
Consultant
Selection of PMU
Preparation for Tender Documents
for Consultant Selection
Evaluation of Preparatory Survey
Jugement of ODA Implementation
Preparation of TOR
Exchange of Notes (E/N)
Loan Agreement (L/A)
GOJ
GOV
GOJ
GOV
GOV
GOV
16
18
17
15
Design Phase
(F/S Review, B/D, D/D)
GOV
Selection of Consultant
19
2016
Implementation of Preparatory Survey
Work Items
12
13
14
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