Documenti di Didattica
Documenti di Professioni
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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
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
Reviewed by
Karl Close
Approved by
Brian Barwick
Project Manager
Project Manager
Brian Barwick
22 February, 2013
Signature
Volume
Volume I
Volume II
Volume III(a)
Volume III(b)
Volume III(c)
Volume III(d)
Volume III(e)
Volume III(f)
Volume IV
Volume V Part 1/6
Volume V Part 2/6
Volume V Part 3/6
Volume V Part 4/6
Volume V Part 5/6
Volume V Part 6/6
Volume VI
Volume VII
Volume VIII
Volume IX(a)
Volume IX(b)
Volume IX(c)
Volume IX(d)
Volume IX(e)
Volume IX(f)
Volume IX(g)
Volume X
Volume XI
Volume XII(a) Part 1/2
Volume XII(a) Part 2/2
Volume XII(b)
Volume XII(c) Part 1/2
Volume XII(c) Part 2/2
Volume XII(d) Part 1/2
Volume XII(d) Part 2/2
Volume XII(e) Part 1/2
Volume XII(e) Part 2/2
Volume XII(f)
Volume XII(g)
Contents
Report
Appendix A: Design Criteria
Appendix B: Geotechnical Information
Appendix C: Materials Summary
Appendix D1: Hydrology/Hydraulic Design Report
Appendix D2: Desk Study of Rivers
Appendix E: Climate Change Considerations
Appendix F1-1A: Bridge Design Calculations, CW1A
Appendix F1-1C: Bridge Design Calculations, CW1C
Appendix F1-2A: Bridge Design Calculations, CW2A
Appendix F1-2B: Bridge Design Calculations, CW2B
Appendix F1-2C: Bridge Design Calculations, CW2C
Appendix F1-3B: Bridge Design Calculations, CW3B
Appendix F2: Transitions at Bridge Abutments, Calculations
Appendix F3: Soil Parameters for Ground Treatment
Appendix F4: Ground Treatment and Embankment Calculations
Appendix F4: Ground Treatment and Embankment Calculations (Cont.)
Appendix F4: Ground Treatment and Embankment Calculations (Cont.)
Appendix F4: Ground Treatment and Embankment Calculations (Cont.)
Appendix F4: Ground Treatment and Embankment Calculations (Cont.)
Appendix F5: Culvert Design Calculations
Appendix F6: Road Alignment Data
Appendix F7: Pavement Design Calculations
Appendix F8: Not Used
Appendix F9: Lighting and Electrical Design Calculations
Appendix G1: Resettlement Plan, Dong Thap Province
Appendix G2: Resettlement Plan, Can Tho City
Appendix H: Social Action Plan
Appendix I: HIV/AIDS and Human Trafficking Prevention Program
Appendix J1: Environmental Impact Assessment (EIA)
Appendix J2: Environmental Management Plan (EMP)
Appendix K-1A: Cost Estimate, CW1A
Appendix K-1C: Cost Estimate, CW1C
Appendix K-2A: Cost Estimate, CW2A
Appendix K-2B: Cost Estimate, CW2B
Appendix K-2C: Cost Estimate, CW2C
Appendix K-3A: Cost Estimate, CW3A
Appendix K-3B: Cost Estimate, CW3B
Appendix L: Bidding Document
Appendix M: Specification
Appendix N-1A: Drawings, CW1A Part 1/2
Appendix N-1A: Drawings, CW1A Part 2/2
Appendix N-1C: Drawings, CW1C
Appendix N-2A: Drawings, CW2A Part 1/2
Appendix N-2A: Drawings, CW2A Part 2/2
Appendix N-2B: Drawings, CW2B Part 1/2
Appendix N-2B: Drawings, CW2B Part 2/2
Appendix N-2C: Drawings, CW2C Part 1/2
Appendix N-2C: Drawings, CW2C Part 2/2
Appendix N-3A: Drawings, CW3A
Appendix N-3B: Drawings, CW3B
CMDCP
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
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
3.2
3.3
3.4
Introduction ......................................................................................................................... 50
Required Quantities ............................................................................................................. 53
Cohesive Fill Soil ................................................................................................................... 53
Natural Soil........................................................................................................................... 54
Sand Fill (Black Sand) ........................................................................................................... 54
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CMDCP
3.5
3.6
4.
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
4.3
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
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
4.4
4.5
Page ii
CMDCP
4.10
4.11
5.
General................................................................................................................... 134
5.1.1
5.1.2
5.1.3
5.1.4
5.1.5
5.1.6
5.2
5.3
5.4
6.
5.10
5.6
5.7
5.8
5.9
Abutments.............................................................................................................. 155
Piers ....................................................................................................................... 156
5.4.1
5.4.2
5.4.3
5.4.4
5.5
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
Page iii
CMDCP
6.2
6.3
6.4
7.
7.4
8.
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
Page iv
CMDCP
9.
PROCUREMENT......................................................................................................... 230
9.1
9.2
10.
11.
11.2
11.3
11.4
12.
12.4
12.5
Page v
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
Page vi
CMDCP
Page vii
CMDCP
Page viii
CMDCP
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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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
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CMDCP
Volume II
Contents
(A4 Document)
Appendix A: Design Criteria
Appendix B: Geotechnical Information
Appendix C: Materials Summary
Appendix D1: Hydrology/Hydraulic Design Report
Appendix D2: Desk Study of Rivers
Appendix E: Climate Change Considerations
(A4 Documents)
Appendix F1-1A: Bridge Design Calculations, Package CW1A
Appendix F1-1C: Bridge Design Calculations, Package CW1C
Appendix F1-2A: Bridge Design Calculations, Package CW2A
Appendix F1-2B: Bridge Design Calculations, Package CW2B
Appendix F1-2C: Bridge Design Calculations, Package CW2C
Appendix F1-3B: Bridge Design Calculations, Package CW3B
Volume IV
Contents
(A4 Document)
Appendix F2: Transitions at Bridge Abutments, Calculations
Volume V
Contents
(A4 Document)
Appendix F3: Soil Parameters for Ground Treatment
Appendix F4: Ground Treatment and Embankment Calculations
Appendix F5: Culvert Design Calculations
Appendix F6: Road Alignment Data
Appendix F7: Pavement Design Calculations
Appendix F8: Not used
Volume VI
Contents
(A4 Document)
Appendix F9: Lighting and Electrical Design Calculations
Volume VII
Contents
(A4 Document)
Appendix G1: Resettlement Plan, Dong Thap Province
Appendix G2: Resettlement Plan, Can Tho City
Appendix H: Social Action Plan
Appendix I: HIV/AIDS and Human Trafficking Prevention Program
Page xiv
CMDCP
Volume VIII
Contents
(A4 Document)
Appendix J1: Environmental Impact Assessment (EIA)
Appendix J2: Environmental Management Plan (EMP)
(A4 Documents)
Appendix K-1A: Cost Estimate, CW1A
Appendix K-1C: Cost Estimate, CW1C
Appendix K-2A: Cost Estimate, CW2A
Appendix K-2B: Cost Estimate, CW2B
Appendix K-2C: Cost Estimate, CW2C
Appendix K-3A: Cost Estimate, CW3A
Appendix K-3B: Cost Estimate, CW3B
Volume X
Contents
(A4 Document)
Appendix L: Bidding Document
Volume XI
Contents
(A4 Document)
Appendix M: Specification
(A3 Documents)
Appendix N-1A: Drawings, Package CW1A
Appendix N-1C: Drawings, Package CW1C
Appendix N-2A: Drawings, Package CW2A
Appendix N-2B: Drawings, Package CW2B
Appendix N-2C: Drawings, Package CW2C
Appendix N-3A: Drawings, Package CW3A
Appendix N-3B: Drawings, Package CW3B
Page xv
CMDCP
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.
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
Page 2 of 279
CMDCP
1.2
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.
Page 1 of 271
CMDCP
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)
Ferry Crossings
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
CMDCP
Bridge Health
Monitoring System
(BHMS)
1.2.4
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 A: Design Criteria
Appendix B: Geotechnical Information
Appendix C: Materials Summary
Appendix D1: Hydrology/Hydraulic Design Report
Appendix D2: Desk Study of Rivers
Appendix E: Climate Change Considerations
Appendix F1-1A: Bridge Design Calculations, CW1A
Appendix F1-1C: Bridge Design Calculations, CW1C
Appendix F1-2A: Bridge Design Calculations, CW2A
Appendix F1-2B: Bridge Design Calculations, CW2B
Appendix F1-2C: Bridge Design Calculations, CW2C
Appendix F1-3B: Bridge Design Calculations, CW3B
Appendix F2: Transitions at Bridge Abutments, Calculations
Appendix F3: Soil Parameters for Ground Treatment
Appendix F4: Ground Treatment and Embankment Calculations
Appendix F5: Culvert Design Calculations
Appendix F6: Road Alignment Data
Appendix F7: Pavement Design Calculations
Appendix F8: Not used
Appendix F9: Lighting and Electrical Design Calculations
Appendix G1: Resettlement Plan, Dong Thap Province
Appendix G2: Resettlement Plan, Can Tho City
Appendix H: Social Action Plan
Appendix I: HIV/AIDS and Human Trafficking Prevention Program
Appendix J1: Environmental Impact Assessment (EIA)
Appendix J2: Environmental Management Plan (EMP)
Appendix K-1A: Cost Estimate, CW1A
Appendix K-1C: Cost Estimate, CW1C
Appendix K-2A: Cost Estimate, CW2A
Appendix K-2B: Cost Estimate, CW2B
Appendix K-2C: Cost Estimate, CW2C
Appendix K-3A: Cost Estimate, CW3A
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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:
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
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
Stage 2 (future)
6
3.75m
3.00m/ (0.60m)
0.50m
2.50m (paved)
0.75m
2%
6%
5%
1V:2H
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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
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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
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
: 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
22TCN272-05
22TCN272-05
Temperature Load
(TU,TG,TD)
Uniform Temperature(TU)
Concrete (Deck etc.) : +10C to +47C
Temperature Gradient (TG)
Temperature Difference (TD)
22TCN272-05
22TCN272-05
Earthquake Effect
(EQ)
Vessel Collision (CV)
: 0.0734
: IV
: 2.0
Settlement(SE)
Stream
Pressure (WA)
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)
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)
2.2.3
Design Considerations
The structural design of the bridges has been carried out in accordance with the following
standards, guidelines and recommendations:
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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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3.
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
3.1.2
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Point
GPS1-TC
GPS2-TC
GPS3-TC
GPS4-TC
GPS5-TC
GPS1-VNC
GPS2-VNC
GPS3-VNC
GPS4-VNC
GPS5-VNC
GPS6-VNC
CLVC-01
CLVC-02
CLVC-03
CLVC-04
CLVC-05
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
3.2
Hydrographic Survey
3.2.1
Rainfall data held for the Tan Chau, Cho Moi, Cao Lanh and My Thuan rain gauges,
water levels at the Tan Chau, Cho Moi, Cao Lanh, Long Xuyen and My Thuan river
gauging stations, as well as flows and velocities at the Cho Moi and LongXuyen river
gauging stations.
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Waterway cross sections at (and upstream and downstream of) the proposed bridge
crossings, with their number depending on whether the crossing is classified as a
small, medium, large or main bridge.
Historical flood levels at the locations of the proposed bridge crossings.
1:25,000 maps to cover the project alignment and surrounding catchment area.
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
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3.2.2
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
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
Standard/Specification
Standard Penetration Test (SPT)
Vane Shear Test (VST)
Reference No.
TCXDVN 226-1999; ASTM3 D 1586
22 TCN 355-06; ASTM D 2573
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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Laboratory Test
Specific Gravity
Natural Moisture Content
Grain Size Analysis
Atterberg Limits
Soil Description and Classification
Triaxial Compression Test (UU)
Triaxial Compression Test (CU)
Consolidation Test
Organic Matter Content
Direct Shear Test of Soil
Unit Weight of Soil
Water Chemical Analysis
Unconfined Compressive Strength
Standard/Specification
ASTM D 854
ASTM D 2216
ASTM D 422
ASTM D 4318
ASTM D 2487
ASTM D 2850
ASTM D 4767
ASTM D 2435
ASTM D 2974
ASTM D 3080
ASTM D 7263
TCVN 3994-85; ASTM D 511, D 512, D 516, D 1293
ASTM D 2166
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
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
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Procurement
Package
Description
Start km
End km
NH-30 Interchange
CW1A
CW2A
CW2B
CW2C
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
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
13+750
18+200
VNC
13+750
18+200
95
2,614
198
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
Contractor
18+200
23+450
The He
19+100
23+700
27+000
The He
23+700
27+000
133
15
23+450
23+700
The He
23+450
23+700
10
109
27+000
28+844
The He
27+000
28+884
32
406
63
6+700
8+250
Thanh Cong
6+700
8+250
33
547
72
Totals
75
1,062
143
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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.
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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:
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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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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
3.3.8
Recommendations
CMDCP
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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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Rock quarries
at Tri Ton
Project location
Page 51 of 271
Rock quarries
near HCMC
CMDCP
Productivity
1,000
m3/year
Transport to
project
Road
Water
km
km
Cost
1000 VND/m3
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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
3.4.3
3.4.3.1
3.4.3.2
CMDCP
c=20 kN/m2, =15, with check on surface stability using c=5 kN/m2, =30
Cu = 50 kN/m2
3.4.4
Natural Soil
Mean
LL < 55
53-54
53
PI < 27
27-28
27
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
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2. Hill soil
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.
. 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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To ensure good compaction and this shear strength parameter will be achieved, the
following parameters are suggested as acceptability criteria:
3.4.5.4
Permeability > 10-4 m/s (or 10-3 m/s based on results of drainage design);
D85 > 1 mm and < 5 mm;
D15 > 0.1 mm and < 0.75 mm;
0.075 mm < 2%; and
Organic content < 2%
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3.4.6
3.4.6.1
3.4.6.2
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
3.4.7
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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
3.5
Hydrological/Hydraulic Study
3.5.1
CMDCP
3.5.2
CMDCP
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
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Name of
Bridge
Rach Tan Binh
Rach Km16+394
Kenh Xang Nho
Rach 2-9
Rach Vuot
Lap Vo River
Rach Lap Vo
Kenh Ranh
Rach Ong Hanh
Rach Xep Cut
Vam Cong
Rach 1
Rach 2
Rach Nga Chua
Chainage
(Station)
Km15+827
Km16+394
Km16+916
Km17+315
Km17+761
Km18+730
Km19+732
Km21+425
Km22+034
Km23+250
Km25+399
Km27+090
Km27+510
Km28+140
CMDCP
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.
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)
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
H10%
2.56
2.56
2.56
2.54
2.51
2.50
2.47
2.47
2.45
2.39
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Table 3-14: Water Levels at Bridge Locations (Existing Configuration & Present Climate)
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
H10%
2.61
2.61
2.63
2.60
2.56
2.55
2.51
2.49
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Table 3-15: Water Levels at Bridge Locations (Post Project Configuration & Present Climate)
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
H10%
2.80
2.77
2.78
2.76
2.72
2.72
2.68
2.66
2.68
2.60
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Table 3-16: Water Levels at Bridge Locations (Post Project Config. & 0.30m Sea Level Rise)
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
H10%
3.12
3.05
3.06
3.04
3.01
3.01
3.00
2.98
2.99
2.96
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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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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
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
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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
Page 71 of 271
Sheet piling
Sheet piling
Sheet piling
Sheet piling
Sheet piling protection and
infilling up to the piers.
CMDCP
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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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
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
From Project Start Point to Cao Lanh Bridge Abutment 1: 23.0m Roadway with
3m Median.
From Cao Lanh Bridge Abutment 2 to Vam Cong Bridge Abutment 1: 20.6m
Roadway with Concrete Median Barrier.
From Vam Cong Bridge Abutment 2 to Project End Point: 23.0m Roadway with
3m Median.
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4.1.2
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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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
4.1.3
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:
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.
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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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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
0.33
Rach 2
0.39
Rach 2
End
0.30
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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:
CMDCP
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.
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.
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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
Height
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
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
CMDCP
4.2
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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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.
4.2.3
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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)
3+800
3.800
22
25
CW1C
6+200
7+800
1.600
19
35
CW2A
7+800
13+750
5.950
20
44
CW2B
13+750
18+200
4.450
15
40
CW2C
18+200
23+450
5.250
31
23+700
23+831
0.131
1.5
2.0
26+800
27+000
0.200
13
17
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
Thickness of
soft soil
(m)
Min
Max
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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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:
For determining the ultimate bearing capacity Qu for a strip footing on clay:
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
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.
CMDCP
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
Environmental issues of
disposal of unsuitable and
importing more fill.
Expensive
Expensive
Expensive
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
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:
Typical instrumentation plans and details are shown on the drawings in Appendix N.
Page 90 of 271
CMDCP
4.5
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
CMDCP
Package
& Bridge
number
Location
(Km)
Span
Length m
CW1A
1
2
3
4
5
CW1B
CW1C
6
CW2A
7
8
9
10
Muong Lon
10+196
Dat Set
11+460
Underpass
12+550
Rach Km13+230
13+230
Interconnecting Road, Central Section
Xang Muc
14+105
Rach Km15+282
15+282
Tan Binh
15+825
Rach Km16+394
16+394
Xang Nho
16+921
Rach 2-9
17+325
Rach Vuot
17+760
11
CW2B
12
13
14
15
16
17
18
CW2C
19
20
21
22
23
CW3B
CW3A
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
6.1
15
25
Rach 2
27+510
24
4.4
17
26
Nga Chua
28+148
48
5.4
15
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
CMDCP
2.
3.
4.
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
CMDCP
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
CMDCP
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)
Move the point of the smoothed step in the road surface away from the rear
of the abutment
b)
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
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)
d)
e)
f)
Backfill abutment.
Location of abutment
1V:2H slope
PVD/SD
Page 96 of 271
CMDCP
Geotextile for
2V:1H steepened
slope
Smaller zone of
improved ground
Page 97 of 271
CMDCP
Example of
failure
surface to
be checked
(FS > 1.4)
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
Vacuum
preloading
PVD/SD
Figure 4-14: Possible Contractors Alternative of Early Construction using Vacuum Preloading
Page 99 of 271
CMDCP
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
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.
CMDCP
skin-friction:
0.45
and
end-point:
0.45
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.
CMDCP
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
Package
CW1A
CW1C
CW2A
CW2B
CW1A
CW2C
CW3B
CMDCP
4.6
Culverts
4.6.1
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
(3.0x3.0)m
Km 0+190.00
90
20.16
DC-A1
24.7
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
1.5m dia
Km 0+126.00
90
27.36
AR-TM1-L
26.0
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
11
(2.5x2.5)m
Km 0+138.00
110
20.80
EB-89R
19.5
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
CMDCP
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
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
4.6.2
Structure
80 mm
settlement
Expansion
joints
100 mm
settlement
80 mm
settlement
CMDCP
4.6.3
Foundation Design
CMDCP
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.
CMDCP
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
CMDCP
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.
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.
As can be seen, the Stage 1 granular base course would be incorporated in the Stage 2
pavement.
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
CMDCP
ZR
S0
MR
PSI
SNf
SN a1 D1 a 2 D2 * m2 a3 D3 m3
Where:
SN
D1,D2, D3
:
:
a1,a2, a3
m2, m3
CMDCP
80 95
50 80
75 95
50 80
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.
Page 110 of 271
CMDCP
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:
4.7.2.5 Recommendations
It is recommended that the pavement structure for the mainline shall be of 70mm asphalt
concrete and 500mm aggregate basecourse on a subgrade of CBR value of 8. For the design
traffic loading, the pavement design to AASHTO and TRL confirm the recommended
pavement which has been designed to Vietnam Standard 22TCN211: 2006.
Page 111 of 271
CMDCP
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:
4.7.4
Connection to NH80
a) Design Traffic
The design traffic load is considered as 40% of the mainline traffic. Therefore the total
traffic is 0.70 x 10^6 Standard Axles of 120KN (1.75 x 10^6 x 40%). The connection to NH80
is a standard 2-lane road. Applying a lane factor of 0.75, this is equivalent to 0.53 x 10^6
Page 112 of 271
CMDCP
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
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:
CMDCP
Guardrails:
CMDCP
CMDCP
4.9
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
Mainline
Maintenance lighting
Aviation obstacle light
Navigation sign
Lightning protection
North substation 250kVA
South substation 400kVA
Medium voltage line 22kV
Interchange lighting
Bridge lighting
Road lighting
Navigation sign
Lighting substation 3x25kVA
Medium voltage line 22kV
None
None
Interchange lighting
Bridge lighting
Navigation sign
Lighting substation 100kVA
Medium voltage line 22kV
Interchange lighting
NH80 Interchange
Lap Vo River Bridge
CW2C
Lap Vo River Bridge
NH80 Interchange
Supply to substation
NH54 Interchange
Km 28+601.91 Intersection
Intersection lighting
CRNH80 Intersection
CW3B
Lighting substation 3x15kVA NH54 Interchange
Lighting substation 3x25kVA CRNH80 Intersection
Medium voltage line 22kV
Supply to substation
Km 0+117
Km 3+941.6 - Km 5+978.4
Km 3+800 - Km 3+941.6,
Km 5+978.4 - Km 6+200
Pylons PY1 and PY2
Pylons PY1 and PY2
Pylons PY1, PY2, and Bridge
2 pylon towers PY1 and PY2
Km 4+500
Km 5+990
Km 6+200 Km 6+900
Km 7+180
Km 19+333
Km 28+601.91
Km 23+680
Km 7+909-CRNH80
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.
CMDCP
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
0,4
0,7
10
Median
No median
1,5
2
0,4
0,4
0,7
0,7
10
10
Median
No median
1
1,5
0,4
0,4
0,5
0,5
10
10
0,75
0,5
0,4
0,4
Urban shape
Round Top
Highway shape
Outside
shape
Apply
Narrow Beam
Semi Cut-off
Wide Beam
Outer shape
Summary
Apply
CMDCP
Luminaire type
Narrow Beam
Below 100
Semi cut-off
Wide Beam
Feature
Cast iron
Stainless Steel
Galvanize Steel
Picture
Materials
Stainless Steel
Reliability
Break if knocks
knocking resistant
knocking resistant
Modern form
Modern form
Corrosive
Form
Cost
High
High
Reasonable
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
Tunnel
No
Fog zone
Smoke polluted
areas, tunnel
Normal condition
CMDCP
Technical
General
Dimmer
Non
Yes
Road luminance
Lavg (cd/m2)
18h30 - 23h
Threshold
TI (%)
Overall uniformity
(Uo) Lmin/Lavg
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
Overall width of 20.6m in line with the cross-section with 0.6m barrier
CMDCP
CMDCP
CMDCP
CMDCP
Figure 4-22: 12m Lighting Pole, 26.1m width Lap Vo River Bridge
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.
CMDCP
Advantage
Disadvantage
Time ON
(SunsetMidnight)
Time OFF
(Midnight Sunrise)
Apply
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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CMDCP
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.
4.9.4
Power Substation
a) Description
Location
Mainline, Bridges,
Interchanges
Type
Indoor/outdoor
Location to install
Outdoor
Middle
CMDCP
Advantage
Disadvantage
None application
Form: Normal
Maintenance: More difficult
Life service: Shorter due to not
tightness in the rain and dust
Safety: Safe
Picture
Apply
CMDCP
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
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
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
Applied Standards
CMDCP
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;
TCVN 7447-5-51:2010: Installation system of low voltage Part 5-51 Selection and
installation of electric facilities General rules.
CIE No 115:1995 Recommendation for road lighting for cars and pedestrians;
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
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
Description
(LV = Low Voltage, MV = Medium Voltage, HV = High Voltage)
CMDCP
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
4.11
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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CMDCP
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.
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.
CMDCP
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.
Recommendation/ Remarks
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.
Road lighting at traffic conflict points, as necessary from safety considerations, has
been provided at all interchanges and intersections.
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.
CMDCP
Recommendation/ Remarks
the vast majority of road users/ passengers would want to go to these locations and would have no
specific need to be dropped off on the Project Road. This approach should be positively encouraged
by the non-provision of stopping points along the main highway and the strict enforcement of nostopping regulations.
The provision of any bus stops, now or in the future, should only be on the main roads served by the
interchanges.
CMDCP
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.
CMDCP
CMDCP
5.1.1.3 Tan My
Tan My is a single deck bridge, carrying 2x3.5m traffic lanes in each directionwith effective
width of 2x9.5 m. In the North East end of the bridge intersection ramps extends to the
bridge, widening the bridge with one lane on both sides. Total width of the deck is 2x10.3 =
20.6 m widening up to 29.931 m. Bridge spans are 40.0 m (at abutment 39.15 m) with
effective span length of 37.6m. Span arrangements are 39.15 + 7x 40.0 + 39.15 m.
Pre cast element spacing is 2.030 m at the West end (from P6 to A2). When the deck is
widening the girder spacing varies from 2.030 to 2.380 m (with cantilever 1.165 m to 1.340
m) and 1.980 to 2.240 m(with cantilever 1.15 m to 1.300 m) to finally being 2.270 m (1.300
m).
The bridge is founded on bored piles, diameter 1.5 m.
CMDCP
CMDCP
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.
CMDCP
CMDCP
CMDCP
CMDCP
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.
CMDCP
CMDCP
CMDCP
CMDCP
CMDCP
2%
2%
2%
2%
CMDCP
2%
2%
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
CMDCP
5.1.3.15 Rach 2
Rach 2 is a single deck bridge carrying 2x3.5 m traffic lanes in each direction with effective
widths of 2x9.5 m. Total width of the deck is 10.5 m and with 3.0 m wide separation lane.
The total width of the bridge is 23.0 m. The span arrangement is a single span bridge of
24.0 m.The effective span length is 23.3 m. The bridge is 5deg skew. Pre cast element
spacing is 1.0 m.
The bridge is founded on driven piles 450x450 mm2.
CMDCP
5.1.4
CMDCP
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.
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
40
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
5.2
Articulation
5.2.1
Super-T Bridges
Super-T bridges included in this project have the number of spans from 6 to 12spans. Three
different span lengths (system lengths) have been applied in the design: 40.0 m, 30.0 m and
Page 151 of 271
CMDCP
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.
CMDCP
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
850
850
100
COMPOSITE SECTION
END GIRDER SECTION
650
650
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
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
990
CMDCP
COMPOSITE SECTION
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
5.2.4
CMDCP
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
5.3
Abutments
Abutments are comprised of reinforced concrete structures supported on bored piles of
either 1.0 m or 1.5m diameter or supported on driven piles of size 450 mm x 450 mm.
The abutments carry vertical and lateral loadings.
At each bridge abutment, the run-on-slab will be fixed to the abutment to ensure good
traffic comfort at the ends of the bridges. The construction method of the abutment will be
carried out following the requirements for soft soil treatment to prevent the settlement
behind and around the abutment area.
Page 155 of 271
CMDCP
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).
CMDCP
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.
CMDCP
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.
5.4.4
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.
CMDCP
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
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
5.6
Expansion Joints
In Super-T type bridges and also in free cantilever bridge finger type expansion joints are
used at abutments as well as in the intermediate piers between the superstructure
Page 159 of 271
CMDCP
5.7
Barriers
For bridges with the width of deck of 2x10.5 m such as Dinh Chung, Linh Son, Khem
Ban,Tinh Thoi and Rach Mieu, there are traffic barriers (railing) on both side of the bridge
consisting of a concrete barrier with steel rail railing mounted on top.
For Tan My, Lap Vo River bridge and bridges with the width of deck 20.6 m such as
Km08+033, Kenh Thay Lam, Muong Lon, Kenh Dat Set, Rach Km13+226, Kenh Xang Muc,
Rach Km15+282, Rach Tan Binh, Rach Km16+394, Kenh Xang Nho, Rach 2-9. Rach Vuot,Lap
Vo River, Kenh Ranh. Ong Hanh and Rach Xep Cut, there are traffic barriers (railing) on both
side of the bridge and median concrete barrier of 0.6 m wide.
Page 160 of 271
CMDCP
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:
skin-friction:
0.65
End-point:
0.55
CMDCP
skin-friction:
0.55
End-point:
0.50
where Ah and Bhare evaluated using the bearing capacity expressions as follows
Hence the spring stiffness Kj can be expressed conveniently in terms of the modulus of
lateral subgrade reaction kh as follows:
For buried nodes:
Page 162 of 271
CMDCP
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
CMDCP
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.
CMDCP
5.9.5
CMDCP
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:
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.
CMDCP
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.
CMDCP
5.10
5.10.1.1 Superstructure
The Super-T girders have been designed as fully prestressed members. The girders have
been designed with a limit on tension stress in concrete of 3.54 MPa, which mostly controls
the design.
Girder maximum hog deflections have been calculated to be of the order of 105 mm at the
time of casting the deck. The deflection of the girders under the weight of the deck slab will
reduce the upward camber to be approximately by 40 mm. The deck slab thickness will
therefore vary from a minimum of 175 mm at mid-span up to 240 mm at the ends of the
Page 168 of 271
CMDCP
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
CMDCP
Figure 5-52: Factored Design Load (Shear &Torsion)&Resistance in ULS, Dinh Chung Bridge
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
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
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
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
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
Location
Abutment A1
A2
Pier
P1
P2
P3
Pier
P4
Pier
P5
Pier
P6
P7
P8
Pile Toe
Level
(m)
-72.27
-74.22
-75.50
-73.50
-77.50
-79.5
-79.5
-77.5
-77.5
-79.5
4280
4530
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
Location
Pile Toe
Level
(m)
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
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
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
CMDCP
5.10.1.6 Abutments
The abutments were designed to carry vertical and horizontal loadings. The rear curtain
walls resist the lateral earth pressure. Run-on-slabs, length of 5.0 mis used to provide a
smooth running surface.
5.10.2 I - Bridges
5.10.2.1 Superstructure
a) Stage I
In the Stage I, the girder is loaded only with the dead load of the girder with effects of the
pre-stressing. The pre stressing loads, losses in transfer and properties of cross section at
Stage I are calculated by hand with the help of calculation tables following the Specification
for Bridge Design 22TCN-272-05.
CHECK STRESS - STAGE 1
25.0
Stress (MPa)
20.0
15.0
10.0
5.0
0.0
0.0
5.0
10.0
15.0
20.0
25.0
30.0
35.0
-5.0
Distance (m)
Co mpresio n Limit
Tensio n Limit
CMDCP
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 (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
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
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
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
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
CMDCP
CMDCP
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.
CMDCP
'
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
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
CMDCP
Stress (MPa)
20.0
15.0
10.0
5.0
0.0
0.0
5.0
10.0
-5.0
15.0
20.0
25.0
Distance (m )
Co mpresio n Limit
Tensio n Limit
Stress (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
5000
4000
3000
2000
1000
0
0.0
5.0
10.0
Distance (m )
15.0
Flexural Resistance
20.0
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
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
CMDCP
Abut.
Piers
A1, A2
Type
Pu
kN
Mux
kN-m
Muy
961.0
10.05
Pmin
144.5
10.9
P1, P2 P max 1116.6
9.3
Pmin 141.2
23.9
Table 5-9: Pile Loads of Km16+394 Bridge
P max
kN-m
46.9
62.9
35.4
23.6
5.10.3.3 PileCaps
The structures and the structural analysis follow the same methods as for I-girder bridges.
5.10.3.4 PierColumns
The dimensionof pier columns are 1.4m to 1.6 m and the structural analysis follows the
same methods as for I-girders.
5.10.3.6 Abutments
Structures and analysis follows the same methods as for I-girder bridges.
CMDCP
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
CMDCP
Figure 5-73: Ultimate Bending Moments for Strength I Combination and Capacity
CMDCP
CMDCP
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
CMDCP
CMDCP
CMDCP
6.
Safeguards
6.1
Resettlement Plans for Dong Thap Province and Can Tho City
6.1.1
6.1.2
CMDCP
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
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
Thoi Thuan
120
553
34,6
Vinh Trinh
99
632
20,3
1555
7139
254,6
Component 2
DONG THAP
PROVINCE
Lap Vo District
Component 3
CAN THO
CITY
GRAND TOTAL
Source DMS data 2012
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
Tan My C1
36
39
36
171
207
Tan My C2
My An Hung B
31
33
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
Thoi Thuan
95
101
Vinh Trinh
GRAND TOTAL
1
64
25
558
26
622
CMDCP
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
Total
53
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
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.
CMDCP
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%
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
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
CMDCP
6.1.5
ADB/MOT
Cuu Long
CIPM
DDIS Consultant
Farmers
Union
Womens
Union
Womens
Union
Participants
Participants
CMDCP
6.1.6
No
Costs
Project Components
Compensation costs
1.1
Billion vn
Million USD
925.45
44.39
362
17.36
Tan My Commune
126
6.04
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
98
4.70
Dinh An commune
58
2.78
150
7.19
inh An Commune
150
7.19
179.0
8.6
133.89
6.45
45,11
2,15
II
40.26
1.94
2.1
32.66
1.57
2.2
7.7
0.37
III
External Monitoring
2.71
0.13
IV
1147.42
55.06
1.2
1.3
B
6.1.7
CMDCP
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
My Tho
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
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
Quarterly (2013-2017)
2013-2015 (Semi-Annual)
September 2013
CMDCP
6.2
6.2.1
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
Page 196 of 271
CMDCP
6.2.3
CMDCP
Origin of users
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:
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:
CMDCP
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
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.
CMDCP
6.2.6
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
CMDCP
6.3.2
6.3.3
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
6.3.5
6.3.6
CMDCP
6.4
Environmental
6.4.1
6.4.2
CMDCP
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:
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
6.4.4
CMDCP
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
Annual
Compilation of results of
environmental monitoring &
performance monitoring
(Monthly and Quarterly Reports)
Annual roll-up
Annual
Independent External
Environmental Expert
---
CMDCP
7.
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
7.3
CMDCP
7.3.1
7.3.2
7.3.3
7.3.4
CMDCP
7.3.5
7.3.6
7.3.7
CMDCP
7.4
CMDCP
Outputs:
% of implementation
4. Toll systems
5.Road safety measures
II. Land Acquisition, Resettlement
Program and Unexploded Ordinance
Cleared plan.
CMDCP
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.
Evaluation report
Reports from Review Missions
Impact:
VII. Regional Economic Impact
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
CMDCP
Performance
Targets/ Indicators
Responsibility for:
M&E System
Report
Frequency
Field
Validation
Data Collection
and Reporting
Tools
OUTPUT: I+II+III+IV
I. Project Construction Implementation Program: Efficient and Safe Project Implementation
1. Cao Lanh Bridge
and Approach
Roads
2. Interconnecting
Roads between big
bridges, Small &
Medium Bridges
3. Vam Cong
Bridge and
Approach Roads
4. Toll systems
% of implementation
Recorded injuries
/deaths
% of
implementation,
Output
Monitoring
2) Project Completion
Report s
Output
Monitoring
Recorded injuries
/deaths
1) Implementation
Progress Report
2) Project Completion
Report s
% of implementation
Output
Recorded injuries
/deaths
Monitoring
% of implementation
1) Implementation
Progress Report
1) Implementation
Progress Report
2) Project Completion
Reports
Output
Monitoring
1) Implementation
Progress Report
2) Project Completion
Reports
5.Road safety
measures
% of implementation
Output
Monitoring
1) Implementation
Progress Report
2) Project Completion
Reports
1) Monthly
2) Quarterly during construction
3) Once immediately prior to Project
Completion (Traffic count)
1) Monthly
2) Quarterly during construction
3) Once immediately prior to Project
Completion (Traffic count)
1) Monthly
2) Quarterly during construction
3) Once immediately prior to Project
Completion (Traffic count)
1) Monthly
2) Quarterly during construction
3) Once immediately prior to Project
Completion (Traffic count)
1) Monthly
2) Quarterly during construction
3) Once immediately prior to Project
Completion (Traffic count)
Consultant
CIPM
Implementation
Progress Report
2) to CIPM by Consultant
3) to ADB, MOT quarterly by CIPM.
1) to Consultant by civil works
Contractor
Consultant
CIPM
Implementation
Progress Report
2) to CIPM by Consultant
3) to ADB, MOT quarterly by CIPM
1) to Consultant by civil works
Contractor
Consultant
CIPM
Implementation
Progress Report
2) to CIPM by Consultant
3) to ADB, MOT quarterly by CIPM
1) to Consultant by civil works
Contractor
Consultant
CIPM
Implementation
Progress Report
2) to CIPM by Consultant
3) to ADB, MOT quarterly by CIPM
1) to Consultant by civil works
Contractor
2) to CIPM by Consultant
3) to ADB, MOT quarterly by CIPM
Consultant
CIPM
Implementation
Progress Report
CMDCP
Performance Targets /
Indicators
M&E System
Report
Frequency
II. Land Acquisition and Resettlement Program: Efficient and Safe Project Implementation
1. Resettlement
Plans finalized,
approved and
implemented as
scheduled and
without delay
% disbursement of
compensation to AHs
according to the compensation
policy agreed in the RP
1) External Monitoring
Organization (EMO)
Number of HH relocated
individually or in a serviced
resettlement site
1) External Monitoring
Organization (EMO)
1) EMO Report
Quarterly
2) CIPM Internal
Report
1) EMO Report
Quarterly
1) External Monitoring
Organization (EMO)
Quarterly
2) CLFD Report
2. Unexploded
Ordinance Cleared
(UXO)
prior to start of civil work % of
implementation
1) External Monitoring
Organization (EMO)
2) Baseline survey
Output monitoring
CIPM
Quarterly EMO
Reports
1) Local authorities
Consultant
2) to CIPM by Consultant
CIPM
Quarterly EMO
Reports
1) Local authorities
Consultant
2) to CIPM by Consultant
CIPM
Quarterly EMO
Reports
Quarterly
2) CLFD Report
2) Local authorities
Number of households who
restore/re-establish livelihoods
and living standards
2) to CIPM by Consultant
Disbursement reports
by local authorities
Consultant
2) CIPM Internal
Report
1) EMO Report
1) Local authorities
1) Local authorities
Consultant
2) to CIPM by Consultant
CIPM
Quarterly EMO
Reports
Quarterly
2) Consultant
Report
Implementation
Progress report
1) Local authorities
Consultant
Baseline survey
2) to CIPM by Consultant
CIPM
Quarterly EMO
Reports
Consultant
Implementation
Progress report
CIPM
CMDCP
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
2. Trafficking
Awareness and
Prevention Program
(TAPP) completed on
the project road
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
Process
monitoring
% of implementation
1) to Consultants Specialists by
Contractor
Consultant
HAPP report
CIPM
2) to CIPM by Consultant
3) to ADB, MOT quarterly by CIPM
Process
monitoring
TAPP report
Quarterly
% of implementation
1) to Consultant Specialist by
Contractor
Consultant
TAPP report
CIPM
2) to CIPM by Consultant
3) to ADB, MOT quarterly by CIPM
Process
monitoring
RSAP report
Quarterly
1) to Consultants Specialist by
Contractor
CIPM
RSAP report
Consultant
IRP report
2) to CIPM by Consultant
3) to ADB, MOT quarterly by CIPM
Process
monitoring
IRP report
Quarterly
1) to Consultants Specialist by
Contractor
CIPM
2) to CIPM by Consultant
3) to ADB, MOT quarterly by CIPM
% of implementation
Process
monitoring
GAP report
Quarterly
1) to Consultants Specialist by
Contractor
2) to CIPM by Consultant
3) to ADB, MOT quarterly by CIPM
% of implementation
Consultant
CIPM
GAP report
CMDCP
M&E
System
Report
Frequency
Field
Validation
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
Process
monitoring
Environmental
Monitoring
Report
Monthly
Quarterly
CIPM
EMP report
CMDCP
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
(11)
3) Impact
evaluation
2) Once
immediately
prior to Project
completion
3) Once within 5
years from
Project
completion
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
(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
CMDCP
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
End-of -Project
Evaluation
End-of Project
Evaluation
report
Once
immediately
prior to Project
Completion
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
CIPM
CMDCP
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
1) Baseline
survey
1) Baseline
Survey Report
2) End-of Project
Evaluation
2) Impact
Evaluation
Report
3) Impact
evaluation
2) Formal initial
operating
impacts
evaluation (2-3
years after
completion)
4) Final Impact
Evaluation (min.
5 years after
completion)
1) Evaluation
Reports: one at
around midcompletion,
once near final
completion
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.
General Director
Deputy General
Director
Deputy General
Director
Deputy General
Director
Deputy General
Director
Deputy General
Director
Administrative Division
PID No.1
PID No.2
Investment and
Procurement Division
PID No.5
Construction and
Transport Management
Division
PID No.6
IT Team
Deputy General
Director
Hanoi Representative
Office
Functional Divisions
Project Implementation
Divisions
Project Operation
Companies
Representative Offices
Deputy General
Director
CMDCP
8.3
10
71
3
1
17
2
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
General Director
Deputy General
Director
Chief
Chief
Deputy Chief
Manager
Deputy Chief
Project Engineer
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
CMDCP
General Director
Deputy General
Director
Chief
Chief
Manager
Deputy Chief
Deputy Chief
Deputy
Manager
Support staff
Project
Engineer
Project
Engineer
Quantity
Engineer
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
CMDCP
8.6
CMDCP
8.7
Schedule
8.7.1
CMDCP
8.7.2
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
CMDCP
8.7.3
CMDCP
8.7.4
Overall Schedule
A proposed overall training schedule is shown below.
CMDCP
8.8
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)
CMDCP
Program Draft
From Vietnam
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
08:00 - 10:00
Rovaniemi
Wed
24-Oct-12
19:00
09:00 - 18:00
On Ferry
Thu
25-Oct-12
19:00
Arrival Helsinki
08:00
Fri
26-Oct-12
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
Arrival Vietnam
13:50 - 15:20
13:00
15:00
16:20 - 17:40
Flight to Helsinki
Estonia
09:00 - 11.30
13:30 - 18:00
Helsinki
Helsinki
noon
Russia - St.
Petersburg
In Plane
17:00
Office lunch
Detailed bridge
tour
Hotel
21-Oct-12
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
In Plane
CMDCP
CMDCP
9.
Procurement
9.1
Procurement Plan
9.1.1
Packaging
The DDIS Consultant has assisted Cuu Long CIPM in finalising the procurement packages for
the Project. Various packaging scenarios were considered ranging from a single package for
the road to a number of smaller packages to encourage the participation of Vietnamese
contractors. The approved division is 8 packages as detailed in the Table 9-1 below and
schematically illustrated in Figure 9-1.
Pkg
Ref
CW1A
CW1B
CW1C
CW2A
CW2B
CW2C
CW3A
CW3B
Description
Northern Approach Road
to Cao Lanh Bridge.
Cao Lanh Bridge + 200m
approach roads.
Southern Approach Road
to Cao Lanh Bridge.
Interconnecting Road,
Northern Section.
Interconnecting Road,
Central Section.
Interconnecting Road,
Southern Section.
Vam Cong Bridge + 200m
approach roads.
(Bridge by others)
NH54 Interchange.
Southern Approach Road
to Vam Cong Bridge.
Connection to NH80,
approximately 1.5km.
Total
Component
Start
Km
End
Km
Mainline
Length
(km)
Number
of
Bridges
Interchanges
Toll
Plaza
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
ADB/AusAID
CMDCP
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
Single-Stage, Two-Envelope
Single-Stage, Two-Envelope
Single-Stage, Two-Envelope
-
Single-Stage, Two-Envelope
Notes
Independent bidding
package
Independent bidding
package
Independent bidding
package
Issued as one group,
allowing bidding for
multiple packages
KEXIM
KEXIM
9.1.3
CMDCP
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.
CMDCP
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
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
Remarks
Component
Cao Lanh Bridge
183.81
155.74
29.26
368.81
Table 10-2: Works Cost Estimate by Component (excluding Taxes and Duties)
CMDCP
CMDCP
CMDCP
11.
11.1
Overview
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
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.
CMDCP
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
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.
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
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.
CMDCP
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
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
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%
16.6%
9.0%
2.7%
16.1%
CMDCP
21
Annex 2: Economic Assessment, p. 16 para 56. There are also limitations to the STRADA model.
CMDCP
2030
65,553
4,096
3,553
12,344
85,546
19,993
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
Table 11-6: Forecast of Traffic and Growth rates derived from the FS 2009 Forecast
CMDCP
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%
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
2030
2035
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%
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
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.
CMDCP
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%
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.
CMDCP
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
11.2.4 Comparison between the Recent Trends and the First Year of the Forecast
A fundamental question is: How robust are the forecasts? Annual traffic data for 2011 at
each ferry crossing can be used to compare the 2015 forecast of normal (without project
conditions) traffic.
The Cao Lanh traffic includes a large amount of generated/diverted traffic while Vam Cong
Bridge includes no generated/diverted traffic. In the case of the Cao Lanh Bridge the
Page 244 of 271
CMDCP
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.
CMDCP
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
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
CMDCP
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:
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.
23
taxes,
price contingencies, and
financial charges during construction.
World Bank default value is used. A Vietnamese comparable value will be estimated.
CMDCP
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
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%
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
CMDCP
Items
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%
0.05%
1
Routine
0.1%
Periodic
2.0%
Major
3.0%
15
0.05%
15
20
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:
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
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.
CMDCP
Cao Lanh
Vam Cong
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
1,557,600
3,164,517
8
9
10
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
CMDCP
11.4
Economic Evaluation
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
CMDCP
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
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%
Table 11-18: Economic Evaluation of the Entire Project (All Three Components)
CMDCP
Motorcycles
Cars
Buses
Trucks
Total
2015
24,673
1,346
1,728
3,860
31,607
2020
41,422
2,170
2,550
7,129
53,271
2025
53,422
2,918
2,940
9,648
68,929
2030
65,556
4,096
3,553
12,345
85,550
2035
90,797
5,936
4,518
18,187
119,438
Growth rate
6.7%
7.7%
4.9%
8.1%
6.87%
Source: PPTA 2011
Table 11-19: Traffic Forecast - Cao Lanh Bridge, Approaches and Interconnecting Road (AADT)
Year
Motorcycles
Cars
Buses
Trucks
Total
2015
17,612
1,042
1.186
4.743
24,583
2020
25,028
1,063
1.389
6.084
33,563
2025
59,879
2,717
3.022
14.163
79,781
2030
82,833
4,481
4.376
20.847
112,537
2035
90,399
4,747
4.405
22.243
121,794
Growth rate
8.5%
7.9%
6.8%
8.0%
8.33%
Source: PPTA 2011
Table 11-20: Traffic Forecast - Vam Cong Bridge and Approaches (AADT)
The sensitivity test becomes: What is the minimum annual increase (growth rate) in traffic
that the project could support and still remain feasible? To do this, the calculation
spreadsheet was set up to test traffic increase alternatives for the project road sections.
The following assumptions were applied:
On all sections, the traffic composition by vehicle type remained the same for each
period.
Generated traffic remained proportional to normal traffic to avoid situations where
the traffic without the project would be greater than with the project.
An overall rate of traffic increase was applied to all sections.
All other parameters were maintained as per base case.
Page 253 of 271
CMDCP
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%
CMDCP
Year
Interconnecting Road
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
Interconnecting Road
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.
CMDCP
CMDCP
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%
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.
CMDCP
2.1
Vehicle capital or ownership costs (depreciation and interest). The same seven
vehicle types are used;
Fuel costs;
Tire costs;
Labor costs including crew and maintenance labor;
Passenger costs.
Vehicle capital or ownership costs
A major component of the VOC is depreciation and interest costs associated with the
ownership of the vehicle. A comparison of the economic costs of the purchase price of
new vehicles between the source data in Table 2.5 in Annex 2: Economic Assessment and
the recently obtained data for the present update of the economic analysis is shown below
in Table1. What the table indicates is a large increase in economic vehicle costs since 2009.
The financial costs show much smaller increases and in one case they decrease (small bus).
The financial cost increases seem quite reasonable although the costs of the heavy truck
and large bus have doubled.
Type of vehicle
Make and model
Motorcycle
Car
Honda
Toyota
Dream
Corolla
Capacity
Annex 2 ---Table 2.5 (2009)
Financial costs, 2009 (US$)
Economic costs, 2009 (US$)
Ratio of financial to economic costs
CMRCP data sources (2012)
Financial costs, 2012 (US$)
Economic costs, 2012 (US$)
Ratio of financial to economic costs
Comparison 2009 and 2012 vehicle costs
Increase in financial costs in percent
Increase in economic costs in percent
LGV
Hyundai
HD
3t
MGV
HGV
Isuzu
Isuzu
FRR90N CYZ51
7t
15t
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
$146,853
1.12
13%
49%
24%
186%
4%
108%
32%
141%
93%
165%
-9%
50%
101%
195%
Table B1: Comparison of the Capital Costs of vehicles in USD per unit
The economic costs show large increases. For motorcycles and medium buses they are
reasonably moderate and are in line with the rise in financial costs; they have increased by
50%. For the other categories of vehicles, their economic costs have increased in excess of
a 100%. They are much larger than the increase in the financial costs. It is improbable that
the economic costs for transport have increased by that much over the last two and half
years. The best explanation is that the 2009 costs were estimated based on imported
vehicles less import duties, excise taxes and other taxes. Presently, no duties or excise
taxes are charged for vehicles assembled and manufactured in Vietnam VAT is the principle
modality of taxing those vehicles assembled in Vietnam.
CMDCP
Fuel costs
Fuel costs have risen by 53% (for petro) in financial terms. Part of this increase is probably
due to increases in the tax on fuel and in the price of crude oil. For the period 2009 to
2012, the differentials in the ratios between financial and economic costs for petro have
increased from 1.15 to 1.39. In this case, the GOVs revenues from this source should
increase.
Type of vehicle
Petro
Annex 2 ---Table 2.5 (2009)
Financial costs, 2009 (US$)
Economic costs, 2009 (US$)
Ratio of financial to economic costs
CMRCP data sources (2012)
Financial costs, 2012 (US$)
Economic costs, 2012 (US$)
Ratio of financial to economic costs
Comparison 2009 and 2012 vehicle costs
Increase in financial costs in percent
Increase in economic costs in percent
Diesel
$0.69
$0.60
1.15
$0.58
$0.55
1.05
$1.05
$0.76
1.39
$0.98
$0.73
1.34
53%
27%
69%
33%
Table B2: Cost Comparison of fuel costs between 2009 and mid 2012 in USD/litter
2.3
Tire costs
In contrast to fuel costs, the tire costs have generally decreased as well as ratio of the
financial to economic costs between 2009 and 2012. This may be due to the lower tax
rates for tires. Only the tire costs for the large sized tires used on the HGV trucks and large
buses have increased.
Type of vehicle
Make and model
Motorcycle
Car
LGV
MGV
HGV Bus Medium Bus Large
Honda
Toyota
Hyundai Isuzu
Isuzu
Hyundai
Hyundai
Dream
Corolla HD
FRR90N CYZ51
250x17
195x15 245x16 825-R20 1100x20
900x20
1100x20
Tire Size
Annex 2 ---Table 2.5 (2009)
Financial costs, 2009 (US$)
Economic costs, 2009 (US$)
Ratio of financial to economic costs
CMRCP data sources (2012)
Financial costs, 2012 (US$)
Economic costs, 2012 (US$)
Ratio of financial to economic costs
Comparison 2009 and 2012 vehicle costs
Increase in financial costs in percent
Increase in economic costs in percent
$14
$10
1.40
$82
$60
1.37
$178
$130
1.37
$208
$153
1.36
$228
$167
1.37
$218
$160
1.36
$228
$167
1.37
$12
$11
1.10
$77
$70
1.10
$108
$98
1.10
$204
$186
1.10
$387
$352
1.10
$108
$98
1.10
$349
$317
1.10
-14%
9%
-6%
17%
-39%
-24%
-2%
21%
70%
111%
-50%
-39%
53%
90%
Table B3: Tire cost comparison between 2009 and mid 2012 in USD per tire
2.4
Labor costs have increased approximately 40% based on the wage index which is
developed utilizing IMF macroeconomic data which includes forecasts the forecast of these
parameters through 2017. The wage rate is assumed to rise in proportion to the increase in
per capita income.
CMDCP
Motorcycle
Car
Honda
Toyota
Dream
Corolla
Crew costs
Annex 2 ---Table 2.5 (2009)
Number
0
Monthly rate per person, 2009 (US$)
Productive hours per year (hours)
Cost per productive hour, 2009 (US$/hr)
CMRCP data sources (2012)
Index wage rated 2009/2012
Crew costs, 2012 (US$)
Maintenance Labor cost
Annex 2 ---Table 2.5 (2009)
Cost per hour, 2009 (US$/hr)
$1.00
CMRCP data sources (2012)
Index wage rated 2009/2012
1.40
Financial costs, 2012 (US$)
$1.40
LGV
Hyundai
HD
MGV
HGV
Isuzu
Isuzu
FRR90N CYZ51
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
$4.20
Travel time costs are estimated from the 2009 traffic surveys as follows:
Work related trips: Work related trips are 30% for all passengers except for
motorcycles of which 10% are work related.
Personal trips: 70% are personal trips except for motorcycles which are 90%.
Time cost: The values for time cost for persons working are given in the Annex 2
spreadsheet as:
Using the above values, the estimated travel time costs are summarized below and include
the estimates made in the Annex 2: Economic Assessment spreadsheet (highlighted in
pink). There is considerable difference between the figures that cannot be easily explained.
It could easily be a misunderstanding of the methodology used.
2012 travel time costs have been adjusted by increasing the 2009 costs by a factor of 1.4
reflecting the real increase in wage rates.
CMDCP
Motorcycle
Car
Honda
Toyota
Dream
Corolla
Capacity
Annex 2 ---Table 2.5 (2009)
Number of passengers
Travel Time Cost working (US$/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)
45 steats
1.50
2.40
18.00
$1.40
$1.90
$1.40
0.10
0.30
0.30
0.21
1.37
7.56
0.35
0.48
0.35
0.66
1.52
6.17
0.87
2.88
13.73
0.68
2.71
19.95
Source: CMDCP Consultants Estimates
28.00
$1.40
0.30
11.76
0.35
9.60
21.36
33.25
CMDCP
12.
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.
12.2
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.
CMDCP
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%
12.3
CMDCP
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
Other Costs
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.
Source: CMDCP Consultants Estimates
Amount
(USD million)
120
372
260
130
882
78
Proportion
(%)
14%
42%
29%
15%
100%
8%
CMDCP
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%
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%
CMDCP
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
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
CMDCP
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
CMDCP
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
CMDCP
Component 1
AusAID
KEXIM
0%
0%
Civil Works
ADB
100%
GOV
0%
Project Management
100%
0%
0%
0%
0%
100%
55%
0%
100%
0%
0%
0%
0%
0%
0%
0%
0%
10%
45%
100%
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%
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%
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.
CMDCP
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
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:
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:
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
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.
NPV25
$52.75
NPV20
$42.69
NPV25
$94.18
NPV20
$80.24
NPV25
$4.66
NPV20
($0.10)
32