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 F1-2B: Bridge Design Calculations, CW2B
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 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-2B: Cost Estimate, CW2B
Appendix L: Bidding Document
Appendix M: Specification
Appendix N-1A: Drawings, CW1A Part 1/2
Appendix N-1C: Drawings, CW1C
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

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

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
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
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
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
Lap Vo River CantileverBridge ............................................................................................ 150
Underpass/Culvertat Km 20+235 ....................................................................................... 151
Durability Provisions .......................................................................................................... 151
Super-T Bridges .................................................................................................................. 168

I - Bridges ........................................................................................................................... 173
Lap Vo River Bridge ............................................................................................................ 182
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

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.
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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CMDCP
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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CMDCP
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
Page vii
CMDCP
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 4-9: 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 Contractors Alternative of Early Construction of Abutment ............................. 98
Figure 4-14: Possible Contractors 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
Page viii
CMDCP
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
Page ix
CMDCP
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
Page x
CMDCP
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
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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
Page xi
CMDCP

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
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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
Peoples Committee
Project Coordinating Committee
Passenger Car Unit
Project Management Unit My Thuan
Provincial Peoples 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
Page xii
CMDCP

TEDI
TOR
TRL
ULS
UNDP
USCS
USD
USBPR
VESDI
VND
VOC
VST
VUSTA
WB
WHO
WIM
WTO
WU
WWMZ
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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
Womens Union
Waterway Management Zone
Page xiii
CMDCP
Volume II
Contents
(A4 Document)
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)
Volume V
Contents
(A4 Document)
Appendix F8: Not used
Volume VI
Contents
(A4 Document)
Volume VII
Contents
(A4 Document)
Page xiv
CMDCP
Volume VIII
Contents
(A4 Document)
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)
Volume X
Contents
(A4 Document)
Volume XI
Contents
(A4 Document)
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-2B: Drawings, Package CW2B
Appendix N-2C: Drawings, Package CW2C
Appendix N-3B: Drawings, Package CW3B
Page xv
CMDCP
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.
Page 1 of 279
CMDCP
Figure 1-1: CMDCP Components
Page 2 of 279
CMDCP
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 Consultants 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
Page 1 of 271
CMDCP

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
Page 2 of 271
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 Consultants
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

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.
????

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)
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Report
Appendix F8: Not used
Page 3 of 271
CMDCP

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)
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Page 4 of 271
CMDCP
2.
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

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.
Page 6 of 271
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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
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
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.) : +10C to +47C
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
Page 8 of 271
CEB-FIP
22TCN272-05
Feasibility
Study
Hydraulic
Study
22TCN272-05
22TCN272-05
CMDCP
2.2.2
Concrete Properties
a) Compressive Strength of Concrete
Location
fc
(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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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 +10C to +47C is according to 22TCN-272-05. The long
term average bridge temperature adopted is 27C.
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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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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CMDCP
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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CMDCP
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 NASAs 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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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 Armys 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 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
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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CMDCP
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
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
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.
Page 18 of 271
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Procurement
Package
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
73
19
3+800
77
1,736
63
Totals
81
1,809
82
7+800
37
999
80
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
44
11
The He
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
133
15
23+450
23+700
The He
23+450
23+700
10
109
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
Page 19 of 271
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3.3.5
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:
Unified Soil Classification System symbol, ASTM D 2487.
Page 20 of 271
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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 =
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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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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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
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.
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
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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.

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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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
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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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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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
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
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
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
Layer 2
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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
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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.
Layer 1
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:
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
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
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:
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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
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.
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.
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.

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:
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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
Layer 3
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.
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
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Layer 4
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.
Layer 1
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).
3.5 m.
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Layer 3
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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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
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.
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.
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.
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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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
Layer 1
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
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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Layer 3
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.
Layer 4
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.
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
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
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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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

(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
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(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

(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

(a) Layer KQ: Fill soil, Clay, Silty clay, thickness: 1.5-3.3m.
(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
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(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

(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

(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

(c) Layer 3b: Silty sand, thickness: 7.5m, SPT: 9-15
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(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

(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

(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

(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

(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

(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

(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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(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

(a) Layer KQ: Fill soil, Fat clay, Lean clay with organic, average thickness: 1.6m.
(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

(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

(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

(a) Layer KQ: Fill soil, Fat clay with organic, average thickness: 1.3m.
(c) Layer 2a: Lean clay, Fat clay, thickness: 10.5-12.1m, SPT: 5-7
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(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

(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

(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

(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
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3.3.6.2.21 Kenh Ranh Bridge

(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

(a) Layer KQ: Fill soil, Fat clay, Sandy lean clay, thickness: 0.7-0.8m.
(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

(a) Layer KQ: Fill soil, Fat clay, Lean clay mixed sand, thickness: 0.6-1.9m.
(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

(a) Layer KQ: Fill soil, Fat clay, Lean clay mixed organic, thickness: 1.3-1.7m.
(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

(a) Layer KQ: Fill soil, Fat clay, Lean clay mixed sand, thickness: 1.2m.
(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

(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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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
Dinh Chung
P3
slight
Linh Son
P1
slight
Khem Ban
A1
slight
Thin Thoi
P8
slight
Rach Mieu
A2
slight
Tan My
P1
slight
Km 8+032
P1
slight
Thay Lam
P2
slight
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
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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 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.
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.
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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 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.
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
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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.
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.
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
CMDCP

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
Hoa Khanh
1.425
235
39
16
C2
Vam Cai Thia
5.771
495
40
15
C3
Nam Con a
0.627
98
55
16.65
C4
Hong Ng
52.648
4500
37
21
C5
Thot Not
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 Co To
21.573
350
70
218.6 Crushed stone (1x2)
183.4 (Base & Subbase)
D2
Quarry ANTRACO
28.65
600
69
101.2 (Subbase)
D3
Quarry Ba oi
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
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
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, =15, were measured consistently in direct
shear tests. Values of around c=10 kN/m2, =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:
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c=20 kN/m2, =15, with check on surface stability using c=5 kN/m2, =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.
. 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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CMDCP

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, =30 (=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, =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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CMDCP
3.4.6
3.4.6.1
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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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
TCVN 7570 : 2006

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CMDCP

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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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
Page 60 of 271
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
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
Page 61 of 271
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

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
Page 62 of 271
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

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:
(2) Outline design of Vam Cong Bridge is included in the model but results are not extracted because
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
Page 63 of 271
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

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:
(2) Outline design of Vam Cong Bridge is included in the model but results are not provided because
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
Page 64 of 271
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

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:
(2) Outline design of Vam Cong Bridge is included in the model but results are not provided because
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.
Long term aggradation or degradation - may be the natural trend of the watercourse
or the result of some modification to the watercourse or catchment;
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CMDCP

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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CMDCP

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
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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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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.
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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.
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.
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.
Page 71 of 271
Consider protection along

left (north) bank.
Sheet piling
Sheet piling
Sheet piling
Sheet piling
Sheet piling protection and
infilling up to the piers.
CMDCP

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
projects 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
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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Task
7
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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CMDCP
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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CMDCP

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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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 Consultants 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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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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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
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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

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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 DDISs 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
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
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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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
Page 85 of 271
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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
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
13+750
18+200
4.450
15
40
CW2C
Interconnecting Road, Southern Section
18+200
23+450
5.250
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
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:
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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
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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
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, =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.
Page 90 of 271
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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.
Page 91 of 271
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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
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
grnd
m
Embank
ment
height m
West abutment
Thick
Relevant
ness
borehole
soft
grnd
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
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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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.
Settlement of bridges approaches: (the bump at the end of the bridge) JL Briaud, RW James, SI
Hoffman, US TRB.
Page 93 of 271
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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 (S<10cm*)
S<10 cm
Run-on slab
Abutment
20m approach
embankment
S<20 cm
Normal
embankment
S<30 cm
Approach
slab, 5 m
Example
of failure
surface
(FS>1.4)
Vertical drains (PVD or SD)

*Allowable settlement <10cm, but calculated longterm settlement typically <1cm
Figure 4-10: General Arrangement of Abutment and Approach Embankment
Calculations for the transitions, showing settlements, time for consolidation, required
vertical drainage and stability of the embankment and abutment are shown in Appendix
F4.
In some cases, the shear strength of the ground beneath the abutments will be improved
such that FS >1.4 can be achieved without a piled slab, so a piled slab is not needed in order
to ensure stability. However in these cases consideration has been given to providing a
piled slab in order to:
a)
Move the point of the smoothed step in the road surface away from the rear
of the abutment
b)
Provide a length of geotextile reinforced embankment each side of the 5 m

approach slab so that the embankment will bridge over and smooth the step.
The length of piled slab necessary cannot be determined by exactly, but has been fixed by
judgment as approximately 1.5 to 2 times the thickness of the embankment or 10 m.
The design long-term settlement criteria of the piled slab is 10cm, but calculations indicate
settlements much less than this: generally less than 1cm, but up to 2.5cm in one case.
4.5.4
Construction Sequence
In order to improve the properties of the ground below the abutment it will be necessary
to follow the construction sequence shown on the drawings in Appendix N of this report,
summarized as follows:
Page 95 of 271
CMDCP
4.5.5

a)
Install sand blanket and vertical drains (PVD or SD) below embankment and
abutment area.
b)
Place embankment and surcharge over abutment area in (up to) three lifts. In
some cases VCM is specified also.
c)
Wait for consolidation of subsoil up to about 18 months.
d)
Excavate embankment for piled and approach slab.
e)
Construct abutment, piled slab and approach slab.
f)
Backfill abutment.
Variations and Alternatives Considered
4.5.5.1 Restricted Space in Front of Abutment

Where ground treatment cannot extend beyond the abutment, for example where there is
a canal or road adjacent to the abutment, the slope of surcharge would be reinforced and
steepened, so that the zone of ground improvement extends as far as possible. The zone of
improved ground may be reduced, so a slightly longer pile slab has been designed to
ensure stability of the abutment, see Figures 4-11 and 4-12.
Embankment and
surcharge
Location of abutment
1V:2H slope
PVD/SD
Figure 4-11: No Restricted Distance in Front of Abutment
Page 96 of 271
CMDCP
Geotextile for
2V:1H steepened
slope
Longer slab for

stability of
abutment
Smaller zone of
improved ground
Figure 4-12: Surcharge of Restricted Distance in Front of Abutment
4.5.5.2 Early Construction of Abutment

The construction sequence indicated above would not permit work to start on the
abutments until completion of consolidation of subsoil, which may take up to about 18
months. As the overall available construction period is up to three and a half years, this
should leave sufficient time for construction of the abutments.
However options available to contractors for constructing abutments early have been
considered. These would need to be proposed and fully designed as contractors
alternatives. In particular the contactor would need to ensure:
1. The stability of the abutment and embankment during construction and in the long
term.
2. The settlement criteria of the approach embankments are satisfied.
Comments are given here to guide those assessing alternatives.
If the abutment was constructed early, and the ground around the abutment was not
improved, surcharge could only be brought to within around 30 m of the abutment;
otherwise the stability of the abutment would be threatened. Following this, a piled slab of
similar length would be needed to support the embankment adjacent to the abutment, see
Figure 4-13.
Page 97 of 271
CMDCP
Example of
failure
surface to
be checked
(FS > 1.4)
Piled slab, length

varies, typically
30-35 m
Approach
slab, 5 m
Vertical drains (PVD or SD)
Figure 4-13: Possible Contractors Alternative of Early Construction of Abutment

Alternatively, in areas where VCM is not already specified, the area next to the abutment
could be improved using VCM, which would not impose lateral load on the abutment piles.
Vacuum preloading would impose a downward load on the abutment piles, which should
be taken into account in the design, or a clearance distance left between the preloading
and piles, see Figure 4-14.
Page 98 of 271
CMDCP
Distance sufficient to
avoid downward force
on abutment piles, or
piles designed to allow
for this
Possible failure surface.
Stability of abutment to
be assured during all
stages of preloading and
surcharging.
Distance sufficient to
ensure stability of
abutment during all
stages of construction
Overlap of surcharge and

vacuum preloading to
ensure ground treatment
achieves required
standard
Vacuum
preloading
PVD/SD
Figure 4-14: Possible Contractors Alternative of Early Construction using Vacuum Preloading
4.5.5.3 Piled Transition Slab

In the Interim Report, consideration was given to a 20 m transition slab on piles of reducing
length, such that the embankment load would gradually be transferred to the underlying
improved ground, to make a smooth transition between the abutment (near zero
settlement) and adjacent embankment (residual settlement less than 10 cm).
However it was found that a slab of around 0.7 m thickness would be needed to
redistribute loads between piles and limit cracking of the slab. Furthermore, since the end
of the slab would be designed to settle 10 cm, it would impose loads on the ground that
would need to be included in the stability analysis. Because of the very large thickness of
soft ground, to ensure stability of the abutment, a length of fixed slab of around 15 m
would also be required, which would result a total length of slab of around 35 m.
Without a transition slab, there remains the possibility of a step in the road surface of up
to 10 cm between the end of the piled slab and adjacent improved ground. However this
step would occur during the lifetime of the road, and could be taken up during
maintenance, and would be smoothed by a 5 m transition slab and geotextile in the
embankment. Furthermore it was taken into account that the cost of a wedge of asphalt of
up to 10 cm thickness is far less than that of 20 m of piled slab.
Page 99 of 271
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4.5.6
Piled Slab
Lengths of the piled slabs vary from 10 to 25 m depending on geotechnical conditions and
the height of the embankment. They were designed to carry the weight of embankment,
which varies as the embankment slopes up towards the abutment, the self-weight of the
slab and live loading from tire contact load, distributed through the fill in accordance with
22TCN 272-05. The slab and piles were designed to have small settlement. Based on
preliminary studies to start the iteration a layout of 300mm x 300mm driven piles spaced at
1.8 m centers was assumed. Structural analysis was done by using FEM program Robot.
4.5.7
Calculation of Bearing Capacity of Pile

Foundation design shall be based on the information from the geotechnical investigation
results obtained through in-situ and laboratory test. The design has been carried out in
accordance with the following standard, guidelines and recommendation:
Vietnamese Specification for Bridge Design (22TCN 272-05)
AASHTO LRFD Bridge Design Specification, 4th Edition, 2007
Pile foundation Design Specification 22TCN 272-05
The Foundation Engineering Handbook
Piles are usually placed in service as a group rather than on an individual basis to meet
loading demands and ensure stability. The ultimate working load that can be applied to a
given pile depends on the resistance that the pile can produce in terms of side friction and
point bearing. A suitable factor of safety is applied to the ultimate carrying capacity to
obtain the allowable load on a pile.
For piled slab, after applying the soft soil treatment methods, the driven piles are designed.
Therefore, the modified soil strengths are used to calculate the bearing capacity of pile.
Using soft soil treatment leads an increase of undrained shear strength. The increased
shear strengths are determined by geotechnical engineers and shown in an Appendix F2.
Theoretically, after applying the soft soil treatment, the soil properties will be increased.
However, there is, may be, a difference between the theoretically increased and actual
values. Hence, it is designed that the ratio between the applied load and the allowable
bearing capacity is around 85%. In additional, the actual soil strength will be verified in
construction stage by carrying out in-situ test in the field. It should be recalculated using
actual soil strength by soil investigation after soil treatment and checked by Pile Load Test.
If actual bearing capacity of piles show significantly different value with those of design
stage, the Contractor shall design the piles.
4.5.7.1 Determination of Skin Friction

In clayey soils, skin friction results from adhesion between soil particles and the pile.
Hence, the unit skin friction can be simply expressed by:
Page 100 of 271
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qs=Su
where: the adhesion factor is obtained from the below table based on the undrained
shear strength. This table was developed based on information from Peck (1974):
For sandy soils, skin friction (MPa) can be estimated by
4.5.7.2 Estimation of Point Capacity

The point capacity (MPa) of clayey soils can be estimated as:
where Su is the undrained shear strength.

For sandy soils, the point capacity (MPa) for driven pile to the depth of D b in cohesionless
soils can be determined by:
The resistance factors are selected as follows:

For sandy soils:
skin-friction:
0.45
and
end-point:
0.45
For clayey soils:
skin-friction:
0.70
and
end-point:
0.70
In addition, the reduction of bearing capacity of pile due to the group effect is considered.
The factor due to the effect of pile group is determined as:
= 0.65 for the distance between center of piles = 2.5d
= 1.0 for the distance between center of piles = 6.0d
The values between them can be interpolated linearly.
According to design standard, factor of group effect in this case is equal to 1.0 because the
distance between piles is six (6) times the pile size.
Page 101 of 271
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Based on the soil profile and parameters, the allowable bearing capacity of pile is
calculated. The calculations are given in Appendix F2 and the results are summarized in the
table below.
Bridge Name
Dinh Chung
Linh Son
Khem Ban
Tinh Thoi
Rach Mieu
Tan My
Km8+032
Thay Lam
Muong Lon
Dat Set
Km13+230
Xang Muc
Km15+268
Tan Binh
Km16+394
Xang Nho
Rach 2-9
Rach Vuot
Vam Com
Lap Vo
Rach Lap Vo
Kenh Ranh
Ong Hanh
Xep Cut
Rach 1
Rach 2
Rach Nga Chua
Abutment
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
A1
A2
Applied Load
(kN)
510
550
585
470
400
370
410
400
310
305
470
480
480
460
445
545
455
395
460
455
445
445
460
450
380
380
510
500
380
380
380
380
510
525
395
395
480
550
470
440
440
515
515
485
480
540
515
480
460
445
425
605
605
Allowable Bearing
Capacity (kN)
603
660
767
609
532
459
564
519
370
372
564
586
592
547
536
661
541
484
603
553
546
531
551
535
467
467
617
612
472
472
468
465
611
633
474
474
588
660
606
519
519
616
616
592
575
635
606
600
564
548
513
711
711
Table 4-8: Pile Bearing Capacity
Page 102 of 271
Pile Length from the

top of pile-cap (m)
21.5
25
24.5
23.5
19
17
17
23
20.5
19.5
18
19.5
18
17
22
20.5
19
18
33.5
28.5
18.5
18
20
20
18
18
22
21.5
17.5
17.5
19
20.5
21.5
22
19
18
15
23
20.5
16.5
16.5
21.5
21.5
24.5
23
23.5
25.5
20
19
20
19
24
24
Package
CW1A
CW1C
CW2A
CW2B
CW1A
CW2C
CW3B
CMDCP
4.6
Culverts
4.6.1
Locations and Layout

The list of Pipe Culverts and Box Culverts that are required is given in Table 4-9.
Size of
Culvert
Station
Skew angle
of culvert
(degrees)
Length (m)
Nearest borehole
Thickness of
soft ground
(layer 1) (m)
Remarks
1.5m dia
Km 0+780.00
90
33.42
1.5m dia
Km 3+040.00
EB-CV2
18.5
Mainline
75
51.60
EB-CV12
14.0
1.5m dia
Mainline
Km 3+280.00
90
30.39
EB-CV14
16.0
Mainline
1.5m dia
Km 3+536.00
90
33.42
EB-CV16
20.0
Mainline
(3.0x3.0)m
Km 0+138.00
90
19.55
AR-DC1
22.5
Ramp L1, NH30 Int
(3.0x3.0)m
Km 0+190.00
90
20.16
DC-A1
24.7
Ramp R1, NH30 Int
1.25m dia
Km 6+135.00
90
30.29
EB-CV18
42.5
Mainline
CW1A
CW1B
CW1C
1
(2.0x2.0)m
Km 6+450.00
105
25.92
EB-CV21
41.0
Mainline
1.5m dia
Km 6+904.00
120
33.42
EB-CV25
44.6
Mainline
1.5m dia
Km 0+080.00
80
24.33
IN-TL849-CV1
31.2
Ramp L1, PR849 Int
1.5m dia
Km 0+126.00
90
27.36
AR-TM1-L
26.0
Ramp R1, PR849 Int
1.5m dia
Km 7+820.00
90
30.29
EB-CV28
41.6
Mainline
(2.5x2.5)m
Km 9+071.00
90
23.24
EB-CV35
39.5
Mainline
(3.0x3.0)m
Km 9+330.00
90
21.96
EB-CV37
41.5
Mainline
2x(2.5x2.5)m
Km 9+872.00
90
26.40
EB-CV42
25.0
Mainline
(2.5x2.5)m
Km 10+728.00
75
25.94
EB-CV45
26.0
Mainline
(2.0x2.0)m
Km 11+004.00
75
25.60
EB-CV47
29.0
Mainline
(2.5x2.5)m
Km 12+160.00
60
27.16
EB-CV53
24.0
Mainline
(3.5x2.7)m
Km 12+550.00
90
U/pass: 21.40
EB-56
31.0
Mainline
(2.5x2.5)m
Km 12+706.00
65
35.96
EB- CV58
28.0
Mainline
10
(2.5x2.5)m
Km 13+156.00
65
32.74
EB- CV62
41.0
Mainline
11
(3.0x3.0)m
Km 13+680.00
90
21.76
EB-CV66
40.0
Mainline
CW2A
CW2B
1
(2.5x2.5)m
Km 14+570.00
60
27.48
EB-CV69
30.0
Mainline
(2.0x2.0)m
Km 14+905.00
50
33.32
EB-CV72
34.0
Mainline
CW2C
1
(2.5x2.5)m
Km 19+247.00
55
37.54
AR-LV2
21.0
Mainline
(2.0x2.0)m
Km 20+052.00
72
27.51
EB-CV94
10.0
Mainline
(4.5x2.7)m
EB-95
10.0
Mainline
(4.5x2.0)m
Km 20+235.00
90
U/pass: 22.60
Culvert: 54.30
(2.5x2.5)m
Km 20+498.00
70
22.66
EB-CV98
15.5
Mainline
(2.5x2.5)m
Km 21+148.00
60
25.83
EB-CV104
8.0
Mainline
3x(3.0x3.0)m
Km 21+640.10
90
23.89
EB-106
10.0
Mainline
(2.5x2.5)m
Km 22+246.00
40
39.73
EB-CV111
13.0
Mainline
(2.0x2.0)m
Km 22+705.00
80
25.57
EB-CV115
12.0
Mainline
(2.5x2.5)m
Km 22+914.00
125
26.20
EB-CV117
10.0
Mainline
10
(2.5x2.5)m
Km 0+442.00
90
16.34
IN-NH80-CV3
10.6
Ramp L1, NH80 Int
11
(2.5x2.5)m
Km 0+138.00
110
20.80
EB-89R
19.5
Ramp R1, NH80 Int
12
(2.0x2.0)m
Km20+160.00
90
5.08
EB-95
16.5
Local Road
EB-CV121
16.0
Mainline
CW3B
1
1.25m dia
Km 23+450.00
90
42.37
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Size of
Culvert
Station
Skew angle
of culvert
(degrees)
Length (m)
Nearest borehole
Thickness of
soft ground
(layer 1) (m)
Remarks
(2.0x2.0)m
Km 23+642.00
64
53.90
1.25m dia
Km 27+210.00
90
39.35
EB-CV123
3.0
Mainline
EB-CV125
16.5
1.25m dia
Km 28+000.00
90
Mainline
36.33
EB-132
15.5
1.25m dia
Km 28+450.00
Mainline
90
30.29
EB-CV135
11.0
1.25m dia
Mainline
Km 28+700.00
90
36.33
EB-CV137
11.0
Mainline
(2.0x2.0)m
Km 0+156.50
90
21.79
IN-NH54-1
5.0
Ramp L1, NH54 Int
10
2x(3.0x3.0)m
Km 6+902.00
100
25.75
EB2-CV1
12.5
NH80 Connection
11
2x(3.0x3.0)m
Km 7+153.00
90
14.12
EB5-CV2
16.6
NH80 Connection
12
3x(3.0x3.0)m
Km 7+280.00
90
13.16
EB7-CV3
16.2
NH80 Connection
13
1.5m dia
Km 7+413.60
90
15.24
EB-8
19.2
NH80 Connection
14
2x(3.0x3.0)m
Km 7+640.00
105
14.29
EB11-CV4
22.9
NH80 Connection
15
1.5m dia
Km 7+817.00
90
21.30
EB-13
21.6
NH80 Connection
16
2x(3.0x3.0)m
Km 0+317.00
100
14.43
EB17-CV5
15.6
NH80 Connection
Table 4-9: Summary of Culverts by Package

Typical layouts of the culverts are shown on the drawings in Appendix N.
The culvert is a cast-in situ reinforced concrete box structure. Where cover is less than 0.5
m, in accordance with Vietnamese standards, 3m run-on slabs (approach slabs) will be
included to smooth the road profile over settlement of the back fill. Over soft ground
construction of the culvert will wait until completion of ground treatment to avoid
differential settlement between the culvert and adjoining road embankment.
The hydraulic adequacy of the culverts is addressed through the hydraulic modelling
discussed in Section 3.5.
4.6.2
Structure
4.6.2.1 Expansion Joints

As the culvert will be built on improved ground, without piles, so the culvert will undergo
the same long term-settlement as the surrounding embankment, which at the culvert
location, will be such as to achieve a maximum of 100 mm residual settlement, at the road
centreline. The residual settlement below the embankment shoulders will be 80 mm. The
culvert will include two expansion joints with water stop that will be capable of deflecting
so as to accommodate this movement.
80 mm
settlement
Expansion
joints
100 mm
settlement
Figure 4-15: Culvert Expansion Joints

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80 mm
settlement
CMDCP
4.6.3
Foundation Design
4.6.3.1 Foundation Options

Soft soil was encountered over the majority of the route, as summarized in Section 3.3.6,
so ground improvement will be required. The proposed treatment is shown on the
drawings in Appendix N.
The alternatives for culvert foundation designs were described in detail in the Interim
Report (Appendix D: Technical Paper 3 - Culvert Foundation Options).
Culverts on soft ground are often founded on piles to eliminate unacceptable total and
differential settlements along their length. However the culvert then becomes a hard spot
as the embankment settles, resulting in a bump in the road. But because culverts are
relatively small and impose little additional loading on the ground, the alternative of
founding culverts on improved ground without piles was considered. They then would
move with the embankment and not create a hard spot. This option was found to be
cheaper and likely to result in a smoother road profile than the piled option. However to
avoid unacceptable differential settlement of the culvert it is essential that ground
improvement is effectively carried out at all locations along the embankment before
excavation for construction of the culvert.
4.6.3.2 Construction Sequence

In summary, the watercourse must be diverted to enable effective ground improvement at
the location of the culvert. Ground improvement is also required at the location of any
temporary diversion. Excavation for the culvert, and culvert construction, must not start
until completion of embankment surcharging.
The programme is illustrated on the drawings in Appendix N and described as follows:
1, 2. Install the vertical drainage system, including the area for the temporary
diversion.
3. Install temporary culvert. Ensure continuity of sand blanket below temporary
culvert and that temporary culvert does not leak into sand blanket. Install vertical
drainage system in all remaining areas.
Hydraulic design of temporary culvert should take into account that the
embankment (with temporary culvert in it) may settle 2 m or more while the
embankment is placed.
4. Place embankment in stages. Wait for surcharge embankment to reach a stable
condition, subject to the approval of the Engineer.
The area each side of the culvert will have a higher standard of ground treatment to
minimise differential settlement between the culvert and adjoining road. See Section
3.4 describing soft ground treatment.
5. Remove surcharge, excavate for culvert, construct permanent culvert, and divert
watercourse through permanent culvert.
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Because of settlement of the soft ground, the original ground surface will sink and be
replaced by embankment fill, thus the culvert is likely to be built on sand fill, not
directly onto the original soft ground.
6. Remove temporary culvert, and backfill culvert and space left by permanent
culvert.
4.7
Pavement
4.7.1
Scope
The scope of the pavement design work covers the following:
Mainline
Interchange Ramps
Connection to NH 80
The pavement design is aimed at determining the total layer thickness as well as the
thickness of individual layers. The design of flexible pavements is based on the Vietnamese
Standard 22TCN211: 2006. The pavement designs are confirmed against AASHTO Guide for
Design of Pavement Structures 1993, and Laboratory Report LR1132 of TRL (UK) for flexible
pavement.
Materials characterization is an important part of the pavement design procedure to
Vietnam Standards, and modulus is the key property for the pavement layers. Resilient
modulus is used for all unbound pavement layers and the subgrade. Dynamic modulus is
used for asphalt concrete layer. Vietnamese Standards cover these modulii (E-values).
4.7.2
Mainline
4.7.2.1 Traffic
a) General
The traffic categories and projections of the Traffic Survey Report 09TEDI026-HC are
adopted in deriving the traffic loading for pavement design.
Following documents were also reviewed with respect to traffic.
Traffic baseline survey report, Greater Mekong Subregion Southern Coastal

Corridor by SMEC International, July 2010.
Axle load survey along Highway Number 1 by BCEOM, 2006.
Mekong Transport and Flood Protection 2004.
Overloading is considered in the traffic analysis in accordance with Section 3.2 of

22TCN211: 2006 by converting axle loads for each vehicle type considering fully loaded
conditions. As per 22TCN211: 2006, the Standard Axle Load is 120 KN and single axle load
of the heaviest vehicle is 20% over the Standard Axle Load. The conversion procedure and
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determination of standard axle/24hours are rational and applicable to local traffic
conditions.
It is commented that the 120KN standard axle load is considerably higher than that 80KN
standard axle load adopted in AASHTO and TRL design procedures. Using Mechanistic
Empirical Pavement Design software KENPAVE, it is found that changing of Standard Axle
Load from 80KN to 120KN increases the compressive strain on the top of subgrade, which
dominates the structural capacity of the pavement for the traffic levels in this project, from
4.166 x 10-4 to 1.195 x 10-3 i.e. a 186% increase. This shows that adopting a 120KN Standard
Axle Load makes the road less susceptible to damage from overloading.
b) Traffic Load
Design Traffic Load
The design traffic calculations in 120KN Standard Axle Load as per Vietnam Standard
22TCN211: 2006 for Stage 1 and Stage 2 are given in Appendix F7.1. Traffic load estimation
in accordance with 22TCN211: 2006 is rational and appropriate for the region. For the first
15 years (Stage 1) the traffic is 1.75 x 106 Standard Axles of 120KN and the design traffic
load for a single lane is 0.53 x 106 Standard Axles of 120KN, applying a lane factor. The
Stage 2 traffic load is 2.46 x 106 Standard Axles of 120KN and the single lane traffic load is
0.74 x 106 Standard Axles of 120KN.
The AASHTO pavement design uses an 18,000lb (80KN) Standard Axle Load whereas the
Vietnam Standard adopts a 120KN load as noted above. To convert from 120KN load to
80KN, an Equivalent Axle Load Factor of 4.6 (see Appendix F7.2) is applied. The TRL
pavement design procedure also follows AASHTO with respect to the Standard Axle Load, ie
80KN. Thus the Stage 1 design traffic load per lane for the AASHTO and TRL design checks is
2.4 x 106 Standard Axles of 80KN (= 4.6 x 0.53 x 106).
AASHTO
The AASHTO procedure for the estimation of traffic load involves computation of
cumulative 80KN Equivalent Single Axle Load (ESAL) during the design period. ESAL is
derived from the following equation:
1 i n 1

EASL DD DL 365 EV X AADT X
Where,
DD
DL
EV
AADT
i
n
: Directional Distribution Factor

: Lane Distribution Factor
: ESAL per Vehicle Type (or Truck Factor)
: Annual Average Daily Traffic
: Annual Growth Factor
: Design Period
ESAL per Vehicle (EV) is defined in the following equation:
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P
EV Measured
PS tan dard
Where:
PMeasured : Measured Axle Load (Specific Type of Axle)
PStandard : Standard Axle Load (Specific Type of Axle)
ESALs per vehicle type were derived from 1962 AASHTO Road Test. Based on the above
procedure, the 80KN cumulative ESAL for 15 years is 8.6 x 106 per lane. Detailed
calculations for ESALs per vehicle type and the cumulative ESAL are given in Appendix F7.3.
It is commented that the AASHTO method gives a much higher and grossly overestimated
traffic load. The Vietnam Standard method is considered more applicable to the conditions
in Vietnam, and is adopted for the design.
4.7.2.2 Pavement Design in Accordance with 22TCN211: 2006

Pavement design for Stage 1 is based on a minimum elastic modulus of Eyc> 140MPa as per
the design requirements. A subgrade CBR value of 8 is adopted in conformity with the
finding of the materials investigation. Detailed pavement design calculations are presented
in Appendix F7.4.
The pavement structure of the road at opening to traffic, based on an elastic modulus of
140MPa, is as follows:
70mm asphalt concrete

500mm aggregate base
As the project road will be widened from 4 lanes to 6 lanes in the future, the pavement
structure for the travel lanes is adopted for the shoulders.
Pavement design for Stage 2 based on a minimum elastic modulus of Eyc> 180MPa as per
the Vietnam Standard is presented below. Detailed pavement design calculations are
presented in Appendix F7.5.
50mm asphalt concrete surface course

70mm asphalt binder course
130mm asphalt treated base
500mm aggregate basecourse
As can be seen, the Stage 1 granular base course would be incorporated in the Stage 2
pavement.
4.7.2.3 Pavement Design Check in accordance with AASHTO

a) Structural Number required to carry future Traffic (SNf)
The basic design equation given in the AASHTO Guide is as noted below:
log 10 W18
PSI
log 10
4.2 1.5
Z R S 0 9.36 log 10 SN 1 0.20
2.32 log 10 M R 8.07
1094
0.40
SN 1 5.19
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Where,
W18
Estimated total 18-kip (8.2-ton) ESAL applications
ZR
Standard Normal Deviate for the given Reliability (%)
S0
Overall Standard Deviation
MR
Effective Roadbed Soil Resilient Modulus
PSI
Design Serviceability Loss
SNf
Design Structural Number
Knowing SN it is possible to determine the thicknesses of the different layers of the

pavement structure using the following expression:
SN a1 D1 a 2 D2 * m2 a3 D3 m3
Where:
SN
D1,D2, D3
:
:
a1,a2, a3
m2, m3
Required AASHTO Structural Number

Pavement Layers Thickness (Asphalt Mixtures, Granular Base,
Granular Sub Base and Other Layers)
Structural Coefficients representatives of each pavement layer
Drainage
: Coefficients of each granular layer
b) Serviceability Index Levels and Loss of Serviceability

A basic design philosophy of the AASHTO Design Guide is the serviceability performance
concept, which provides a means of designing a pavement based on a specific traffic
volume and a minimum level of serviceability desired at the end of the performance
period.
The primary measure of serviceability is the Present Serviceability Index (PSI) which ranges
from 0 (impassable road) to 5 (perfect road).
For the design, initial serviceability index is taken as 4.2, being the value observed at the
AASHTO Road Test for flexible pavements. Terminal serviceability index is taken as 2.5,
being the value suggested by the AASHTO Design Guide for design of major highways. The
loss of serviceability used in the design is 1.7 (4.2 - 2.5 = 1.7).
c) Reliability Level
The reliability concept is basically a means of incorporating some degree of certainty into
the design process to ensure that the pavements will last the period for which they were
designed. The reliability factor accounts for chance variations in both traffic prediction and
performance prediction.
Part II - Section 2.3.1, Table 2.2 of the AASHTO Design Guide provides suggested values for
reliability levels derived by surveying the inherent reliability of other design methods:
Interstate and Other Freeways

Principal Arterial
Recommended Level of Reliability (%)

Urban
Rural
85 - 99.9
80 - 99.9
80 99
75 95
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Collectors
Local
80 95
50 80
75 95
50 80
A reliability value of 90 percent is adopted for the pavement design.

d) Standard Deviation
Standard deviation (So) refers to the variance estimates of the individual factors associated
with the performance prediction model. Future traffic projections are the most dominant
factors in the performance prediction model. The standard deviation to be adopted should
reflect the anticipated overall uncertainties in the prediction of future traffic and pavement
performance. As per AASHTO, a value of 0.49 is adopted for the design.
e) Effective Roadbed Soil Resilient Modulus
The Effective Roadbed Resilient Modulus (Mr) is used to characterize the roadbed soil
strength under stress and moisture conditions. The Effective Roadbed Resilient Modulus
(Mr) of 50 MPa (7251 psi) has been adopted for design purposes in accordance with
Vietnamese Standard 22 TCN 211 - 06, which is appropriate for the region, where:
E= 4.68*CBR +12.48=50MPa
f)
for CBR value of 8 (22 TCN 211 06)
Structural and Drainage Coefficients
For the design of the pavement structures the following structural coefficients (ai) and
drainage coefficients (mi) were adopted:
Asphalt Concrete:
Structural Coefficient, ai: 0.44
Drainage Coefficient, mi: 1.0
Elastic Modulus, Mr: 350,000 psi
Crushed Aggregate Base CBR>=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.
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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.
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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:

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
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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:

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

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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
inh 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
Bridge lighting
Road lighting
Navigation sign
Lighting substation 3x25kVA
None
None
Bridge lighting
Navigation sign
Lighting substation 100kVA
Cao Lanh Bridge

Cao Lanh Bridge
Cao Lanh Bridge
Cao Lanh Bridge
North Cao Lanh Bridge
South Cao Lanh Bridge
PR849 Interchange
Tan My Bridge
Mainline
Tan My Bridge
PR849 Interchange
NH80 Interchange
Lap Vo River Bridge
CW2C
Lap Vo River Bridge
NH80 Interchange
NH54 Interchange
Km 28+601.91 Intersection
Intersection lighting
CRNH80 Intersection
CW3B
Lighting substation 3x15kVA NH54 Interchange
Lighting substation 3x25kVA CRNH80 Intersection
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.
Page 116 of 271
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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
Urban highways
High speed, high volume,

motorized vehicles
0,4
0,7
10
Main roads, urban

roads
Median
No median
1,5
2
0,4
0,4
0,7
0,7
10
10
Urban street for

trading
Median
No median
1
1,5
0,4
0,4
0,5
0,5
10
10
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
Page 117 of 271
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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 80m
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
Table 4-17: Light Source

Page 118 of 271
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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
Page 119 of 271
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Figure 4-16: Lighting Calculation Output, 20.6m width
Figure 4-17: Lighting Calculation Output, 23m width
Page 120 of 271
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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
Page 121 of 271
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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
Page 122 of 271
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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 <5%. The following formula is used in
voltage drop calculations.
U = P * L * I / (C * S)
Where,
S: Cable size (mm2)
I : Current (A)
L: Cable length (m)

U: Voltage drop (V)
P: Power capacity (kW)
C: Coefficient, C=83 with cooper
Page 123 of 271
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4.9.3.3 Cable Type

Cable type used is amour electric cable Cu/XLPE/PVC/DSTA/PVC4C 0.6/1KV. Uniform cable
size is chosen for a cable-run.
4.9.3.4 Conduit Pipe

The conduit pipes installed underground, inside the concrete structure and on the ladder
cable trays, are made of durable HDPE pipe, ribbed bearing twisted. Diameter of pipe to
suit each type of cable and is shown in detail in the design drawings in Appendix N of this
report.
4.9.3.5 Control Method

Normal Method (#1)
Control
ON/OFF
Advantage
Disadvantage
Dimmer Control with BI-Power (#2)
Time ON: Sunset - Sunrise

Control set: Set time
Reduce luminance at Midnight
- Time: Controler (Minute)
Maintenance: Easy
- Able to control time for all
lighting equipment.
- Use normal ballast.
Cost: Cheaper #2
Energy saving: about 30%
Time ON: Sunset - Sunrise

Control set: Set time
Reduce luminance at Midnight
- Time: Controler (Minute)
Maintenance: Normal
- Require to reduce capacity of
ballast with Ramps or to reduce of
ballast with main road.
The uniformity for lighting at Mid
night: Good
Energy saving: about 40% -:- 50%
The uniformity for lighting at Mid

night: Poor
- Turn OFF all other lighting.
- Do not meet the standards of
uniform.
Cost: More expensive
Time ON
(SunsetMidnight)
Time OFF
(Midnight Sunrise)
Apply
Table 4-20: Control Methods
4.9.3.6 Lighting Control Panel

The external enclosures including body and cabinet doors are made from 304 stainless
steel material thickness 2 mm. The foundation is concrete.
The lighting control panel shall be in accordance with the following functions:
The function of automatic ON/OFF by programming Sunset/Sunrise.
The function of energy saving.
Night: From 18h30 to 23h turn ON all 4 opticles for lighting poles on the main road
and turn ON 100% capacity for lighting poles on the Ramps of interchange.
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From 23h to 4h30 next day reduce by turn OFF 2 opticles for lighting poles on the
main road and reduce capacity down to 150W for lighting poles on the Ramps of
interchange.
From 4h30 to 6h30 turn ON all 4 opticles for lighting poles on the main road and turn
ON 100% capacity for lighting poles on the Ramps of interchange.
Daytime: From 6h30 to 18h30: Turn OFF all the lighting system.
The function of manual turning ON/OFF.
4.9.3.7 Electrical Safety

a) Grounding Protection for Lighting System
Grounding drive at each light pole is outside the foundation of the pole. The lighting poles
are connected for grounding from screw M8 (inside service door) down to M10mm2 bare
cooper wire and uninterrupted connection to the grounding rods at the lighting poles, and
becomes a network along the lighting alignment, and is connected to the grounding rods of
the lighting control panel. Grounding resistance of the system measured at any location has
to ensure that Rnd 10 . Grounding rods are D16 steel plate cooper, 2.4m long at the
depth of 0.8 m.
Grounding system at the lighting control panel and protective multiple grounding include 5
rods of D16, 2.4m long connection with bare copper wire M10, the rods are 5m apart to a
depth of 0.8 m.
Protective multiple grounding system is connected directly to the neutral wire to protect
the incident off the neutral wire.
Grounding wire, grounding rods shall be galvanized or conductive paint and protected with
tar coating, bitumen or paint insulating. All the ground resistance of the lighting system
must ensure the parameters.
b) Short Circuit and Overload Protection
At the electric panel of the lighting pole, it is protected from short-circuit and overload by
MCB. When overload occurs, the protection device will stop this overload from the power
source.
At the electric panel, of the circuit pole for capacity 2-stage lighting control and power
supply circuit shall be separated and are protected by MCB at the lighting control panel.
4.9.4
Power Substation
a) Description
Location
Mainline, Bridges,
Interchanges
Type
Indoor/outdoor
Location to install
Mounting on the pole
Outdoor
Middle
Table 4-21: Substation Description
Page 125 of 271
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b) Substation Type
Advantage
Disadvantage
Compact type (Alternative 1)

Form: Neat and tidy
Maintenance: Easy
Life service: Longer with tightness
in water and dusty.
Safety: Safer because it is always
installed inside the cabinet cover
Cost: More expensive
Installation: Need a flat area for
installation.
Repair: The time for repair and
replacement is longer because most
of the equipment are imported. Lead
to disruption of power supply.
Mounted on pole (Alternative 2)

Cost: Cheaper
Widely used in Vietnam.
None application
Mainline, Bridges, Interchanges.
Form: Normal
Maintenance: More difficult
Life service: Shorter due to not
tightness in the rain and dust
Safety: Safe
Picture
Apply
Table 4-22: Substation Type
Page 126 of 271
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c) Transformer Type
Type
Oil type
Moulded type
Dry type
Outside form
Flammability
Absorption
Pollution
Durability
Over load
Cooling
Installation area
Weight
Flammable
Good, metal cover
Very Good
Very Good
150 15 minutes.
Very Good
Large
Heavy
Fire-retarding
Normal
Very Good
Very Good
210 15 minutes.
Normal
Small
Light
Conservation
Check insulation oil
Dedust
Noise
Loss
Low
Medium
Noise: Low.
Cost: Cheaper
Flammable.
Installation area is large
and weight is heavy.
Medium
Medium
Fire-retarding.
Installation area small.
The noise is higher.
Cost: High.
Advantage
Disadvantage
Fire-retarding
Good
Good
Normal
150 10 minutes.
Normal
Mean
Mean
It takes time to dry.
Restart after shutdown.
Dedust.
High
Large
Fire-retarding
It takes time to dry
Restart after shutdown.
The loss is biggest.
More expensive than
the oil-type
transformer.
Apply
Table 4-23: Transformer Type
4.9.5
Navigation Signs
Navigation signs were designed in accordance with the regulations standard of Vietnam
Ministry of Transport.
At the clearance limits below the following bridges, navigation signs are proposed. These
are three indicating lights in green, red and yellow colour to indicate the traffic areas of the
waterway. All indicating lamps are activated by solar battery supplying power to LED points
inside the lamps. The minimum luminous intensity is 3cd and lighting distance is 2km.
4.9.6
Package CW1A: Dinh Chung Bridge and Linh Son Bridge.
Package CW1C: Tan My Bridge
Package CW2C: Lap Vo River Bridge
Applied Standards
11 TCN 18-19-20-21:2006 Electrical installation regulations in Viet Nam;
QCVN07:2010/BXD: Building code Urban Engineering Infrastructure. No

02/2010/TT-BXD date 05/02/2010;
Page 127 of 271
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4.10
TCVN259:2001 Design standards for artificial lighting for urban roads, streets and
squares;
TCVN 333:2005 Design standards of artificial outdoor lighting for public buildings and
urban infrastructure;
TCVN5729:2007 Freeway / expressway standards for design;
22TCN 269:2000 Regulations on Navigation signals equipped for domestic waterways

in Viet Nam;
TCXDVN 319:2004 Earthing system installation for industry construction;
TCVN 4756:1989 Specification on grounding for electrical equipment;
TCVN 7447-5-51:2010: Installation system of low voltage Part 5-51 Selection and
installation of electric facilities General rules.
TCVN 7447-5-52:2010: Installation system of low voltage Power line installation

system;
CIE No 115:1995 Recommendation for road lighting for cars and pedestrians;
CIE No 140:1990 Calculation for road lighting
IALA: International Association of Lighthouse Authorities;
Existing Utility Lines

Power Lines
There are a number of high, medium and low voltage power lines crossing the alignment.
These are given in Table 4-24 below.
Station
Voltage
Existing
Ground
Level (m)
Finished
Grade
Level (m)
0+318
0+338
1+172
2+434
3+105
3+770
4+086
4+520
5+451
7+386
220V
220V
110KV
220V
220 V
220V
220V
220V
10-20KV
220V
2.97
2.73
-0.09
2.48
2.03
2.32
2.05
2.08
2.57
1.36
10.79
10.82
8.29
11.11
4.54
5.45
11.48
28.81
27.17
10.96
LV power lines LHS of NH30.

LV power lines RHS of NH30.
HV power line crossing Linh Son Bridge.
LV power lines RHS of Tinh Thoi Commune road.
LV power line.
LV power line.
LV power lines LHS of local road.
LV power lines RHS of local road.
MV power lines RHS of PR848.
LV power lines with communication cable LHS of PR849.
8+595
220V
1.61
7.47
8+652
220V
2.74
7.43
10+217
6KV
0.82
7.23
11+430
220V
2.64
8.16
LV power lines with communication cables LHS of local road

along Kenh Thay Lam.
LV power lines with communication cables RHS of local road
along Kenh Thay Lam.
6KV-3cables-2 beam with 0.30m dia post, along Muong Lon
Bridge
LV power lines with communication cables, along Rach Kenh
Dat Set.
Description
(LV = Low Voltage, MV = Medium Voltage, HV = High Voltage)
Page 128 of 271
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Station
Voltage
Existing
Ground
Level (m)
Finished
Grade
Level (m)
14+060
15+799
220V
220V
1.72
2.83
8.16
9.30
15+848
16+894
17+350
18+559
220V
220V
220V
220V
2.7
2.19
2.19
3.35
9.32
5.03
8.39
12.14
18+581
3.21
12.73
18+675
10KV20KV
220V
2.54
14.32
18+792
6KV
2.75
14.14
18+960
18+992
19+751
22+045
22+898
23+228
23+278
23+926
23+945
110KV
110KV
220V
220V
220V
220V
220V
220V
220V
0.64
0.71
2.29
2.7
2.35
2.18
2.48
1.23
3.25
9.75
8.46
6.89
6.77
3.85
8.20
8.17
10.88
11.35
Description
(LV = Low Voltage, MV = Medium Voltage, HV = High Voltage)
Electric post left side of the Project road
LV power lines with communication cables, along Rach Tan
Binh.
LV power lines, along Rach Tan Binh.
LV power lines, along Kenh Xang Nho.
LV power lines with communication cables, along Rach 2-9.
LV power lines with communication cables, LHS of local road
along Lap Vo River.
MV power lines with communication cables RHS of local road
along Lap Vo River, height of wire 10. 2
LV power lines with communication cables, LHS of NH80
along Lap Vo River
MV power lines with communication cables RHS of NH80
along Lap Vo River, height of wire 11.9
HV power lines over Lap Vo Bridge, height of wire 10.7
HV power lines over Lap Vo Bridge, height of wire 10.7
LV power lines right side of local road beside Lap Vo Canal
LV power lines RHS of local road along Rach Ong Anh Canal
LV power lines RHS of local road.
LV power lines LHS of local road along Rach Xep Cut Canal
LV power lines RHS of local road along Rach Xep Cut Canal
LV power lines with communication cables LHS of NH54
LV power lines with communication cables RHS of NH 54
Table 4-24: Power Lines

Plans showing these have been submitted to Cuu Long CIPM for taking up with the Power
Authority and Local Authorities as appropriate.
Dong Thap Province Authorities are presently carrying out the relocation planning work of
the low and medium voltage lines.
4.11
Road Safety Audit
4.11.1 General
The main objective of the Road Safety Audit (RSA) of the detailed design is to succinctly
address the highway designs for Components 1, 2 and 3 of the CMDCP in order to identify
any elements or features that may contribute to creating unsafe conditions, and to
recommend corrective actions.
The RSA of the detailed design has been carried out along the lines recommended by ADB
in its document Road Safety Audit for Road Projects - An Operational Toolkit.
The Projects detailed design for roadworks was undertaken generally in accordance with
Vietnamese standards, with pavement designs checked against relevant international
pavement design standards.
The auditor is an experienced international highway engineer with a total of 37 years of
experience, of which some 30 years have been spent overseas on infrastructure projects,
primarily major highways, mainly in developing or newly industrialized countries. The audit
included interviews with the Projects highway design team where necessary to clarify
design intent or detail.
Page 129 of 271
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4.11.2 Appreciation of Design Constraints

The detailed design work required the review of all aspects of the Feasibility Study (FS)
designs and Project Preparation Technical Assistance (PPTA) reports, on the basis of which
the Project was approved for detailed design.
The Project is to be built in two stages. Stage 1 is the construction of a dual 4-lane
carriageway. Stage 2 is the future upgrading to 6-lane Class A expressway standard with
design speed of 80kph.
The horizontal alignment has been as determined during the FS. A vertical alignment too
has been designed during the FS, but there is scope to refine this with due consideration to
the various constraints. Such constraints include navigation clearance and underpass
clearance requirements at bridges and minimum embankment heights from design flood
consideration. A further factor in the detailed design vertical alignment has been the
application of a height allowance to accommodate future climate change effects.
The project road, including bridges and culverts, has been designed for the initial 4-lane
width construction, except Cao Lanh Bridge, Vam Cong Bridge, and Lap Vo River Bridge
which are designed for 6-lane construction at the outset. The bridge designs have clearly
been based on a minimum number of structural types and span lengths, to simplify
construction and reduce cost.
Since the project road traverses soft ground, the road designs have incorporated
appropriate ground treatment means to manage settlement so that the completed road
surface remains true to line and level to the extent possible. In particular, the transitions
between road and bridges have been designed to eliminate a bump due to differential
settlement. Embankment designs have taken into account the use of materials sourced
from within the project area, subject to appropriate environmental, social, and cost
considerations.
Pavement design has been carried out in accordance with relevant Vietnamese standards
and procedures and has been confirmed against AASHTO and TRL pavement design
procedures. The Projects pavement structures will consist of asphaltic concrete placed
over granular base course. The designers have also considered staged construction for the
pavements with overlays to meet periodic maintenance and traffic requirements.
During the highway design process itself, and by taking account of the related factors and
elements of the Project design, the Highway Design Team has aimed to ensure that all
aspects of the Projects designs reflect current standards and practices for road safety.
This road safety audit of the completed detailed design therefore serves as an audit of the
success of the Highway Design team in meeting this road safety objective.
4.11.3 Findings and Recommendations

The key findings are summarized in the table below, with each identified safety problem
being firstly described then followed by a recommendation for its resolution. The response
of the Design Team is also indicated.
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1.
Description
The mainline, comprising approximately 28.8km in length, is generally straight or
of very generous horizontal curvature not even requiring the removal of adverse
camber. The exception is between Km 6+400 and Km 7+350 where the horizontal
radius reduces to 700m with 4% superelevation. While well within the minimum
standards (450m radius with 5% superelevation), the introduction of a single
horizontal curve with superelevation will warrant consideration of curve warning
signs on its approach side. The flat vertical curvature and extensive sightline
mitigates the hazard to some extent.
It is commented that the entire road adopts alignment criteria above absolute
minimum. It is considered that no accident black spots have been created due to
geometry.
2.
The mainline crosses numerous roads and waterways requiring a number of grade
changes. These are generally moderate and short lengths of 2% to 3.5% grade
have been adopted. Typically these approach grade lengths are 120-200m long
and are unlikely to cause significant operating speed problems, and thus a road
hazard, even to commercial vehicle traffic. Smaller roads and waterways are
crossed using short lengths of 1.0 1.5% grades and are likely to have insignificant
effect on mainline operating speeds.

Recommendation/ Remarks
Recommendation: Consider horizontal curve warning signs in advance of the 700m radius curve.
Remarks:
The Designers have made the following provisions:
Warning signs provided in advance of the 700m curve.
Because of the Interchange Exit (Vam Cong to Cao Lanh direction) at Km 7+400, rumble
strips are provided at Km 7+600 in the Vam Cong to Cao Lanh direction to provide an
audible warning to drivers of their speed with the intention of raising their awareness of a
potential hazard.
Lighting is provided over the entire stretch of road containing the 700m curve.
Recommendation: Consider slow vehicle warning signs on the approach gradients at Cao Lanh and
Vam Cong Bridges.
Remarks:
The Designers have provided slow vehicle warning signs on the approach gradients at Cao Lanh and
Vam Cong Bridges.
The approach to Lap Vo Bridge contains a 200m length of 4% grade. This is not
considered to present a significant hazard.
The approaches to Cao Lanh and Vam Cong Bridges contain significant lengths of
4% and 3% grades respectively. In the case of Cao Lanh Bridge the 4% approach
grade extends for approximately 700m. In the case of Vam Cong Bridge the 3%
approach grade extends for approximately 400m followed by a 2.5% grade over
500m. These lengths of grades are not likely to cause such significant operating
speed reductions for commercial vehicles as to present a hazard to other road
users. Vietnamese code TCVN 4054:2005 sets out a grade in excess of 4% before
auxiliary climbing lanes must be considered.
3.
Steel guardrails are provided along the outer edges of main carriageways only at
bridge approaches or where embankment heights are greater than 4m. Central
concrete median barriers or 3m wide median with kerbs are provided throughout
mainline carriageways. Steel guardrails are also provided on the interchange
ramps.
Recommendation: The provision of concrete guideposts should be reconsidered with a view to

replacing with steel guard rails or, where the hazard does not justify this, with flexible guideposts.
Remarks:
The DDIS Consultant had recommended the use of guardrails throughout for road on embankment.
However as decided at PCC-2, this was ruled out for Stage 1 for reasons of cost, and a decision made
Page 131 of 271
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4.
5.
Description
In accordance with Vietnamese Standards and practice, concrete guideposts are
provided where embankment heights are between 2m and 4m. These can be
considered a safety hazard as opposed to a positive safety feature.
for provisions as per Vietnamese Standards. The matter of providing guardrails throughout would be
addressed when upgraded to full expressway standard in Stage 2.
The Project runs through agricultural and semi-urban area where previously no
restrictions on crossing roads existed. This Project as a high speed facility requires
ROW fencing to ensure that no encroachment occurs by pedestrians or farm
animals.
Recommendation: Provide secure fencing along full length of the ROW on both sides of mainline.
The potentially higher operation speeds may be of particular significance in the

approaches to toll plazas, and warrant special attention. In mitigation of this
hazard, to an extent, is road lighting within the toll plaza area which has been
provided in the design. Also, the approaches to both toll plazas from the direction
of the cable-stayed bridges have excellent visibility (> 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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Description
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 (A1P2P4). When the deck (at
each side at the time) is widening the girder spacing varies from 1.9502.390m (with
cantilever 1.1701.345m) 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.
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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).
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.
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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.
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.
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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.
Figure 5-9: Cross-section Kenh Dat Set

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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.
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.
Figure 5-11: Cross-section Rach 2-9
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5.1.3
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.
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.
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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
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
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A-A
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
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.
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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.
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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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.
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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m.The effective span length is 23.3 m. The bridge is 5deg skew. Pre cast element spacing is
1.0 m.
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.
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.
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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

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5.1.5
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
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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
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
END 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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990
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COMPOSITE SECTION
GIRDER SECTION
END GIRDER SECTION
END 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.
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5.2.5
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.
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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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A-A
C-C
A
2.00%
CENTER LINE
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

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5.4.3
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

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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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

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
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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.
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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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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 = 1.52.0. n = 0.40.6. And Fw1. Fw2 = 1.0 for
square and HP piles and in cohesive soils. Fw1 = 1.31.7; Fw2 = 2.04.4 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:
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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
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

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.
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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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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
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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 11.8013.0 MNm and the ultimate bending moment capacity 16.317.3
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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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

-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
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.
Page 172 of 271
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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
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.
Page 173 of 271
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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
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
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
Page 174 of 271
35.0
CMDCP
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
Page 175 of 271
178.0
301.5
268.7
510.0
38.9
4.4
620.4
286.5
49.0
CMDCP
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
Page 176 of 271
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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
Page 177 of 271
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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
Page 178 of 271
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'
A
'
c
h
f
'
d
s
A
s
b
,
350000
Mu,Pu
300000
Mn,Pn
250000
Mr,Pr
200000
Mnse,Pnse
150000
100000
50000
0
-100000
-50000
-50000
50000
100000
Figure 5-65: Result Checking of Body Wall
5.10.3 Voided-Slab Bridges

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.
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
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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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
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
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
Page 180 of 271
25.0
CMDCP
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:
Page 181 of 271
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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.

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

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.
Page 182 of 271
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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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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
Page 184 of 271
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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-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:
Page 186 of 271
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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
Page 188 of 271
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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 Borrowers 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
Peoples 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)
Page 189 of 271
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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
39
40
Ward 3
19
20
Tinh Thoi
116
119
Commune/ward
Component 1
Cao Lanh District

Cao Lanh City
Tan My C1
36
39
36
171
207
Tan My C2
My An Hung B
31
33
Binh Thanh Trung
16
29
45
Binh Thanh
15
71
86
Dinh An C2
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
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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6.1.3
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
12
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
29
48
16
60
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 didnt join the meeting.
Page 191 of 271
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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 dont agree with the category of land identified during DMS. Where I can claim?
Page 192 of 271
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6.1.5

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 Farmers 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 Womens 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 Consultants
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
Farmers
Union
Womens
Union
Womens
Union
Participants
Participants
Figure 6-1: Organization Chart for the Income Restoration Program

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6.1.6
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
Dong Thap province
Compensation costs
1.1
Billion vn
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
inh An Commune
150
7.19
179.0
8.6
133.89
6.45
Vinh Trinh Commune
45,11
2,15
II
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

Tn 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 Thun 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 Peoples
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

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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
10
11
10
24/0
17
60-70
41
17
16
18
20
41/0
12
80-100
54
13
34
22
24
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
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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 Womens 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 Womens 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, Farmers Union, Agriculture
Extension Services,) and to Womens 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

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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 Womens Unon at commune
and hamlet level will be as follow
6.2.5
Gender and Participation in Development

Community development and peoples participation
Basic skills used in community development tasks with peoples 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 womens potential vulnerability to HIV and sex violence. The
plan shall conform fully to the Governments 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 Peoples 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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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;
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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
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.
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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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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 projects intended impact, outcome, and outputs as
designed in the projects DMF are achieved based on the projects 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;
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(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
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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CMDCP
7.4
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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CMDCP

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 governments approval of detailed designs
1. Cao Lanh Bridge and Approach Roads
% of implementation
ADBs 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 ADBs
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.

Implementation by plan schedule
ADBs approval of resettlement plans

Independent resettlement monitor reports
disaggregated by gender
Compensation and mitigation measures

agreed to by the affected people and
communities

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.

Implementation by SAP schedule
IV. Environmental Management Plans

Implementation by EMP plan schedule
ADBs approval of social action plan

ADBs 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

ADBs approval of environmental management plan
Independent environment monitor reports
Page 209 of 271
Works implemented in a timely manner and

in strict adherence to ADB's Safeguard Policy
Statement (2009) and Anticorruption Policy
CMDCP

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.
ADBs approval of performance monitoring framework

and subsequent approval of evaluation reports
CIPMs project progress and completion reports
Traffic and travel time surveys-Baseline surveys (*)
CIPMs 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
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
CIPMs project performance monitoring report

CIPMs 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)
Page 210 of 271
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
(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
Report s
% of implementation
Output
Recorded injuries
/deaths
Monitoring
% of implementation
1) Implementation
Progress Report
1) Implementation
Progress Report
Reports
Output
Monitoring
1) Implementation
Progress Report
Reports
5.Road safety
measures
% of implementation
Output
Monitoring
1) Implementation
Progress Report
Reports
1) Monthly
2) Quarterly during construction
3) Once immediately prior to Project
Completion (Traffic count)
1) Monthly
1) Monthly
1) Monthly
1) Monthly
Page 211 of 271
1) to Consultant by civil works

Contractor
Consultant
CIPM
Implementation
Progress Report
2) to CIPM by Consultant
3) to ADB, MOT quarterly by CIPM.
Contractor
Consultant
CIPM
Implementation
Progress Report
3) to ADB, MOT quarterly by CIPM
Contractor
Consultant
CIPM
Implementation
Progress Report
Contractor
Consultant
CIPM
Implementation
Progress Report
Contractor
Consultant
CIPM
Implementation
Progress Report
CMDCP
(Continuation of Table 7-2)

Responsibility for:
Project Dimensions
Performance Targets /
Indicators
M&E System
Report
Frequency
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
Organization (EMO)
Number of grievances received

and solved by local authorities
2) Provincial /City Peoples

Committees
2) Provincial /City Peoples

Committees
Organization (EMO)
1) EMO Report
Quarterly
2) CIPM Internal
Report
1) EMO Report
Quarterly
Organization (EMO)
Quarterly
2) CLFD Report
2. Unexploded
Ordinance Cleared
(UXO)
prior to start of civil work % of
implementation
Organization (EMO)
2) Baseline survey
Output monitoring
CIPM
Quarterly EMO
Reports
1) Local authorities
Consultant
CIPM
Quarterly EMO
Reports
Consultant
CIPM
Quarterly EMO
Reports

1) EMO Report
Quarterly
2) CLFD Report
Number of households who
restore/re-establish livelihoods
and living standards
Disbursement reports
by local authorities
2) Center for Land Fund &

Development (CLFD)
Number of public meetings
conducted
Consultant
2) CIPM Internal
Report
1) EMO Report
Consultant
CIPM
Quarterly EMO
Reports

1) EMO Report
Quarterly
2) Consultant
Report
Implementation
Progress report
Consultant
Baseline survey
CIPM
Quarterly EMO
Reports
Consultant
Implementation
Progress report

Monthly

Contractor
Page 212 of 271
CIPM
CMDCP

Responsibility for:
Project Dimensions
Performance Targets / Indicators
M&E
System
Report
Frequency
HAPP report
Quarterly
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 Consultants Specialists by
Contractor
Consultant
HAPP report
CIPM
Process
monitoring
TAPP report
Quarterly
% of implementation
1) to Consultant Specialist by
Contractor
Consultant
TAPP report
CIPM
Process
monitoring
RSAP report
Quarterly
1) to Consultants Specialist by
Contractor
CIPM
RSAP report
Consultant
IRP report
Process
monitoring
IRP report
Quarterly
Maintain a Ferry Service at Vam Cong, Maintain of

Ferry Staff
Contractor
CIPM
% of implementation
Process
monitoring
GAP report
Quarterly
Contractor
% of implementation
Page 213 of 271
Consultant
CIPM
GAP report
CMDCP

Responsibility for:
Project Dimensions
M&E
System
Report
Frequency
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
% of implementation with quality level
Page 214 of 271
CIPM
EMP report
CMDCP

Responsibility for:
Project
Dimensions
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) Rch 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
Page 215 of 271
CMDCP

Responsibility for:
Project Dimensions
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
Page 216 of 271
2) to MOT, ADB &

AusAID by CIPM
CIPM
CMDCP

Responsibility for:
Project
Dimensions
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)
Page 217 of 271
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
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
Page 218 of 271
Representative Offices
Deputy General
Director
CMDCP

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
CMDCP
8.5
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 its 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)
Womens
Union
Other MOT
departments
Figure 8-2: Design Phase, Procurement, and Land Acquisition / Potential Candidates for Training
Page 220 of 271
CMDCP
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)
Womens
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 Womens 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

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
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CMDCP

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
Page 223 of 271
CMDCP

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 Womens 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
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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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8.7.4
Overall Schedule
A proposed overall training schedule is shown below.
Figure 8-4: Proposed Overall Training Schedule
Page 226 of 271
CMDCP
8.8
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 Consultants 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 nations 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, Jacks 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 worlds 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 CIPMs expressway development projects, and members of the related Ministry of
Transport departments acting as counterpart to the project. Page 227 of 271
CMDCP
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 Thtiniemi
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
Page 228 of 271
In Plane
CMDCP

Finland + side trip Estonia / Russia
Page 229 of 271
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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.
Central Section.
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
3+800
3.800
NH30
Cao
Lanh
3+800
6+200
2.400
6+200
7+800
1.600
PR849
7+800
13+750
5.950
13+750
18+200
4.450
18+200
23+450
5.250
NH80
23+700
27+000
3.300
23+450
23+700
0.250
NH54
27+000
28+844
1.844
Vam
Cong
28.844
28
Table 9-1: Procurement Packages

KEXIM
ADB/AusAID
Figure 9-1: Division of the Project into Packages

Page 230 of 271
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9.1.2
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
-
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.
Page 231 of 271
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9.2
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.
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 Engineers 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
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)
Page 233 of 271
CMDCP

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.
Page 234 of 271
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Table 10-3: Update of Total Project Cost for Components 1, 2 and 3
Page 235 of 271
CMDCP
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: Consultants 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.
Page 236 of 271
CMDCP

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
Page 237 of 271
CMDCP
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.
Page 238 of 271
CMDCP

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 Consultants 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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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
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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
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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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11.3
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 Banks 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
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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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 Consultants 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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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 Consultants 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 Consultants 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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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%
15
0.05%
15
20
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 Consultants 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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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 Consultants
questions is consistent for both operators.
Description
Cao Lanh
Vam Cong
Capital costs (USD/year)
449,961
1,117,378
Fuel costs
277,063
603,750
Lubrication costs
27,706
60,375
Labor costs
411,493
669,262
Maintenance costs
249,778
426,070
Management cost
141,600
287,683
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 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: Consultants 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
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 EIRRs 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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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 Consultants 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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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.
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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%
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%
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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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
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
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.
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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
EIRRs 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 Consultants Estimates
Figure 11-2: Distribution of EIRR Values Using @risk
Figure 11-3: Distribution of NPV Values Using @risk
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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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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)
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%
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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2.2
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 GOVs revenues from this source should
increase.
Type of vehicle
Petro
Annex 2 ---Table 2.5 (2009)
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%
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)
$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
$317
1.10
-14%
9%
-6%
17%
-39%
-24%
-2%
21%
70%
111%
-50%
-39%
53%
90%
Table B3: Tire cost comparison between 2009 and mid 2012 in USD per tire
2.4
Crew and maintenance labor costs
Labor costs have increased approximately 40% based on the wage index which is
developed utilizing IMF macroeconomic data which includes forecasts the forecast of these
parameters through 2017. The wage rate is assumed to rise in proportion to the increase in
per capita income.
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Type of vehicle
Make and model
Motorcycle
Car
Honda
Toyota
Dream
Corolla
Crew costs
Annex 2 ---Table 2.5 (2009)
Number
0
Monthly rate per person, 2009 (US$)
Productive hours per year (hours)
Cost per productive hour, 2009 (US$/hr)
Index wage rated 2009/2012
Crew costs, 2012 (US$)
Maintenance Labor cost
Annex 2 ---Table 2.5 (2009)
Cost per hour, 2009 (US$/hr)
$1.00
Index wage rated 2009/2012
1.40
$1.40
LGV
Hyundai
HD
MGV
HGV
Isuzu
Isuzu
FRR90N CYZ51

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

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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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)

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
Table B5: Passenger Travel Time Costs for 2009
Page 261 of 271
28.00
$1.40
0.30
11.76
0.35
9.60
21.36
33.25
CMDCP
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%
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
Project Management
Project Implementation Consultants
Other Costs
Taxes and Duties
Land Acquisition and Resettlement
Subtotal, Base Cost

Contingencies
Physical Contingencies
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.
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 Consultants 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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Year
Local
Civil Works
Component 1
45%
Component 2
50%
Component 3
40%
Project Management
Component 1
85%
Component 2
85%
Component 3
85%
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%
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%
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 Consultants 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
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 projects 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.
Page 267 of 271
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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
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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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%

Other Costs
Taxes and Duties
0%
100%
55%
0%
100%
0%
0%
0%
0%
0%
0%
0%
0%
10%
45%
100%
Table 12-10: Allocation of Funds for Component 1

Item
Civil Works
Project Management
Other Costs
Taxes and Duties
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%
Table 12-11: Allocation of Costs for Component 2

Item
Civil Works
Project Management
Other Costs
Taxes and Duties
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%
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 projects 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.
Page 269 of 271
CMDCP
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:
Page 270 of 271
CMDCP
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
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
Page 271 of 271

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

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MINISTRY OF TRANSPORT

Cuu Long Corporation for

Central Mekong Delta Region

Central Mekong Delta Region

Senior Road Design Engineer

Project Quality Manager

Final Report, Detailed Design (Road)

Central Mekong Delta Region Connectivity Project (CMDCP)

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

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

Topographical Survey ................................................................................................ 12

Hydrographic Survey ................................................................................................. 13

Hydrometric/Survey Data Collection ................................................................................... 13

Geotechnical Investigation ........................................................................................ 16

Coordinate and Level Reference .......................................................................................... 12

Regional Geologic and Geomorphologic Features ............................................................... 16

Materials Investigation ............................................................................................. 50

Final Report, Detailed Design (Road)

Hydrological/Hydraulic Study .................................................................................... 58

Overview of the Mekong Delta ............................................................................................ 58

Desk Study on Morphology and Dynamics of the Mekong Delta ................................. 68

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

Interchanges and Intersections .................................................................................. 82

Locations and Layout ......................................................................................................... 103

Pavement ............................................................................................................... 106

Culverts .................................................................................................................. 103

NH30 Interchange ................................................................................................................ 82

Ground Treatment .................................................................................................... 86

Typical Road Cross-sections ................................................................................................. 74

Scope .................................................................................................................................. 106

Road Furniture and Markings .................................................................................. 113

Lighting Scope .................................................................................................................... 116

Final Report, Detailed Design (Road)

BRIDGES ...................................................................................................................... 134

Articulation ............................................................................................................ 151

Pile Design .......................................................................................................................... 161

Structural Analysis, Results and Conclusions ....................................................... 168

Super-T Bridges .................................................................................................................. 158

Expansion Joints ..................................................................................................... 159

Super-T Bridges .................................................................................................................. 156

Bearings ................................................................................................................. 158

Super-T Bridges .................................................................................................................. 151

Super-T Bridges .................................................................................................................. 134

Super-T Bridges .................................................................................................................. 168

SAFEGUARDS ............................................................................................................. 189

Preparation of Resettlement Plans .................................................................................... 189

Final Report, Detailed Design (Road)

Social Action Plan.................................................................................................... 196

Cost of Land Acquisition and Resettlement ....................................................................... 194

HIV/AIDS and Human Trafficking Prevention Program ............................................. 200

Environmental ........................................................................................................ 202

Environmental Impact Assessment (EIA) ........................................................................... 202

MONITORING AND EVALUATION........................................................................ 205

Introduction ........................................................................................................... 205

Project Construction Implementation Program................................................................. 206

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

INSTITUTIONAL ........................................................................................................ 218

Comments on the Schedule in the Terms of Reference .................................................... 223

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

Final Report, Detailed Design (Road)

Procurement Plan ................................................................................................... 230

Packaging ........................................................................................................................... 230

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

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