study on da nang-quang ngai expressway

Study on Economic Partnership Projects
in Developing Countries in FY2007

Study on Da Nang-Quang Ngai Expressway Project in the
Socialist Republic of Vietnam
( Project Operation Approach )


SUMMARY


March 2008

Nippon Koei Co., Ltd.
West Nippon Expressway Company Limited
Central Nippon Expressway Company Limited
ITOCHU Corporation
Summary

1. Background of the Project
Government of Vietnam (GOV) established Vietnam “Transport Development Projection
by 2010” October 2002 as a master plan of the transport sector in Vietnam. Development of
efficient traffic network and mass-transit traffic in the major cities, like Hanoi and HCMC, is
given the higest priority in the plan.
MOT established “Highway Network Plan in Vietnam by 2020” and requested the GOV
for approval, by his letter No. 5014/TTg-BGTVT dated 19 August 2005. A priority section of
2,113km of North-South Expressway was selected and Vietnam Expressway Corporation (VEC)
was established for the materialization of the plan. Two (2) sections of the expressway, Cau Gie -
Ninh Binh, and HCMC - Trung Luong are being constructed by VEC.
The above master plan was updated by ADB (April 2007), subsequently it again is being
updated by MOT himself. A JICA development study titled “The Comprehensive Study on

Sustainable Development of Transport System in Vietnam (VITRANSS 2)” tookover and being
conducted with close communication with MOT.
The North-South Expressway Construction Program is one of “Three Programs of
Vietnam-Japan Joint Communique in October 2006”, and paid much attection by both
governments. Government of Japan (GOJ) had executed the site investigation at the end of
February 2007.
Da Nang - Quang Ngai Section of the North-South Expressway was nominated as one of
eight (8) sections of the expressway to be built by Japanese ODA by Prime Minister’s letter No.
412/QD-TTg dated 11 April 2007, and its smooth materialization is highly expected among the
concerned parties.
Under such circumstance, Ministry of Economy, Trade and Industry (METI) of Japan
decided to carry out a study under the scheme of “Study on Economic Partnership Projects in
Developing Countries in FY2007” and the study was sublet to Japan External Trade Organization
(JETRO).
Table S-1 Sections of North-South Expressway to be built by Japanese ODA

No. Section
Length
(km)
Nos of
Lanes
Cost
(MUSD)
Start
Construction
1 Ninh Binh - Thanh Hoa 60 4-6 529 2009
2 Thanh Hoa - Vinh 138 4-6 1,217 2009
3 Hue - Da Nang 105 4-6 926 2009
4 Da Nang - Quang Ngai 125 4-6 1,103 2009
5 HCMC - Long Thanh - Dau Giay 55 6-8 618+562 2008

6 Nha Trang - Dau Giay 400 4-6 3,528 2009
7 HCMC - Trung Luong 45 4-6 600 2005
8 Trung Luong - Can Tho 82 4-6 745+255 2008
(Source: Prime Minister Letter No. 412/QD-TTg dated 11 April 2007)
2. Necessity of the Project
Necessity of the Project can be summarized in the following five (5) aspects:

- To Support Nationwide Socio-economic Development
- To Promote Socio-economic Development of Central Vietnam
- To Promote Traffic Safety
- To Promote Environmental Protection
- To Promote by Japanese ODA Loan

(1) To Support Nationwide Socio-economic Development
Socio-economic development rate of Vietnam has been keeping around 7-8 % in last
decade and it is forecasted to keep the rate for coming decades. Volume of transport, domestic and
international, has been increased remarkably to support such development widely in Vietnam.
It is proved, by traffic survey, that 20% of logistics passing in the central Vietnam has
their origin and destination in Hanoi and HCMC. More than 40% of traffic between Da Nang -
Quang Ngai is long trip traffic connecting Northern Vietnam and Southern Vietnam.
Da Nang - Quang Ngai Expressway shall be built timely in order to support the
nationwide development of Vietnam.



Figure S-1 Origin and Destination of Traffic in Hai Van Pass
(Source: Nippon Koei Feasibility Study for 2nd Hai Van Tunnel, 2002)
South
N
orthward

Total 9,965 vehicles/day
2,341 vehicles/da
y
(23.5%)

3,273 vehicles/da
y
(32.8%)
Quang Ngai City
and Southward

Other intera traffic

3,944 vehicles/da
y
(39.6%)
407 vehicles/da
y
(4.1%)
Da Nang City and
N
orth



Figure S-2 Origin and Destination of Traffic in Central Vietnam

(2) To Promote Socio-Economic Development of Central Vietnam
Socio-economic development strategy of Vietnam applies harmonized development
policy among North, Central and South of Vietnam. Integrated Industrial Area Development

Strategy (IIADS) have been planed and executed in the three regions accordingly.
Area development consists of the following development components, and good
achievement shall be materialized when integration of all components would be performed in
harmony:

- Seaport and Airport as Trade Gateway
- Industrial Zone as Production Base
- Stable Supply of Electricity and Water as lifelines
- Transportation infrastructure between production point and ports as logistic artery
- Comfortable Living Environment

As shown in Figure S-3, GDP per capita in the central region is comparatively lower than
the other two regions. Da Nang - Quang Ngai expressway shall be built, as soon as possible, in
order to promote the industrialization of Da Nang - Quang Ngai Industrial Corridor by
functioning as logistic artery. Construction of Da Nang - Quang Ngai Expressway is essential for
the socio-economic development of the central region of Vietnam, otherwise, this region would be
much delayed and depressed in terms of development in the country and would cause unstable
social condition.


Figure S-3 Three Focal Economic Areas in Vietnam
(Source: JICA VITRANSS 2, 2007)

(3) To Promote Traffic Safety
Reduction of traffic accident is one of major issues in traffic policy in Vietnam because
there are presently more than 13,000 victims per year and still increasing. National Traffic Safety
Committee (NTSC) and Traffic Safety PMU under MOT are being active for this mission.
One of major reason of traffic accident is “Mixed traffic”, especially during night time,
consists of industrial traffic and living traffic, long trip traffic and short trip traffic. Industrial
traffic with long trip shall be carried by expressway and to be separate from living traffic.

Da Nang - Quang Ngai expressway shall be built, as soon as possible, in order to reduce
number of traffic accidents by provision of industrial logistic corridor separate from living traffic
on NH1A.

(4) To Promote Environmental Protection
Traffic volume in NH1A is getting larger and larger, year by year. Air pollution and traffic
noise, caused by such heavy traffic, are getting worse to living condition nearby.
Da Nang - Quang Ngai expressway shall be built, as soon as possible, in order to reduce
adverse traffic effect to the living environmental condition along the NH1A, especially for air
pollution and traffic noise.

(5) To Promote by Japanese ODA Loan
As shown in Table S-1, the project is expected under funding of Japanese ODA Loan by
GOV.
Moreover, the result of economic and financial analyses show that this investment should
be materialized by the governmental funding scheme because higher EIRR (18.2%) but lower
FIRR (8.7%) is not attract private sector to participate investment under the BOT scheme.
Da Nang - Quang Ngai expressway shall be built under ODA scheme because the
investment return is higher in EIRR but lower in FIRR.

3. Related Policies, Decisions in Vietnam Side
Da Nang - Quang Ngai expressway is given the highest priority as shown in Table S-1
above. In addition, the following documents had been issued in Vietnam.

Table S-2 Related Official Documents with Da Nang - Quang Ngai Expressway

No. Ref. No. Issued Date Issued by Address to
1 487/BGTVT-KHDT 26/1/2007 MOT MPI
2 5807/BKH-KTDN 14/8/2007 MPI GOV
3 4899/VPCP-QHQ 30/8/2007 GOV MPI

As shown in the table, it is apparent that construction of Da Nang - Quang Ngai
expressway is recognized not only one of the highest priority projects but also one of urgent
needed projects in Vietnam. Such maturity of the project in Vietnam side had been confirmed
during the MOT meeting on 20 December 2007 chaired by MOT Vice Minister.

4. Outline of the Project
(1) Outline of the Project
Study results are summarized in Table S-3.

Table S-3 Updated Project Major Features

1 Project Cost JPY143Bil (VND19,927Bil)
2 EIRR 18.2%
3
NPV (Discount Rate =
12%)
JPY62Bil (VND8,593Bil)
4
B/C (Discount Rate =
12%)
2.20
5 FIRR 8.7%

11 Project length
131km (BP at NH14B in Da Nang, EP at Provincial Road
625 in Quang Ngai)
12 Road Classification Class A
13 Design Speed 100km/hr
14 Road Width

26m (Carriageway: , Shoulder:
2@(0.75m+3.75m), Median: 2.0m)
15 Stage Construction Complete 4-lane in the 1st Stage
16 Major Intersections 9 Interchanges, 11 Flyovers
17 Bridges
115 Bridges (4 Large Bridges, 5.3km Viaducts), Total
Length: 14,520.3m
18 Cross Structures 100 Road Culverts, 376 Waterway Culverts
19 Softground Soil Section Approximately 19.5km
20
Traffic Management &
ITS Facilities
2 Throughway Toll Barriers, Traffic Management
Facilities, 2 Service Areas,
3 Traffic Management Centers, 7 Expressway Bus Stops
21 Capacity Development Establish a O&M Company
(a) Application of Stage Construction Method
After discussion with MOT on 20 December 2007, during the 2nd Site Study in Vietnam,
it was discussed and instructed to build the following structures during the initial construction
stage. The instruction was confirmed by MOT letter No. 595/-TB-BGTVT dated 29 December
2007. In this study, preliminary design, quantities take-off, and cost estimate were carried out on
the basis this MOT instruction.

Table S-4 MOT instruction on Stage Construction (20 December 2007)

No. Structure Initial Stage Remarks
1 Land Acquisition 20m offset from bottom of slope
Cost estimate for 15m offset
case is required
2 Embankment For 4 lane

3 Cut For 4 lane
4 Bridges For 4 lane
5 Cross Structures For 4 lane
6 Pavement For 4 lane
Cost estimate for 2 Lane
pavement case is required
7 Interchanges For 4 lane
(b) Alternative Study and Selection of Opitimum Option
Through the study, the following alternative studies were carried out and oputimum
opitions were selected as the Engineer proposal.

km64 to km90

It was newly identified that there are two design controls between km64 to km90 near
Tam Ky city in Quang Nam province. One is the Phu Ninh Lake Environmental Presavation Area,
and the other is extended area of Chu Lai Economic Zone. The study team prepared several
alignment alternatives and propose an optimum alignment. Discussion with Quang Nam Provice
People’s Committee on 18 January 2008, and the alignment was agreed.
Not only the alignment updated, viaduct structure was proposed in order to secure the
beautiful sineary of the area and provide sufficient dirainage capacity during flood season. This
proposal was also explained during the meeting and agrred by Quang Nam Province.



Figure S-4 Alignment Updated near Phu Ninh Lake in Quang Nam Province

Structural Solution to Flood Areas

In the study area, there are several flood areas where serious damages caused annually to
the agriculture. In the previous feasibility study in 2003, flood record was surveyed and Design

Flood Level (DFL) was provided. However, no structural solution for the flood areas was
proposed. In this study, the following concept for the structural solution for the flood areas was
proposed.



Figure S-5 Design Concept of Structural Solution to Flood Areas


Purpose of the cross structures above is to secure sufficient drainage capacity during/after
flood in order to reduce adverse effect to the agricultural products.
Required structure types and/or numbers of structures shall be determined based on
hydrological analysis. In the further study/design stage, specific and careful estimate of flood
water level should be made, and accordingly appropriate structural solution should be provided.

(c) Major Expressway Facilities
Major expressway facilities, 1) Typical cross sections, 2) Expressway facilities plan, and
3) ITS facilities plan, were as shown below:





Figure S-6 Typical Cross Sections





Figure S-7 Proposed Expressway Facility Plan

TL617
TL616
Da Nang Quang Ngai
Danang IC-2 Quang Ngai
20.7km 20.7km
TL610
KM0+000 KM20+688 KM41+363
IC-3
KM64+320
IC-4
QUOC LO 14E
22.9km KM86+430.65
IC-5
22.1km KM102+000
IC-6
15.6km KM112+000
IC-7
KM126+046
IC-8
10.0km KM131+00814.0km 5.0km
TL622
TL623
KM55+000
KM124+000
: Parking Area
Meteorologic
al Sensor
Traffic

Detector
CCTV
Camera
Overload
Monitoring
Emergency
Telephone
Variable
Message
Sign (VSM)
Variable
Speed Limit
Sign
Highway
Radio
ETC &
Manual Toll
Collection
Others
Control Center
O&M Office
O&M Office
x2 x2 x2
x2
Every 5 km
Every 5 km
Communicat
ion Network
ON
ON ON ON ON ON

OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF OFF
OFF
OFF
OFF
Every 5 km at each lane
Every 5 km at each lane
ETC
MTC
x2
ETC
MTC
x2
MTC
x4
MTC
x4
MTC
x4
MTC
x4
MTC
MTC
MTC

x4
MTC
x4
MTC
x6
MTC
MTC
MTC
MTC
x2
x2
x2
x2
MTC
x4
MTC
x4
ETC
MTC
ETC
MTC
x2
x2
Local Network [Fiber Optic (SM) and Metallic Cable]
Trunk Network [Fiber Optic (DSF)]
To Nha Trang
x3
x3
x4
x4

x4
x4
x4
x4
x4
x4
x6
x2
x2
x2
x2
x4
x4
x3
x3
x2
x2
Every 2 km
x2
Every 2 km x2
x2
Every 2 km
x2
Every 2 km x2Every 2 km x2
x2
Every 2 km
x2
x2Every 2 km
ON
x2

x2
ON
x2
ON
x2 x2 x2
OFF
x2
OFF
x2
To be covered all area
x4
x4
Wireless
Radio
To be covered all area
Water Level x2
Water Level Signal
Signal x2Signal x2
x2
Signal Signal x2SignalSignal x2Signal x2
Signal x2
VICS
: Service Area
KM127+000KM105+000
KM105+000
KM70+000
KM70+000
KM45+000
KM13+000
Center

System
Water Level
Every 2 km
Every 2 km
Every 2 km
Every 2 km
Every 2 km
Every2km Every2km Every2km
Future Plan
Future Plan

Figure S-8 Proposed ITS Facility Plan



(d) Operation and Maintenance (O&M) Plan
As essential elements for O&M on expressways are; 1) institutions concerned with
expressway project, 2) standards necessary for O&M work, 3) O&M organization, 4) facilities and
equipment, and 5) agreement concerned with enforcement and regulation providing authority of
road or traffic administrators, and all of those must be sufficiently prepared before the expressway
open to the public.
In this study, Level of Service (LOS), O&M orzanization, facilities and equipment for the
Da Nang-Quang Ngai expressway were proposed.
Da Nang ETC Service
Center
9 people
Traffic
Operation
Unit 12
Da Nang Operation

Office
12 people
Tam Ky Operation
Office
4 people
Quang Ngai
Operation Office
12 people
Road
Maintenance
Unit 8
ＩＴＳ
Maintenance
Unit 8
Da Nang
Toll Office
108
Ben Den
Toll Office
108
Qui Xuan
Unit Office
108
Road
Maintenance
Unit 8
ＩＴＳ
Maintenance
Unit 8
Tam Ky

Toll Office
108
Nui Tinh
Toll Office
108
Dung Quat
Toll Office
76
Traffic
Operation
Unit 12
Road
Maintenance
Unit 8
ＩＴＳ
Maintenance
Unit 8
Dac To
Toll Office
172
Tinh Son
Toll Office
108
Quang Ngai
Toll Office
108
Da Nang Traffic
Control Center
46 people
Card

Unit
6
ＯＢＵ
Unit
6
Service
Unit
6
Account
Unit
6
Da Nang Operation Center
27 people


Figure S-9 O&M organization proposed for Da Nang - Quang Ngai expressway at the beginning

(e) Environmental Considertaions
The Project is categorized as “Category A” in the JBIC Guideline on the Environmental
Social Considerations Confirmation because of being a road construction project causing large scale
involuntary resettlement. Table S-5 shows preliminary screening results in this study. It was
confirmed that there is no serious level impacts to the environment.


Table S-5 Screening Result of the Project

Environmental Item Impacts
(1) EIA and Environmental Permits **
1. Permits and Explanation
to the Affected People

(2) Explanation to the Affected People **
(1) Air Quality **
(2) Water Quality *
2. Mitigation Measures
(3) Noise and Vibration **
(1) Protected Area
(2) Ecosystem
(3) Hydrology
3. Natural Environment
(4) Terrain and Geology **
(1) Resettlement **
(2) Life and Livelihood **
(3) Cultural Heritage
(4) Scenery **
4. Social Environment
(5) Ethnic Minorities and Indigenous
People

(1) Impacts during Construction **
5. Other
(2) Monitoring *
Legend: : no impacts *: minor impacts **: middle impacts ***: serious impacts

5. Implementation Program (I/P)
Considering the project components proposed and jurisdiction of the project site, seven (7)
contract packages are proposed, six (6) construction packages and one (1) procurement package.
Subsequently, based on the contract packages and following the standard time of
procurement procedure under Japanese ODA Loan, a project Implementation Program (I/P) was
proposed.

Table S-6 Proposed Contract Packaging

No. Description Station
Distance
(km)
Remarks
1 Civil Works, Da Nang Section 0-8 8
2A Civil Works, Quang Nam Section 1/3 8-35 27
2 Large Bridges
1 Tunnel
2B Civil Works, Quang Nam Section 2/3 35-70 35
2C Civil Works, Quang Nam Section 3/3 70-99.5 29.5
3 Civil Works, Quang Ngai Section 99.5-131 31.5 2 Large Bridges
4 O&M and ITS Works 0-131 131
5
Procurement of Maintenance Material
and Equipment
0-131 131





56789101112123456789101112123456789101112123456789101112123456789101112123456789101112123456789101112123456789101112
Japanese ODA Loan Procedure
SAPROF Study 4

Appraisal
Loan Agreement
L/A in Effect
Selection of Supervising Consultant
Advertisement, Bid, Selection, and JBIC Concurrence 10
Land Acquisition and Resettlement 20
Consulting Service (64 months)
Detailed Design (15months)
Tendering Assistance (39 months)
Construction Supervision (38 months)
Detailed Design 15
Package 1 (Civil Works, Danang, 8km) 12
Package 2A (Civil Works, Quang Nam 1, 27km) 12
Package 2B (Civil Works, Quang Nam 2, 35km) 12
Package 2C (Civil Works, Quang Nam 3, 29.5km) 12
Package 3 (Civil Works, Quang Ngai, 31.5km) 12
Package 4 (O&M and ITS Works, 131km) 9
Package 5 (O&M Vehicles, 131km) 7
Tendering Assistance 39
Construction Supervision 38
Construction Supervision 37
Training 6
123456789101112131415
(Defect Liability Period 2 Years)
Procurement of Contractors (Civil) 15
PQ Advertisement, Evaluation and JBIC Concurrence 3
JBIC Concurrence on Bidding Documents 1
Bidding 3
Bidding Evaluation and JBIC Concurrence 2.5
Contract Negotiation and JBIC Concurrence 3

L/C Opening and Issuance of L/Com. 1
Procurement of Contractors (ITS) 15
Procurement of Contractors (O&M Vehicles) 15
Construction Works
Package 1 (Civil Works, Danang, 8km) 24
Package 2A (Civil Works, Quang Nam 1, 27km) 36
Package 2B (Civil Works, Quang Nam 2, 35km) 30
Package 2C (Civil Works, Quang Nam 3, 29.5km) 30
Package 3 (Civil Works, Quang Ngai, 31.5km) 36
Package 4 (O&M and ITS Works, 131km) 24
Package 5 (O&M Vehicles, 131km) 12
20152012
DURATIO
N
ACTIVITIES
2008 2009 2010 2011 2013 2014
Detailed Design (15months)
Tendering Assistance (39 months)
Construction Supervision (38 months)
Consulting Service (64 months)

Figure S-10 Proposed Project Implemetation Program





6. Feasibility of Japanese ODA
(1) Traffic Demand Forecast
The present OD matrices were created based on the results of traffic surveys at the five

(5) survey stations on the NH1A. Model formulas for estimation of future GDP and future traffic
growth rates were also prepared and then future OD matrices were forecasted. Traffic demand of
the expressway was obtained applying the network simulations through the traffic assignment
procedure.

Table S-7 Traffic Demand Forecast (2035, Both Directions)
Unit: vehicles/day
Interchange
Section
Car
Bus
(<16
seats)
Bus
(>16
seats)
2-axle
Truck
3-axle
Truck
4 and
more
axle
Total
IC 1 - IC 2 18,240 2,570 7,498 7,584 2,407 2,028 40,327
IC 2 - IC 3 18,240 2,570 7,512 6,882 2,191 1,816 39,211
IC 3 - IC 4 22,964 3,378 9,909 7,832 2,527 2,056 48,666
IC 4 - IC 5 13,472 3,028 9,406 6,417 2,070 1,729 36,122
IC 5 - IC 6 13,472 2,794 9,070 7,216 2,286 1,914 36,751
IC 6 - IC 7 11,788 2,473 7,980 6,594 2,064 1,729 32,628

IC 7 - IC 8 13,930 2,473 7,980 8,775 2,836 1,916 37,910
IC 8 - IC 9 13,930 2,473 7,980 9,890 3,084 2,057 39,415

(2) Economic and Financial Analysis
(a) Economic Analysis
Economic analysis was carried out based on the traditional cost-benefit analysis. All the
costs (and benefits as well) were converted into the economic terms applying the Standard
Conversion Factor (SCF=0.85) which is generally used in Vietnam. Quantified benefits which
will be generated from the Da Nang - Quang Ngai expressway are the following two kinds of
benefits:
Savings in Vehicle Operating Costs (VOC)
Savings in Travel Time Costs (TTC)
Results of economic evaluation are summarized as below:


Table S-8 Result of the Economic Evaluation

Evaluation Indicators Values
EIRR
NPV (*)
B/C (*)
18.2%
VND8,592,659Mil
2.20
(*): Discount Rate = 12%


The above results indicate that the implementation of Da Nang - Quang Ngai expressway
is economically feasible with values of Economic Internal Rate of Return (EIRR) higher than the
opportunity cost of capital (>12%), higher B/C ratio than unity (>1), and positive NPV (>0).

Results of the sensitivity analysis also showed the robustness of economic feasibility of
the project as shown below:

Table S-9 Result of the Sensitivity Analysis

Tested Cases
EIRR
(%)
B/C
NPV
(Million
VND)
Base Case 18.2% 2.20 8,592,659
Test 1: Cost: 10% up, Benefit 10% down 16.5% 1.80 6,303,301
Test 2: Cost 20% up, Benefit 20% down 14.8% 1.47 4,013,943
Test 3: Evaluation Period: 20 years after opening 16.5% 1.60 4,235,236
Test 4: Lower traffic growth (Lower GDP) 15.0% 1.50 3,557,022
Discount rate = 12%

(b) Financial Analysis
Financial Internal Rate of Return (FIRR) was estimated for the four (4) cases by
comparing toll revenues and financial investment cost including operation and maintenance costs.
Results are as presented below:
Table S-10 Result of the Financial Analysis

Case Toll Rate Traffic Demand FIRR (%)
1 Constant Basic Rate Base Case 8.7%

2 Constant Basic Rate Lower Growth 6.9%
3 Revised at 5 year interval Base Case 9.6%
4 Revised at 5 year interval Lower Growth 7.8%

It is noted that FIRRs of 7% to 9% like the above results are not enough to attract private
sector to participate investment under the BOT scheme. Therefore, it is recommended to
implement the project expressway under the public investment scheme.
Repayment programs were prepared assuming JBIC loans for the both cases of General
Terms and Special Terms for Economic Partnership (STEP). In all alternative repayment programs,
Debt Service Coverage Ratio (DSCR) and Loan Life Coverage Ratio (LLCR) showed higher
values than unity (>1.0) and, therefore, annual toll revenues (or accumulated net revenue) will be
able to sufficiently cover the annual repayment of loan principal and interest.


7. Technical Advantage of Japanese Companies
The Project is located along the beach line in the central Vietnam where mountenious
terrain exists neat to the Pacific Ocean. Because of this location, construction to the expressway
requires highly consideration of topographical and geological variables and it is similar to the
construction condition of the expressways in Japan.
Four (4) locations of large-scaled bridges, road tunnel, soft ground treatments are major
technical achievements in civil works and those are common in Japan.
Planning, establishing standards, design and supply, operation and maintenance of the
proposed ITS, consisting of traffic management facilities and toll collection facilities, are the most
advantage technology field of Japanese companies because Japan has experienced more than 40
years of experience of construction and operation of the expressway network in Japan.
Considering the territory shape of the country, that of Vietnam and Japan is similar as
very long for North-South direction and narrow for East-West direction, and natural conditions
like climate, geology and rainfall and typhoon, Japanese technology of construction and operation
of expressway should be the most suitable application to Vietnam.

8. Location of the Project
Refere to Project Location Map.