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1 Feasibility Study on the Vinh Thinh Bridge Construction Project 1. Introduction 2. Objectives 3. Work Scope 4. Results of the Feasibility Study 5. Conclusion

2 1. Introduction The project road is located in the northwest region of Hanoi City, which is divided by Hong River. The insufficient bridge infrastructure across the river hinders brisk inter-regional activities in the region. And traffic congestion in/around Hanoi City reaches to serious situations as all vehicles across the river shall pass through the roads in/around Hanoi City due to the road network shape in which radial corridors (National Highway No.2 and No. 32) are dominant. According to the Hanoi Capital Regional Plan (No.490/QD-TTG) approved by the minister of Ministry of Transport on 5 May 2008, Ha Tay and Vinh Phuc provinces were planned to be developed as centers for high-technological, industrial, tourism and residential activities. However, with the current insufficient bridges passing over Hong River, it is likely to be hard to achieve such development goals. Thereon, the construction of the Vinh Thinh Bridge as a section of Ring Road No.V, which will be a circular road network around Hanoi City, is set to be one of the top priorities in the road network construction plan of the Vietnamese government. Besides the Vinh Thinh Bridge project is already included into the infrastructure development plans such as the Decision No.162/2002/QD/TTg 1) and the Decision No.1290/QD-TTg 2) announced by the Prime Minister of Vietnam on 15 November 2003 and 26 September 2007, respectively. 2. Objectives Objectives of this project is to increase the accessibility for residents; to reduce vehicle travel times and vehicle operating costs; and to alleviate traffic congestion in/around the Hanoi City by linking Ha Tay and Vinh Phuc provinces with the Vinh Thinh Bridge. It also focuses on reducing logistic costs, encouraging lower poverty ratio in the region, and improving living conditions by activating exchanges in people and goods between the two provinces. It will also promote the growth of industrial complexes located in Vinh Phuc, Yen Bai and Puc Yen. 3. Work Scope The project area is located in around

40km northwest from the Hanoi City center and the work scope of the Feasibility Study (FS) Project is as follows: Direct influenced area : within 10 km radius around the project section Indirect

3 40km northwest from the Hanoi City center and the work scope of the Feasibility Study (FS) Project is as follows: Direct influenced area : within 10 km radius around the project section Indirect influenced area : northwest region of Vietnam The base year of the FS analyses is the year 2008, and the target year is the year 2032 that will be after 20 years from the opening year (2013) of the Vinh Thinh Bridge (The construction period is assumed as 3 years.). The scope of work of the FS comprises of two main parts. They are as follows: to conduct a feasibility study for about 9.05km connecting Ha Tay province and Vinh Phuc province considering engineering, economic, social, road safety and environmental aspects based on the Pre- Feasibility Study conducted by MOT, to supply necessary information for the EDCF loan appraisal mission after the FS by collecting and analyzing relevant data. The FS was carried out for 3 months from 30 April to 29 July 2008 in accordance with EDCF Feasibility Study Guideline, Korea EXIMBank,

4 4. Results of the Feasibility Study 4.1 Selection of the Best Alignment Three alternatives were suggested and compared in considerations of i) to avoid the major historical site, Doung Lam Historical Monument, ii) to minimize adverse impacts for residential areas and cultural assets, iii) to be linked to the corridor of Ring Road No. V, and iv) to connect directly to Son Tay Bypass section. Finally, Alternative 1 was selected as the best alignment under the agreement of relevant organizations in Vietnam. Comparison of Alignment Alternatives Length Category Alternative 1 Alternative 2 Alternative 3 Road 4.45km 3.25km 3.37km Bridge 4.60km 4.60km 4.04km Total 9.05km 7.85km 7.41km Construction Cost 81.4 million USD 80.1 million USD 72.7 million USD Intersection Advantage & Disadvantage Good vertical and horizontal alignment Good Connection with Son Tay Bypass section Good living condition by ending point avoiding residential area Highest project cost Fair vertical and horizontal alignment Good Connection with Son Tay Bypass section Excessive affection to residential area located at the end of project road Normal project cost Good vertical and horizontal alignment Not Suitable for connection with Son Tay Bypass section Affection to Doung Lam Historical Monument Lowest project cost

5 4.2 Traffic Demand Forecast Statistical data, road network data, and origin-destination data of The Study on the National Transport Development Strategy in the Socialist Republic of Vietnam, JICA, 2000 were used as the basic data for traffic demand forecast in this project. Because no substantial data or information was available in the Pre- Feasibility Study about the traffic demand forecast for the proposed construction project. The future traffic demand is forecasted as 5,552 pcu/day in 2013 and as 33,716 pcu/day in Annual traffic growth rate is expected at around 10%. The future traffic volumes are summarized as the table below. <Forecast Future Traffic volume> (Unit : pcu/day) Year Car Bus Truck Motorcycle Sum ,381 1,717 1,351 1,103 5, ,594 1,877 1,470 1,163 6, ,833 2,053 1,600 1,226 6, ,102 2,246 1,741 1,293 7, ,402 2,456 1,895 1,363 8, ,740 2,687 2,062 1,437 8, ,117 2,939 2,244 1,515 9, ,538 3,214 2,442 1,597 10, ,009 3,515 2,658 1,684 11, ,536 3,845 2,892 1,775 13, ,188 4,176 3,126 1,859 14, ,918 4,535 3,377 1,946 15, ,735 4,926 3,650 2,037 17, ,648 5,349 3,944 2,133 19, ,669 5,810 4,262 2,233 20, ,810 6,310 4,606 2,338 23, ,082 6,853 4,977 2,447 25, ,502 7,443 5,379 2,562 27, ,083 8,084 5,813 2,683 30, ,847 8,779 6,281 2,809 33,716 Growth rate 13.7% 9.0% 8.4% 5.0% 10.0%

6 It is requested that the project road should be widened to a 4-lane road by 2028 when the traffic volume will be over the highway capacity of a 2-lane road. 4.3 Preliminary Engineering Design Design Standard The design standards of the project road are based on the Class III of the highway classification shown in TCVN 4054 : 2005 Highway-Specifications for Design of the Vietnamese government. The design speed of the Class III road is 80km/h as shown in the table below. Highway Classification Specifications Unit Class II Class III Class IV Design Speed km/h Number of Lane Lane Width m Shoulder Width m Paved Shoulder Width m Median Width m Road Width m Stop Sight distance m Minimum Radius m Minimum Radius(Recommendation) m Minimum Radius(Omissible super-elevation) m 4,000 2,500 1,500 Max. Grade % Minimum Length of vertical curve m Min. Radius m 6,000 4,000 2,500 Crest Curve Min. Radius(Recommendation) m 10,000 5,000 4,000 Sag Curve Min. Radius m 3,000 2,000 1,000 Min. Radius(Recommendation) m 5,000 3,000 1,500 Maximum Super-elevation % Standard Super-elevation % Minimum Clearance m

Typical Cross Section The typical cross section of the 4-lane Class III road on TCVN 4054 : 2005 Highway - Specifications for Design has the width of 19.0m as shown in the picture below.

7 Typical Cross Section The typical cross section of the 4-lane Class III road on TCVN 4054 : 2005 Highway - Specifications for Design has the width of 19.0m as shown in the picture below. Typical Cross Section of Earthwork(B=19m, 4-lanes) However, the cross sections of the project road were finally determined as shown in the picture below in considerations of harmonization with the present & planned road sections in Ha Tay province (urban area) and Vinh Phuc province(rural area). At the meeting on 17 July 2008, Vietnam Road Administration(VRA) and PMU Thang Long requested that the cross sections of the project road should have the 21m width in Ha Tay section, the 16.5m width in the bridge section, and the 12m width in the Vinh Phuc section Typical Cross Section of Earthwork (B=12m, 2-lanes) Typical Cross Section of Earthwork (B=21m, 4-lanes)

8 Bridge The selected alignment runs over Hong River at around 100m downstream from the Vinh Thinh ferry station. It is planned with considerations of : i) Minimization of the bridge length and construction costs; ii) Structural safety and durability & Future traffic volumes; and iv) Technical specifications requested by the Vietnam regulations - Width of the bridge = 16.5m - Span of the main bridge = 120m continuous pre-stressed concrete box girder using the balance free cantilever casting method - Span of the supporting bridge = 40m Super T girder - Clearance for river(class I) = 80m(W) 10m(H) Cross Section of the Main Bridge(PSC Box Girder, B=16.5, 4-lanes) Cross Section of the Supporting Bridge(Super T-Beam, B=16.5, 4-lanes)

9 4.4 Cost Estimation Originally, the project costs were estimated for three (3) different construction alternatives - Alternative 1, 2, and 3. Two additional alternatives, Alternatives 2-1 and 3-1, were also analyzed as requested by MOT5). Therefore, the project costs for 5 alternatives were calculated with considering economic efficiency, financial conditions of government and requests of MOT. Those are shown in the table below. Construction Method <Alternatives by Construction Method> Section Phased Construction (Phase 1 Phase 2) Alternative 1 (Phased Construction) - Ha Taysection - Bridge section - Vinh Phuc section 12.0m 21.0m 12.0m 24.0m 12.0m 21.0m Excluding Son Tay Bypass section Alternative 2 (4-lanes construction) - Ha Taysection - Bridge section - Vinh Phuc section 21.0m 16.5m 21.0m Alternative 3 (Phased Construction) - Ha Taysection - Bridge section - Vinh Phuc section 21.0m 16.5m 12.0m 21.0m Alternative 1-1* Including Son Tay Bypass section Alternative 2-1 (4-lanes construction) Alternative 3-1 (Phased Construction) - Son Tay Bypass section - Ha Taysection - Bridge section - Vinh Phuc section - Son Tay Bypass section - Ha Taysection - Bridge section - Vinh Phuc section 21.0m 21.0m 16.5m 21.0m 21.0m 21.0m 16.5m 12.0m 21.0m Note : Alternative 1-1 was not considered due to its excessive construction cost and the request of MOT, Vietnam.

5m) Typical Cross Section of Earthwork(4-lanes, 21m) Cross Section of Supporting

10 As mentioned above, five alternatives is shown as the diagram below. Typical Cross Section of Earthwork(2-lanes, 12m) Cross Section of Main Bridge(4-lanes, 16.5m) Typical Cross Section of Earthwork(4-lanes, 21m) Cross Section of Supporting Bridge(4-lanes, 16.5m) Diagram on Alternatives by Construction Method The project costs by alternative are summarized as the table below.

11 <Project Costs by Alternative excluding the Son Tay Bypass section> Excluding Son TayBypass Section (Unit : 1,000 USD) Description Phase 1 (2 lane) Alternative 1 Alternative 2 Alternative 3 Phase 2 4 lane construction (Widening to 4lane) Phase 1 (2 lane) Phase 2 (Widening to 4lane) 1. Civil Works 64,727,128 62,913,835 81,965,763 78,638,382 3,034,589 A. Earth Works 1,629,592 1,007,774 2,856,902 1,629,592 1,007,774 B. Pavement 1,481, ,069 2,596,933 1,481, ,069 C. Drainage 163,747 82, , ,747 82,471 D. Miscellaneous 198, , , , ,390 E. Soft Soil 1,374, ,885 2,349,584 1,374, ,885 F. Bridge 59,879,246 59,879,246 73,790,500 73,790, Consulting Services 5,808,560 5,706,285 7,106,360 7,031, , Direct Cost(1+2) 70,535,688 68,620,120 89,072,123 85,669,982 3,304, Vale Added Tax (VAT : 10% of 3) 7,053,569 6,862,012 8,907,212 8,566, , Contingencies 23,448,179 22,811,386 29,237,924 28,121,172 1,072, Physical Contingency (10%of3) 5-2. Price Contingency (20.42~21.13% of(3+5-1)) 6. Project Management Cost(1% of 3) 7. Land Acquisition & Compensation 8. Service charge(0.1% of EDCF) 7,053,569 6,862,012 8,907,212 8,566, ,467 16,394,610 15,949,374 20,330,712 19,554, , ,357 1,372, , ,700 33,047 2,326,880 2,039,217 3,630,956 2,863, , , , , ,572 10, Total ( ) 104,269, ,900, ,006, ,337,277 5,518,673

12 <Project Costs by Alternative including the Son Tay Bypass section> (Unit : 1,000 USD) Excluding Son TayBypass Section Description Phase 1 (2 lane) Alternative 1 Alternative 2 Alternative 3 Phase 2 4 lane construction (Widening to 4lane) Phase 1 (2 lane) Phase 2 (Widening to 4lane) 1. Civil Works 64,727,128 62,913,835 81,965,763 78,638,382 3,034,589 A. Earth Works 1,629,592 1,007,774 2,856,902 1,629,592 1,007,774 B. Pavement 1,481, ,069 2,596,933 1,481, ,069 C. Drainage 163,747 82, , ,747 82,471 D. Miscellaneous 198, , , , ,390 E. Soft Soil 1,374, ,885 2,349,584 1,374, ,885 F. Bridge 59,879,246 59,879,246 73,790,500 73,790, Consulting Services 5,808,560 5,706,285 7,106,360 7,031, , Direct Cost(1+2) 70,535,688 68,620,120 89,072,123 85,669,982 3,304, Vale Added Tax (VAT : 10% of 3) 7,053,569 6,862,012 8,907,212 8,566, , Contingencies 23,448,179 22,811,386 29,237,924 28,121,172 1,072, Physical Contingency (10%of3) 5-2. Price Contingency (20.42~21.13% of(3+5-1)) 6. Project Management Cost(1% of 3) 7. Land Acquisition & Compensation 8. Service charge(0.1% of EDCF) 7,053,569 6,862,012 8,907,212 8,566, ,467 16,394,610 15,949,374 20,330,712 19,554, , ,357 1,372, , ,700 33,047 2,326,880 2,039,217 3,630,956 2,863, , , , , ,572 10, Total ( ) 104,269, ,900, ,006, ,337,277 5,518,673 Note :1. ( ) means the construction costs of the Son Tay Bypass section. 2. Phase 2 of Alternative 3-1 is widening the road in Vinh Phuc Province till the year 2027.

13 4.5 Economic Analysis The economic analysis for the project was conducted according to the EDCF guidelines using internationally accepted methods. The result of the economic analysis shows that all the alternatives are economically feasible because the B/C ratios for all the alternatives are over 1.0. Alternative 3 has the highest EIRR, 17.65%, and is estimated as the best alternative as far as economic feasibility. However, it is evaluated that any alternative among Alternative 1, 2, 2-1 and 3-1 can be selected in view of the policies because the EIRRs of the alternatives are almost the same (within 1% point difference). Excluding Son TayBypass Section Including Son TayBypass Section Alternative B/C NPV EIRR Alternative 1 (Phase construction) ,341, % Alternative 2 (4lane construction) ,285, % Alternative 3 (Phase construction) ,799, % Alternative 2-1 (4lane construction) ,343, % Alternative 3-1 (Phase construction) ,745, % Financial analysis was not conducted in the FS because the project road is not a toll road. 4.6 Environmental Analysis Environmental impact analysis in the FS on the Vinh Thinh Bridge construction project was followed by EDCF Feasibility Study Guidelines, Korea EximBank, According to the Guidelines, the project is classified as Category B Therefore Environmental Impact Assessment (EIA) for the project is not necessary. According to Vietnamese regulations, however, EIA for the project should be conducted in the stage of Feasibility Study. In the situation, it was conclude during the 2nd Field Survey and the MOT Meeting on 4 June 2008 that the environmental impact analysis for the FS on the Vinh Thinh Bridge construction project do follow the EDCF guidelines. At the same meeting, it is also concluded that EIA followed by Vietnam regulations will be conducted by TEDI, a local engineering company, for acquiring approval of the FS from relevant central ministries. It is analyzed that the project produces no serious factors to cause negative

14 impacts on its surroundings or residential area because the selected route alignment passes mostly farm lands with a little residential areas. And appropriate mitigation measures on expected negative impacts was suggested for minimizing negative impacts 4.7 Resettlement Plan roughly estimated using the updated topographic map(1:5,000) and unit values of land acquisition and compensation costs. In the case of Alternative 3, total land acquisition and compensation cost is estimated as USD 2,862, Financial Plan of the Vietnamese Government The resettlement plan in the FS on the Vinh Thinh Bridge construction project was conducted based on EDCF Feasibility Study Guidelines, Korea EximBank, During the 2nd Field Survey and the MOT Meeting on 4 June 2008, the work for establishing the resettlement plan followed by Vietnam regulations was assigned to TEDI in order to get approval on the Vinh Thinh project from relevant ministries. Quantities of land acquisition and compensation affected by the project were Taking into account financial resources of the Vietnamese Government and uncertainty of private invested projects, this project was classified to be financed with Korea EDCF loan. 4.9 Project Implementation Plan Detailed Design and Land Acquisition : 2009 Construction Period : 2010 ~ 2012 (3 years) Item Selection of Consultant Detailed Design Land Acquisition Selection of Contractor Construction Construction Supervision

15 5. Conclusion

16 Reference 1. The Study on the National Transport Development Strategy in the Socialist Republic of Vietnam, JICA, The Planning on Construction of Hanoi Capital Region up to 2020 with a Vision toward 2050, MOC, The Comprehensive Urban Development Program in Hanoi Capital City of the Socialist Republic of Vietnam, JICA, Pre-Feasibility Study for Vinh Thinh Bridge-National Highway No.2C Project, MOT, NH2C Vinh Yen-Son Tay: Feasibility Study Report, SMEC, NH2C Vinh Yen-Son Tay: Resettlement Action Plan, SMEC, NH2C Vinh Yen-Son Tay : Environmental Management Plan, SMEC, GMS Southern Coastal Corridor Project Final Report, ADB, EDCF Feasibility Study Guidelines, Korea Eximbank, ) The Vinh Thinh bridge project is included in The Decision No.162/ 2002/QD/TTg dated on 15 November 2003 issued by Prime Minister about the approval of Plan of Road Development of Vietnam to 2010 and toward ) The Vinh Thinh bridge project is one of national items attracting FDI in the periods with The Decision No 1290/QD-TTg dated on 26 September 2007 issued by Prime Minister about the approval of issuing national items attracting FDI in the periods

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<3136C1FD31C8A320C5EBC7D52E687770> 고속도로건설에 따른 지역간 접근성 변화분석 A study on the impact of new highway construction on regional accessibility The purpose of this is to analyse the interregional accessibility changes due to highway construction.