General Report of Dredging Waterway of Corridor No 2 and 3 - Mekong Delta Transport Infrastructure Development Project (MDTIDP)

Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

Page 1
CONTENT
CHAPTER 1: INTRODUCTION 2
1.1. PROJECT BACKGROUND 2
1.2. LEGAL FOUNDATION FOR DESIGN WORKS (LEGAL DOCUMENTS) 3
1.3. SUMMARY OF APPROVED FS – PHASE 2 (COMPONENT B) FOR THE INVESTMENT OF WATERWAYS 4
1.4. SCOPE OF DESIGN WORKS 7
1.5. WORKS LEVEL 8
1.6. THE MANAGEMENT AND PROJECT IMPLEMENTATION UNIT FOR PHASE 2 – COMPONENT B 8
CHAPTER 2. DESIGN BACKGROUND 9
2.1. DOCUMENTS AND DATA SOURCES USED FOR DESIGN 9
2.2. STANDARDS AND REFERENCE DOCUMENTS 9
2.3. ADJUSTMENT OF DESIGN 10
CHAPTER 3: NATURAL CONDITIONS, PRESENT STATUS AND CONSTRUCTION PLANNING WITHIN THE
PROJECT AREA 11
3.1. ADMINISTRATIVE GEOGRAPHICAL NAMES ALONG THE WATERWAYS CORRIDORS 11
3.2. HYDROMETEOROLOGY 11
3.3. TOPOGRAPHY OF WATERWAYS CORRIDOR 19
3.4. THE CONSTRUCTIONS ON THE BANKS AND RIVER – CROSSING 23
3.5. THE CONSTRUCTION PLANNING PROJECTS CONCERNED 23
3.6. GEOLOGICAL AND SOIL CONDITIONS 26
3.7. ENVIRONMENTAL CONDITIONS 28
CHAPTER 4. DESIGN OF CHANNEL 32
4.1. BRIEF DESCRIPTION OF CHANNEL AND CALCULATED SHIPS 32
4.2. PROPOSAL OF CALCULATED SHIPS AND STANDARD PRINCIPLE OF CHANNEL 33
4.3. OPTIONS FOR CHANNEL PLAN 41
4.4. DESIGN OF DREDGING AND EXCAVATING WORKS FOR CHANNEL 48

4.5. PROPOSAL FOR SELECTION OF CONSTRUCTION OPTION FOR CHANNEL 55
4.6. PROPOSAL FOR SEPARATION OF BIDDING PACKAGES 56
CHAPTER 5. CONSTRUCTION PROCEDURE AND METHOD 58
5.1. CONSTRUCTION PROCEDURE 58
5.2. CONSTRUCTION METHOD 59
5.3. CONSTRUCTION SAFETY 64
5.4. NATURAL ENVIRONMENT PROTECTION 67
CHAPTER 6. CONSTRUCTION QUANTITY AND PROGRESS 70
6.1 SITE CLEARANCE QUANTITY OF PACKAGES 70
6.2 CONSTRUCTION QUANTITY OF SOIL DUMPING AREA 71
6.3 DREDGING AND EXCAVATING QUANTITY FOR CHANNEL 71
6.4 TABLE OF AREA SUBJECT TO INVESTIGATION FOR CONSTRUCTION PURPOSES 71
6.5 PROPOSAL OF PLANNING FOR EXECUTION OF DREDGING AND EXCAVATING AND EXPECTED
CONSTRUCTION PROGRESS 71
CHAPTER 7. CONCLUSION AND PROPOSAL 74
7.1 CONCLUSION 74
7.2 PROPOSAL 76
APPENDIX NO. 1 77
APPENDIX NO. 2 78
APPENDIX NO. 3 79
APPENDIX NO. 4 80
APPENDIX NO. 5 81
Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

Page 2
CHAPTER 1: INTRODUCTION
1.1. PROJECT BACKGROUND
Mekong Delta Transport Infrastructure Development Project (MDTIDP) of the Vietnamese

Government was financed by the World Bank. The project consists of four components as follows:
+ Component A: Investment for national roads.
+ Component B: Investment for national waterway corridors .
+ Component C: Investment for local waterway corridors and provincial roads.
+ Component D: To provide technical support to the Ministry of Transport and Mekong Delta
provinces .
 In component B: Investment for national waterway corridors in Mekong Delta areas including: inland
waterway corridor 2 (corridor 2 ) and inland waterway corridor 3 (corridor 3), among them:
+ Phase 1 of component B: the inland waterway corridor 2 (corridor 2) is being
rehabilitated/dredged from chainage km 80+00 to chainage km 253+00 corresponding to the
contract packages NW1; NW2; NW3 and NW4.
+ Phase 2 of component B: To carry out rehabilitation/dredging of the rest of corridor 2 and last
section of corridor 3 from chainage km 207+00 to chainage km 310+00 corresponding to
packages NW11A; NW12A, etc.
1.1.1. The national inland waterway corridor 2 (corridor 2):
 Start point: from Ho Chi Minh City (HCMC) at Km 00+000
 End point: at km 253+000 – Vam Ray (confluence of Rach Gia Ha Tien canal and Tam Ngan canal).
 The length of corridor is 253 km. Construction locations are located in Chi Minh City and related
provinces: Long An, Tien Giang, Đong Thap, An Giang and Kien Giang.

Picture 1.1. Map of corridor 2
 The corridor 2 runs through main canals such as: Kenh Te, Kenh Đoi, Cho Đem Ben Luc river, Vam
Co Đong river, Thu Thua canal, Vam Co Tay river, Rach Chanh canal, Nguyen Van Tiep canal (canal
Thap muoi # 2), Tien river, Vam Nao river, Hau river, Tri Ton canal Hau Giang, Tam Ngan canal
connecting Rach Gia Ha Tien canal. The total length of corridor 2 is 253 km. Corridor 2 comprises of
the following sections:
+ Section connecting Saigon river with Vam Co dong river KM 0+000 to KM 32+000 with the length
of 32 km through Te canal, Doi Canal, Cho Dem Ben Luc river.
+ Section connecting Vam Co dong river with Vam Co Tay river from KM 32+000 to KM 51+120
with the length of 19.12 km through Vam Co dong river, Thu Thua canal, Vam Co Tay river.

Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

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+ Ending section connecting Vam Co dong river with Tien River from KM 51+120 to KM 143+800
with the length of 92.68 km through Chanh creek, Nguyen Van Tiep canal to Tien River.
+ Section connecting Tien River and Hau River from KM 143+800 to KM 190+000 with the length
of 46.20 km through Cu Lao Tay –Vam Nao River – Hau River.
+ Section connecting Hau River to Rach Gia Ha Tien canal from KM 190+000 to KM 252+700 with
the length of 62.70 km through Tri Tin Hau Giang canal, Tam Ngan canal.
1.1.2. The national inland waterways corridor 3 (corridor 3)
The waterways corridor 3 is 450 km long, beginning from Hochiminh city through areas such as My
Tho - Tra Vinh - Ca Mau – Soi creek and ending at Thailand Gulf . The corridor 3 runs parallel with
the coastal line down to the South through Ca Mau and next up to the north of Rach Gia.
Phase 2: Execution of section connecting from Hau River to Ca Mau through Đai Ngai creek , Phu
Huu Bai Xau canal, Du Tho river, Co Co river, Vam Leo Bac Lieu river, Bac Lieu Ca Mau canal to Ca
Mau connecting Ganh Hao river. Among them, section of Lieu Ca Mau canal from Lang Tram Bridge
to Ganh Hao river is about 7 km long which has already been dredged under Vietnam Inland
Waterway Rehabilitation Project and Can Tho Port. The total designed length of corridor 3 (phase 2)
is 103 km.

Picture 1.2. Map of corridor 3 – phase 2
1.2. LEGAL FOUNDATION FOR DESIGN WORKS (LEGAL DOCUMENTS)
 In accordance with Construction Laws No. 16/2003/QH11 dated on 26/11/2003 promulgated by the
National Assembly;
 In accordance with the Decree No.12/2009/NĐ-CP dated on 10/02/2009 issued by the Vietnamese
Government stipulating works construction investment management;
 In accordance with the Decree No.209/2004/NĐ-CP dated on 16/12/2004 issued by the Vietnamese
Government regarding the management of quality of construction works;

 In accordance with the Decision No. 741/QĐ-BGTVT dated on 06/4/2007 issued by the Ministry of
Transport approving of the Delta Transport Infrastructure Development Project (MDTIDP);
 In accordance with the Contract “Phase 2 Design and Survey Consultancy Service” under the Delta
Transport Infrastructure Development Project (MDTIDP) dated on 9/5/2007 signed between the
Waterways Projects management Unit (PMUW) and DHV B.V. (The Netherlands);
Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

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 In accordance with the Subcontract “ The Phase 2 Design and Survey Consultancy Service” under
the Delta Transport Infrastructure Development Project (MDTIDP) No 002/2010/HĐTV-MDTIDP
dated on 20/01/2010 between DHV B.V. (The Netherlands) and Hong Hung Land and Waterways
Construction and Consultancy Ltd. Company;
 In accordance with the Report of Feasibility Study issued by Louis Berger Group, Inc. in partnership
with ROYAL HASKONING for the Delta Transport Infrastructure Development Project (MDTIDP)
dated on 6/2006.
1.3. SUMMARY OF APPROVED FS – PHASE 2 (COMPONENT B) FOR THE INVESTMENT OF
WATERWAYS
1.3.1. Corridor 2
Corridor 2 (phase 2) is executed with the length of 80 km From Km0+00 to Km80+00; the start point
is defined at Km00 i.e. the confluence of Te Canal and Saigon river;
The ending route is at Km80+00 on Nguyen Van Tiep canal (Thap Muoi # 2 canal) with the Northern
bank (right bank) located at My Phu Hamlet – My Hanh Dong Commune and the Southern bank (left
bank) located at Lang Bien Hamlet - My Hanh Dong Commune, Cai Lay District, Tien Giang Province.
The upgrading of corridor 2 to class nr. 3 of inland waterway system that allow to effectively cater of
barges up to 2x400Ton and self-propelled barges with the capacity of 300 Ton.
This corridor will be used for the long-distance transport and inter-province transport through the
north of Mekong Delta including Kien Giang province, An Giang province, Đong Thap province, Long
An province and Ho Chi Minh city. The major commodities are being transported thru this corridor are

construction materials, woods, rice, gasoline, petrol and fertilizer. The works executed are shown in
table 1.1 as follows:
Table 1.1 Scope of works to be invested and executed on Corridor 2 – Phase 2
Description
Names of rivers and
canals
length (Km)
Construction
scale
Unit
Quantity
Dredging
Kenh Te-Cho Dem-
Ben Luc-Thu Thua
00 - 47.90
47.9 km
m3
1,452,658
Rach Chanh - Nguyen
Van Tiep
52.60 – 74.00
21.40 km
m3
2,145,055
Nguyen Van Tiep
74 – 80
6 km
m3
576,392
Slope

protection
Kenh Thu Thua
(43.2) – 44.43)
1.30 km
m(meter)
1,300
Dock
Rach Chanh
52.60
1
each

Aids to
navigation
80km beginning
corridor 2

80
set

Bridge
80km beginning
corridor 2

5
each
new

Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

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Cost for upgrading 80 km waterways in the first section of corridor 2 is shown in the following table
Description
Quantity
Cost (US$)
(estimated in 2005)
1. Signing buoys
80 km
402.226
2. Bridge
05
1,706,568
3. Slope protection
1,300 m
1,144,463
4. Dredging
4,174,105 m3
9,463,835
5. Ship lock (on Rach Chanh)
1
7,617,000
Site clearance and resettlement
80 km beginning

corridor 2
6,200,000
Total

26.534.092 US $
1.3.2. Corridor 3
Corridor 3 (phase 2) is executed with the length 103 Km. The start point is defined at Dai Ngai, Tran
De district, Soc Trang province with the waterways milestone at Km207+00; The ending section is
defined at Km310 near Gia Rai town, Bac Lieu province.
The corridor will be used for long transport and inter-province transport through the north of Mekong
Delta including Kien Giang province, An Giang province, Đong Thap province, Long An province and
Hochiminh city. The major commodities are being transported thru this corridor are construction
materials, woods, rice, gasoline, petrol and fertilizer. The works executed are shown in Table 1.2 as
follows:
Table 1.2 Scope of works to be invested and executed on Corridor 3 – Phase 2
Description
Names of rivers and
canals
Length (Km)
Construction
scale
Unit
Quantity
Dredging
Rach Đai Ngai, Kenh
Phu Huu Bai Xau, Song
Du Tho, Song Co Cò,
Song Vam leo Bac Lieu
207 – 285.5

78.40 km
m3
2,540,603

Kenh Bac Lieu Ca Mau
285.5 - 310
24.50 km
m3
1,461,965
Aid to
navigation -
buoys
103km corridor 3
207 - 310
103
set

Cost for upgrading waterways in the first section of corridor 3 from Km 207-Km 310 is 10.588.207, US
$ (as estimated in 2005).
within:
+ Cost of dredging works: 9.047.913 US $,
+ Cost of aids to navigation: 313.294 US $,
+ Cost for site clearance and resettlement: 1.200.000 US $,
1.3.3. Designed class of waterways and barges defined in appproved basic design
Designed class of waterways and barges which defined by FS are shown in table 1.3 And 1.4




Mekong Delta Transport Infrastructure Development Project (MDTIDP)

Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

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Table 1.3 Dimensions of barges as defined by FS
Class
Capacity (Ton)
Length [m]
Width [m]
Water line [m]
50% / 90%
50% / 90%
50% / 90%
Class nr 3
(South)
Self-propelled barges
101 - 300
25 / 36
6.50 / 7.50
2.15 / 2.55
Barges
2*200/250/400
80 / 87
8.5 / 9.4
2.30 / 2.80

Table 1.4 Dimensions of waterways as defined by FS
Length [km]
Bed Width [m]
LAD (95%) [m]

Slope m = [V:H]
Corridor 2
0 - 170
30
3,0
1 : 3
Corridor 3
80 - 450
26
3,0
1 : 3
1.3.4. Water level defined in appproved basic design
Refer to Feasibility Study report, water level was investigated, calculated by the network model
The result of designed water level for both corridors are shown in the following table :

Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

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1.4. SCOPE OF DESIGN WORKS
This report presents the content of the technical design of dredging and upgrading channel of
Corridor 2(Km0+00 – Km80+00) and corridor 3(Km207+00 – Km310+00) which will be used to cater
for making shop drawings for construction later.
The data has been updated from the reports of project as approved including dimensions of the
engineering works, size of channel, barges lower case designed and calculated, system of signing
buoys and slope protection.
The technical design has also been updated and based on the barges as calculated and specified in
the local waterways standard TCVN 5664-2009.

The proposals regarding the barges calculated and channel regulations compliant with natural
conditions and exploitation on the sections of river and canal that are invested and upgraded.
The specific content of design:
+ Calculation of water level of transportation;
+ Calculation of size and channel elevation;
+ Statistics of land clearance area, estimation of cost for both site clearance ;
+ Proposed construction method, the construction schedule of dredging waterway;
+ Proposal for the method of transporting waste soil, location and scale of dump area and waste
water drainage;
+ Proposal for the method of safety of waterway transport during the execution;
+ Construction of bridges and roads at rural area at site clearance for the purpose of enlarging the
channels.
 The following work items are not shown in the design of dredging channel (which is to be shown in
another separate document):
+ Removed obstacles from the way-leave of the designed channels;
+ Navigation signs for local waterways;
+ Report of site clearance for the purpose of executing widening of channels
+ Detecting and disarming unexploded mines and bombs (UXO);
Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

Page 8
+ Assessing the environmental impact, managing the environment during and after dredging and
excavation works
1.5. WORKS LEVEL
 In accordance with the scope of civil works involoved, this project component belongs to the
Classification IV…or belongs to the category IV as per the Appendix 1 – Chapter 5: Classifications
and Grading of Construction Works – the Decree 209/2004/NĐ-CP issued by the Vietnamese
Government.

 In accordance with the design of the civil works, the dredging channel works to level Category 3 ,
Table C1 – Appendix, Specification of National Engineering regarding Vietnam Building Code on
Classifications and Grading of Civil and Industrial Buildings and Urban Infrastructures ) QCVN 03:
2009/BXD issued with the instruction Circular 33/2009/TT-BXD dated September 30
th
, 2009;
 Works on dredging of waterway channels may be increased in quantities due to the slow process of
deposition of fine sediments along the channels. In accordance with the regulations of Vietnam
TCXDVN285:2002 concerning irrigation works, the main specifications of design of the works put out
of exploitation for more than 10 years are likely to de downgraded with 1 level in the categorisation
system.
 In conclusion, the class of waterway will be designed as class IV.
1.6. THE MANAGEMENT AND PROJECT IMPLEMENTATION UNIT FOR PHASE 2 – COMPONENT B
 Employer : Vietnam Inland Waterway Administration
Projects Management Unit of Southern Inland Waterways (PMU - SIW)
 Main Consultant : DHV.BV (Netherlands).
 Representative offices: 2A Pham Su Manh, Hoan Kiem, Ha Noi
 Project offices: 1041/80 Tran Xuan Soan, Tan Hung ward, Q 7, HCM city;
 Tel : +84 8 377 4165; Fax : +84 8 377 4166.
 Sub-Consultant: Hong Hung Land and Waterways Construction and Consultancy Ltd.
Company
 Address: Số 292 Dien Bien Phu – ward 22 – Binh Thanh district – HCM city
 Tel : 0862.745.290 - fax: 0838.992.620
 Email:
Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

Page 9
CHAPTER 2. DESIGN BACKGROUND

2.1. DOCUMENTS AND DATA SOURCES USED FOR DESIGN
 The Report of feasibility study issued by Louis Berger Group, Inc. in partnership with ROYAL
HASKONING for the Delta Transport Infrastructure Development Project (MDTIDP) dated 6/2006.
 Documents of Topographical Surveys of the corridor 2 from (km00 − Km80+750); the corridor 3 from
(Km207+00 – Km314+00). To be established by the drawing scale of 1/500 – 1/1000 under the
national system, co-ordinate system VN2000, central meridian 105, radiating segment 3 degree and
corridor 2 with the co-ordinate system VN2000, central meridian 105º45’, the radiating segment 3
degree was set up by Hong Hung Land and Waterways Construction and Consultancy Ltd. Company
in collaboration with DHV B.V. (Netherlands) in 7/2010.
 Documents of geological surveys of the works of the corridor 2 from (Km00) to (Km80+750); the
corridor 3 form (Km207+00 – Km314+00) was set up by Hong Hung Land and Waterways
Construction and Consultancy Ltd. Company in collaboration with DHV.BV (Netherlands) in 7/2010.
 Documents of water level surveys and water level calculation over a period of 10 years (2000-2009)
on the Corridor 2 from Km00 to Km80+750; the corridor 3 from (Km207+00 – Km314+00) was set up
by Hong Hung Land and Waterways Construction and Consultancy Ltd. Company in collaboration
with DHV.BV (Netherlands) and the Southern Hydro meteorological Center in 7/2010.
 The Reports of soil environment, water environment, air and water plants environment on the
corridor 2 from (Km00 to Km80+750); the corridor 3 from (Km207+00 – Km314+00) was made by
Hong Hung Land and Waterways Construction and Consultancy Ltd. Company in collaboration with
Southern Irrigation Science Institute and DHV.BV (Netherlands) in 11/2010.
 The reports of proposals regarding the calculated vessels, the the calculated water levels and
dimensions of the channels carried out by DHV.BV (Netherlands) in 7/2010
 Documents of investigation of all channels, the aids to navigation system of corridor 2 from (Km00) to
(Km80+750) and the corridor 3 from Km207+00 to Km314+00) was set up by Hong Hung Land and
Waterways Construction and Consultancy Ltd. Company in collaboration with Southern Waterways
Management Department, Ports Service of Vietnam Domestic Waterways Bureau in 7/2010.
2.2. STANDARDS AND REFERENCE DOCUMENTS
Apply the standards system approved by the Ministry of Transport under the Decision 2406/QĐ-
BGTVT dated 9/11/2006 regarding the approval of “ the standard frame applied for projects design
surveys WB5) in which the standards applied for dredging design shall include:

 Standard TCVN 5664 - 1992 concerning classification Vietnam Domestic Waterways Engineering
issued under the Decision 347/QĐ of the State Science Committee on 23 May, 1992; Standard
TCVN 5664 - 2009 concerning grading Vietnam Domestic Waterways Engineering issued under the
Decision 3082/QĐ-BKHCN of the State Science Committee on 31 December, 2009;
 Standard TCVN 4447 : 1987 concerning Soil Works – Specification of Execution and Acceptance;
 Section standard 22 TCN 269-2000 concerning the Rules of Vietnam domestic waterways signalling
system issued under the Decision 4099/2000 QĐ-BGTVT of the Ministry of Transport dated
12/01/1978;
 Design process of seaway canals issued under the Decision 115-QĐ/KT4 the Ministry of Transport
dated 12/01/1978;
 Standard of works design for adjustment of channels 22 TCN-241-98;.
Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

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 Rules of Execution and Acceptance dredging works and embankment for waterways transport
implemented by hydraulic mechanical issued under the Decision 924/QĐ-KT4 of the Ministry of
Transport dated 21/04/1975;
 Standard TCVN 4253:1986: Foundation of waterways works – design standards;
 Standard 22 TCN 222-95: loading capacity and impact by wave and vessels on waterways works;
 River dynamics by Luong Phuong Hau, Hanoi 1992.
Also reference the Navigation Chanel Design Standard
2.3. ADJUSTMENT OF DESIGN
Document of technical design was to be adjusted on this edition based on the following documents:
 The report of investigation of RENARDET S.A.CONSULTING ENGINEERS, investigating the design
documents dredging channels for the corridor 2 and 3 on first publication in 9/2010 by Hong Hung
Land and Waterways Construction and Consultancy Ltd. Company in collaboration with DHV.BV
(Netherlands). The basic content is shown as follows:
The adjustment is to be done in compliance with the practical situation of transport facilities,

topographical condition and residents, land occupations for residence, factories, industries, economic
activities, shops, offices, social infrastructures and other amenities and encroachments made by local
residents along the channels, specifically:
+ The width of channel bed is to be adjusted in the dimensions: B = 26m – 30m; in certain
special condition along certain waterways sections, it is optional to downsize the bottom width
of the design channel to B=22m (such as 2 Southern Channels Project);
+ The depth of channel H = 3m;
+ Bend radius of the channels is to be compliant with the local topographical conditions, site
clearance, proverbially the minimum radius R = 150m along with the full sign system for the
purpose of transport safety;
+ Assign PMU and Supervision Consultancy to decide the site clearance in certain areas
B=22m and R = 150m;
+ Assign PMU and Supervision Consultancy to decide the given dredging channels to ensure
the schedule, quantity and cost of the works;
+ Re-inspect the probability of extending silt deposits in order to maintain the works;
+ Inspect the probability of shore falling down calculating the density of transport facilities,
especially express vessels).
 With reference to scale of revetment construction investment projects of canals such as Thu Thua
Revetment Project on left bank in Thu Thua Town – the employer is Long An Agriculture and Rural
Development Department.
Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

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CHAPTER 3: NATURAL CONDITIONS, PRESENT STATUS AND
CONSTRUCTION PLANNING WITHIN THE PROJECT AREA
3.1. ADMINISTRATIVE GEOGRAPHICAL NAMES ALONG THE WATERWAYS CORRIDORS
3.1.1. Geographical names along the two banks of corridor 2
The Corridor 2 channels are located in Ho Chi Minh City, Long An Province, Tien Giang and Dong

Thap provinces. The geographical names of wards and communes are listed in the Table 1.1 –
appendix 1.
3.1.2. Geographical names along the two banks of corridor 3
The corridor 3 channels are located in Soc Trang province and Bac Lieu province. The geographical
names of wards and communes are listed in the table 1.2 – appendix 1.
3.2. HYDROMETEOROLOGY
3.2.1. Meteotological Conditions
The documents collected from the Southern Hydrometeorology Centre indicate the main features of
hydrometeorology as follows:
a. Air temperature
The annual average temperature is 27,1
o
C; maximum 34,7
o
C, minimum 18,6
o
C.
The hottest month is May and the coolest month is January. The temperature value of air does not
have big changes (from 26,8
o
C to 27,2
o
C). the maximum temperature changes from 34,0
o
C to 40,0
o
C
and the minimum temperature changes 14,8
o
C to 19,7

o
C. there are three periods:
+ From January to April, the temperature is increasing. The average temperature increases from
(25 ÷ 26)
o
C to (28 ÷ 29)
o
C.
+ From May to November, the temperature does not have much change. The average temperature
reduces from (28 ÷ 29)
o
C down to (26 ÷ 27)
o
C
+ From November to January next year, The temperature reduces quickly. The average
temperature reduces from (26 ÷ 27)
o
C down (25 ÷ 26)
o
C.
b. Evaporation from ground
The annual average evaporation is 1.000 ÷ 1.400 mm, maximum 1.414 mm . In dry season,
evaporation reaches from 91.8 ÷ 143.4mm and in rainy season, evaporation reaches from 49.8 ÷
90.9 mm.
c. Sunshine hours over the year
In dry season, from November to May, the sunshine hours do not exceed 200 hours per month. The
least sunny months are June and September coinciding with the maximum rain events. The average
sunshine hours is 2551 hours/per annum.
d. Humidity
Humidity is closely related to the rain and wind in the area. The month with the highest mean humidity

is May (31.1 mb), the lowest mean humidity is January (24.5 mb). The annual average humidity is
28.4 mb. The minimum average relative humidity is 21% (February 1974) and the high average
humidity is 78%.
e. Rainfalls
There are two seasons per year: rainy season and dry season in which the dry season is coincided
with the North-eastern monsoon.
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Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

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+ The rainy season is coincides with the South-western monsoon, the rainfall is accounted for 90%
of the year. The total average rainfall varies from from 1.455 to ÷ 2.007 mm. the maximum rainfall
of the year is 2.709 mm and the minimum rainfall is 638 mm. During the rainy season, the
highest rainfall is in June and October (rainfall of October is higher than June).
+ During July, the end of August and beginning of September, the rainfall rarely reaches a peak
value
+ During the rainy season, there are normally 90 – 130 rain days. In average, there are 15 rain
days per month.
+ The dry season begins from November or December and prolongs to lasts till April of the
subsequent year.
f. Wind
The project area is located in the tropical monsoon. The dry season is mainly influenced by the North-
eastern monsoon and the South-western monsoon. The visibility range is good, reaching 20km
(particularly in December, it is likely to reduce to 5 km).
There are two seasonal winds:
+ The dry season begins in November and prolongs to lasts till April with the main Eastern wind
direction (normally up to 70%).
+ The rainy season begins in June and ends in September with the two main western wind and
South-western wind directions. The frequency of these two wind directions are accounted for 70-

80 %
+ May and October is the transitional period between the aforementioned wind seasons.
g. Rainstorm
The project area is deemed to be of many rainstorms appearance (Average 243 rainstorm hours per
year and 110 rainstorm per year) . The rainstorms usually strike at the beginning of rainy season.
During the rainstorm, wind can reach level 7 – 8 (50-74 Km/h)
Typhoons in the area appear less. From 1911 to 2009, there have been 10 typhoons striking into the
Southern area. The intensity of the typhoon is often low under level 11(103-117 Km/h). The typhoon
normally strikes in October and November.
3.2.2. Hydrographical Conditions
a. Tide
The two corridors are influenced by tide from eastern sea with semidiurnal tide regime,
simultaneously be influenced by Mekong river flood, however, the corridor 3 is not significantly
influenced.
The corridor 2 is influenced by the system of river tide: Sai Gon River, Vam Co River, Tien River.
These rivers have mean tide at sea outlet about 3,0 – 3,5 m during the high tide. The highest tide
reaches over 4,0 m.
+ At Tan Chau (220 km from the sea outlet) the average tide is from 5cm (dry season) up to 100cm
(rainy season)
+ At My Tho (50 km from the sea outlet ), the highest tide/tidal range is 3.50 m and low tide is
1.5m.
+ The mean of highest tidal in Binh Thuan is 1.80 – 1.90 m.
+ Average value of the amplitude of the largest tides in the My Thuan
During the flood season, the areas far away from Tien river are not influenced by tide.
Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

Page 13
Tabe 3-1: The specific water levels by the hydrographical stations near the corridor 2 channel

Station
Features
YEAR
Ten
Years
Average
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
in cm
Nha Be

Average
6
3
1
5
0
-1
4
4
8
7

4
Max
142
137
150
158
141
139
147
148
152
157
158
Min
-237
-244
-237
-239
-267
-270
-265
-258
-260
-258
-270
Amplitude
379
381
387
397

408
409
412
406
412
415
401
Ben Luc


Average
22
19
16
14
12
9
14
14
21
18
16
Max
138
140
145
136
135
140
137

140
144
137
145
Min
-145
-164
-157
-158
-168
-169
-173
-170
-160
-158
-173
Amplitude
283
304
302
294
303
309
310
310
304
295
301
Tan An
Average

30
26
21
16
15
15
19
18
24
22
21
Max
166
163
171
140
144
145
144
143
141
143
171
Min
-156
-174
-162
-178
-176
-183

-172
-167
-158
-162
-183
Amplitude
322
337
333
318
320
328
316
310
299
305
319

Kien Binh

Average
97
87
79
58
59
65
62
59
68

65
70
Max
266
247
249
138
175
188
157
150
145
141
266
Min
-25
-21
-34
-24
-21
-39
-21
-25
-13
-33
-39
Amplitude
291
268
283

162
196
227
178
175
158
174
211
Long
Dinh

Long
Dinh
Average
37
33
29
23
23
24
26
25
32
30
28
Max
171
158
161
118

129
131
123
123
124
128
171
Min
-121
-125
-135
-120
-136
-122
-128
-117
-107
-110
-136
Amplitude
292
283
296
238
265
253
251
240
231
238

259
Cai Lay

Average
65
63
56
45
45
48
49
48
55
51
53
Max
199
193
194
129
150
154
140
139
136
138
199
Min
-94
-82

-85
-80
-88
-98
-81
-83
-79
-103
-103
Amplitude
293
275
279
209
238
252
221
222
215
241
245
Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

Page 14
The Corridor 3 is influenced by semi-diurnal regime from Eastern Sea. from outlets such Tran De
river, My Thanh river, Ganh Hao river and through channels : Cai Cung; Nha Mat etc,. The tide is
higher at the beginning of Tran De river than the end of channel which is influenced by the tide of
Ganh Hao and through Cai Cung canal;

During the flood season, the areas far away from Tien river are not influenced by tide.
Table 3-2: The specific water levels by the hydrographical stations near the Corridor 3 channel:
Station
Features
YEAR
Ten
Years
Average
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
in cm
Đai Ngai
Average in
cm
20
19
15
14
14
13
17
15

22
21
17
Max in cm
180
198
205
194
195
200
200
201
196
193
205
Min in cm
-175
-188
-178
-197
-196
-195
-192
-195
-186
-178
-197
Amplitude in
cm
355

386
383
391
391
395
392
396
382
371
384
My
Thanh
Average in
cm
1
1
-1
0
-1
1
6
7


2
Max in cm
186
198
201
193

186
205
205
200


205
Min in cm
-206
-220
-211
-205
-215
-213
-215
-204


-220
Amplitude in
cm
392
418
412
398
401
418
420
404

408
Tran Đe
Average in
cm








30
30
30
Max in cm








220
218
220
Min in cm

-198
-197
-198
Amplitude in
cm








418
415
417
Ca Mau
Average in
cm
30
29
25
29

25
24
30
32
35
33
29
Max in cm
85
72
67
69
68
72
71
78
75
73
85
Min in cm
-42
-30
-25
-25
-25
-30
-29
-20
-23
-23

-42
Amplitude in
cm
127
102
92
94
93
102
100
98
98
96
100


Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

Page 15
b. Seasonal flood
The flood season usually begins from the end of
June and prolongs to lasts till end December,
divided into three distinct phases. In phase 1, from
July to August, the flood water runs into canals
and creeks in Dong Thap Muoi and Long Xuyen
Quadrangular. Flood peak happens in phase 2
when the water level of Tien river in Tan Chau is
higher than 4.2 m, and water levels of Hau river in

Chau Doc is higher than 3.5 m. During phase 3,
the water level is goes down gradually until end
December. Water is rising gradually at a rate of 10
to 15 cm per day. The flood water is sluggish at a
rate of 60 to 70 Km per day
The corridor 2 is directly influenced by flood from
Binh Chanh (Cho Dem canal) down the end of Kien
Giang channel (Tam Ngan canal).
The corridor 3 is not dominated by floods because it is far from the flood areas.
c. Water Levels
Due to the influence of both tides and floods, the water level on the two corridors change in a
complex manner, especially from section of Cho Dem canal to the end of corridor. In the dimension
from Rach Chanh to Dong Thap Muoi, there are many anti-salt works, especially Rach Chanh, this
makes water level on the corridor channel change very complicated.
In order to define the water level for the purpose of transport service, the survey has been done with
21 water survey stations on the two corridors during 16 continuous days. In there, the observations of
water levels at an upstream and downstream section has been done on Chanh Creek Gate, and
implemented during the dry season (May 2010) when Rach Chanh Gate was closed to prevent
salinity instruction.

Overview of the locations where water levels have been observed and measured along the corridor 2
during 2010 by hong hung engineers.
: Locations of water level observations.
 : Locations of hydrometric survey measurements.

The flood areas of Mekong River Delta
Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

Page 16
In combination with the hydrometric document at the water level observations, the correlation of the
observation. The water level corresponding to the hourly frequency of 10 years observation on
corridor 2 as following table:
frequ
ency
(%)
TV1
TV2
TV3
TV4
Ben Luc
TV5
TV6
TV7
Rach
Chanh
TV8
TV9
TV10
dry
flood

dry
flood

dry
flood

dry

flood

Dry (main
tide)
Flood
(main tide)

dry
flood

dry
flood

dry
flood

dry
flood

dry
flood

dry
flood

dry
flood

1
150

162
150
161
152
174
146
169
143
165
145
168
130
153
132
157
100
157
92
210
100
240
106
270
5
135
150
136
150
136
160

130
153
128
150
129
152
118
138
118
140
88
140
82
190
88
212
91
240
10
126
141
127
141
125
148
122
143
118
140
121

142
110
130
110
131
81
131
77
165
82
185
85
203
15
118
133
120
133
117
140
114
135
110
132
113
135
103
124
103
124

73
124
74
150
78
169
80
183
20
112
124
112
125
110
131
107
127
104
124
107
128
98
118
97
118
77
118
71
138
75

154
77
167
25
105
117
105
118
103
122
100
120
97
117
101
122
93
112
90
112
75
112
69
130
72
146
74
158
30
97

109
98
109
96
115
94
112
91
109
94
115
88
105
85
105
73
105
67
125
70
140
71
151
35
89
100
91
101
89
107

88
105
85
102
87
108
82
100
78
98
72
98
65
120
68
133
68
143
40
81
91
82
93
80
99
80
97
77
95
80

101
75
94
72
92
70
92
64
115
66
127
66
137
45
72
83
74
85
71
90
71
89
69
87
73
94
68
88
65
85

68
85
62
110
64
121
64
130
50
62
75
64
76
62
80
62
80
60
77
64
86
61
82
57
78
66
78
61
106
62

116
62
124
55
51
63
53
65
51
70
52
71
50
69
55
79
53
75
48
71
64
71
59
102
60
111
60
118
60
40

52
43
53
38
60
40
60
39
60
44
71
44
68
38
63
63
63
57
98
58
106
58
113
65
27
38
30
40
25
50

29
50
26
49
32
62
34
60
27
55
61
55
55
94
56
102
55
107
70
12
22
15
25
12
35
15
37
14
36
20

53
23
50
14
44
58
44
53
90
58
97
52
102
75
-6
3
-2
5
-3
20
1
24
0
22
5
40
11
40
1
32

56
32
51
85
51
93
48
96
80
-24
-17
-20
-13
-20
6
-14
10
-15
8
-9
27
-2
30
-14
21
53
21
48
81
48

87
45
90
85
-46
-40
-40
-35
-36
-10
-29
-5
-30
-7
-24
13
-15
17
-28
7
50
7
45
77
44
80
41
84
90
-70

-65
-45
-60
-55
-30
-48
-21
-48
-23
-40
-4
-29
3
-43
-8
45
-8
41
72
39
75
35
78
95
-100
-93
-95
-88
-78
-53

-68
-45
-68
-46
-60
-25
-45
-17
-61
-30
40
-30
35
66
33
70
28
71
98
-130
-120
-120
-113
-99
-80
-88
-70
-87
-70
-79

-50
-62
-35
-80
-52
33
-65
32
62
26
64
20
64
100
-200
-180
-190
-180
-150
-140
-140
-130
-140
-130
-120
-100
-110
-90
-120
-110

00
-110
0
40
-10
40
-20
40
Km
Km0+00
Km04+00
Km10+00
Km18+00
Km32+00
Km37+00
Km47+00
Km51+00
Km51+300
Km62+00
Km73+00
Km81+00




Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

Page 17

Overview of the locations where water levels have been observed and measured along the corridor 3
during 2010 by hong hung engineers.
: Locations of water level observations.
 : Locations of hydrometric survey measurements.
In combination with the hydrometric document at the water level observations, the correlation of the
observation. The water level corresponding to the hourly frequency of 10 years observation on
corridor 3 are show as follows:

Items
frequency
(%)
Đai
Ngai
TV11
TV12
TV13
TV14
TV15
TV16
TV17
TV18
TV19
TV20
1
1
160
173
150
150

165
172
150
143
130
150
162
2
5
133
148
129
128
141
150
128
125
116
134
142
3
10
116
132
116
115
128
133
116
114

107
124
128
4
15
103
118
105
105
117
121
107
105
101
116
116
5
20
92
107
96
96
107
112
99
97
95
109
106
6

25
81
97
89
88
98
102
91
90
90
102
97
7
30
71
87
80
80
89
92
83
83
85
96
88
8
35
61
77
72

72
81
83
75
76
80
90
79
9
40
50
68
64
64
72
74
68
69
75
83
70
10
45
40
58
56
56
62
65
62

62
68
77
60
11
50
28
47
47
47
52
54
52
55
63
70
48
12
55
16
35
37
37
43
43
43
45
57
62
38

13
60
2
21
26
27
32
30
34
37
50
53
26
14
65
-13
6
14
15
17
18
23
27
42
44
12
15
70
-30
-9

2
3
5
2
10
16
34
34
-1
16
75
-47
-28
-12
-9
-10
-14
-2
4
25
24
-19
17
80
-65
-45
-26
-23
-26
-28

-15
-8
16
12
-35
Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

Page 18
Items
frequency
(%)
Đai
Ngai
TV11
TV12
TV13
TV14
TV15
TV16
TV17
TV18
TV19
TV20
18
85
-83
-63
-40

-37
-41
-45
-29
-21
7
0
-50
19
90
-105
-84
-57
-54
-60
-65
-44
-35
-5
-13
-70
20
95
-130
-108
-75
-74
-82
-88
-63

-53
-18
-29
-93
21
98
-150
-130
-92
-90
-100
-107
-78
-68
-29
-41
-112
22
100
-200
-180
-130
-130
-140
-140
-120
-120
-60
-70
-160

Milestone (Km)
Km207
Km211
Km216
Km229
Km238
Km249
Km260
Km269
Km286
Km302
Km310
(The unit on table are cm)
Notes:
 Water level : Nation datum.
 The unit : cm
 Details of observation data and calculated water level are shown in the report of hydrometric survey
issued by Hong Hung Land and Waterways Construction and Consultancy Ltd. Company make
combine with The Vietnam Institute of Meteorology, Hydrology and Environment during the period
from 4/2010 to 7/2010.
d. Salinity
The salinity in Tan An appears only in the dry season, when the upstream flow goes down, the tide
brings sea water into the river. The amplitude and period of salinity is the same as the tide amplitude.
The Northeast wind causes the salinity higher. The salinity in Tan An measured is 15.7 g/L (appeared
on 30/4/2005) and highest in 1998. When Rach Chanh culvert is open, salt water encroach into Dong
Thap Muoi.
The typical salinity in the period from 2000 to 2009 measured in hydrographical station in Tan An are
show as follows:
Features
1998

1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Average
4,2
1,6
0.7
0.4
2.4
1.8
3.0
7.0
0.4
1.5
0.5
0.3
-
Max
10,5
5,7
1.2

2.2
6.5
5.1
10.4
15.7
2.9
7.2
6.6
3.0
11,2
dated
13/V
4/III
21/III
11/III
29/IV
5/V
10/IV
30/IV
20/IV
12/III
28/IV
2/IV
30/IV
Survey
periods
I-VII
I-V
II-IV
II_IV

II-VI
II-V
II-VII
II-VII
II-VII
II-VII
II-VII
II-VII
II-V
The salinity in Rach Chanh measured:
Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

Page 19

3.3. TOPOGRAPHY OF WATERWAYS CORRIDOR
3.3.1. Topographical condition of corridor 2
The characteristics of topographical condition of corridor is divided into the following sections :
Section HL2-1. from Km00+000 to Km04+100 – Te Canal
The beginning point Km 00 meets Sai Gon River and the ending point is Nguyen Van Cu bridge
contiguous to Doi Canal, Tau Hu Canal and Ben Nghe river. Both channels banks are occupied by
structures and housing and shops and factories etc. Most of the banks have roads as Tran Xuan
Soan,Ton That Thuyet streets.
The average bottom width is about 90 m – 110 m, the average bed elevation varies is -3,20 m ND to -
6,0 m ND. The shape of the channel cross-section is trapezoidal and the channel layout alignment is
mostly straight.
There exist many infrastructures such as ports for berthing of ships, for handling of bilk good,
amenities such as electricity cables, and other structures near the waterways. There are slope
protection works at some sections of the.

Section HL2-2. from Km04+100 to Km12+600 – Doi canal
The beginning point is contiguous to Tau Hu canal and Ben Nghe river. The ending point is Cat
creek, The both channels banks (the right and left bank of the channel) are occupied by structures
and housing and shops and factories etc.
The average bottom width of the channel is about 80 m – 110 m, the average bed elevation varies is -
3.20 m ND to – 6.0 m ND. The shape of the channel cross-section is trapezoidal and the channel
layout alignment is mostly straight. There are many branch creeks linking to Tau Hu canal.
There exist many infrastructures such as ports for berthing of ships, for handling of bilk good,
amenities such as electricity cables, and other structures near the waterways. There are slope
protection works at some sections of the waterway.
Section HL2-3. from Km12+600 to Km18+200 – Cho Dem canal
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Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

Page 20
The ending point meets Tam creek in the outskirts of Ho Chi Minh City. Both channels banks are
occupied by structures and housing and shops and factories, rural roads etc. There are also water
coconuts along channel sides.
The bottom width of beginning section is 200 m near Phu Dinh Port. The bottom width of ending
section narrow down to 60 m near Tam creek. The average bed elevation varies is -3.20 m ND to -
10.0 m ND. The channel layout alignment is mostly straight.
There exist many infrastructures such as ports for berthing of ships, for handling of bilk good,
amenities such as electricity cables, and other structures near the waterways. There are slope
protection works at some sections of the waterway
Section HL2-4. from Km18+200 to Km32+800 – Ben Luc canal
The ending point meets Vam Co Dong river in the outskirt of Ho Chi Minh City and Ben Luc district –
Long An province. Both channels banks are occupied by structures and housing and shops and
factories, rural roads etc. There are also water coconuts, rice fields and gardens along channel sides.
The bottom width of channel varies is 37 m to 60 m. The average bed elevation varies is -3.50 m ND

to -6.0 m ND. The shape of the channel is bend with 3 section under 200 m.
There exist many infrastructures such as ports for berthing of ships, for handling of bilk good,
amenities such as electricity cables, and other structures near the waterways. There are slope
protection works at some sections of the waterway.
Section HL2-5. from Km32+800 to Km37+200 - Vam Co Dong River
It is 4.3 km long. River section are wide and deep with clean water so just only need signing buoys.
Section HL2-6. from Km37+200 to Km47+300 - Thu Thua Canal
The ending point meets Vam Co Tay river in Thu Thua District – Long An province. Both channels
banks are occupied by structures and housing and shops and factories, rural roads etc. There are
also water coconuts, rice fields and gardens along channel sides.
The bottom width of channel varies is 45 m to 55 m. The average bed elevation varies is -3.0 m ND to
-5.0 m ND. The shape of the channel is mostly straight.
There exist many infrastructures such as ports for berthing of ships, for handling of bilk good,
amenities such as electricity cables, and other structures near the waterways. There are slope
protection works at some sections of the waterway.
.Section HL2-7. from Km47+300 to Km51+700 - Vam Co Tay river
This section is 5 Km long. River section are wide and deep with clean water so just only need signing
buoys.
Section HL2-8. from Km51+700 to Km52+500 – Rach Chanh
The Rach Chanh culvert was just built next to the new canal. The outlet is into Vam Co Tay river. The
national hightway 62 were built. The position of old Rach Chanh’s gate was expected in Rach Chanh.
Section HL2-9. from Km52+500 to Km54+900 – Rach Chanh
There are not many works, houses along the both banks of the section. There are some sections with
water coconuts, rice fields, gardens and rural roads.
The bottom width of channel varis is 50 m to 55 m. The average bed elevation varies is -3.6 m ND to -
6.0 m ND. The shape of the channel is mostly straight.
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Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

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Section HL2-10. from Km54+900 to Km 80+00 – Kenh Nguyen Van Tiep Canal (Thap Muoi So 2)
There are not many works, houses along the both banks of the section. There are some sections with
rice fields, gardens and rural roads.
The bottom width is from 42 m to 55 m. The average bed elevation varies is -3.0 m to – 4.5 m. The
shape of the channel is mostly straight. The north banks is near the national hightway.
3.3.2. Topographical condition of corridor 3
The characteristics of topographical condition of corridor is divided into into the following sections :
Section HL3-1. from Km207+000 to Km223+000 – Dai Ngai – Phu Huu
The average bottom width of the channel is about 90 m. The average bed elevation varies from -6.0
m ND to -9.0 m ND.
The shape of the channel cross-section is trapezoidal and the channel layout alignment is mostly
straight. Both channel banks are vegetated with coconut trees, palm trees. The section along Dai
Ngai is very densely populated, whereas the remaining stretches are not much used for housing and
habitats purposes. The adjacent riverine areas are characterised by the presence of rice fields,
vegetable gardens, rural roads etc.
Section HL3-2. from Km223+000 to Km227+500 – Phu Huu Bai Xau Canal
The average bottom width of the channel is about 60 m. The average bed elevation varies is -2.6 m
ND to – 3.5 m ND. The shape of the channel layout alignment is mostly straight. Both banks are
mainly filled with water coconuts. This section is thinly populated. There are some rural roads. This
section is to be dredged.
Section HL3-3. from Km227+500 to Km238+400 - Phu Huu Bai Xau Canal
The average bottom width of the channel is about 80 m. The average bed elevation varies is -3.0 m
ND to – 4.0 m ND. The shape of the channel is bending with bend radius under 150 m. The both
banks are mainly filled with water coconuts. This section is thinly populated. There are rice fields,
gardens with some rural roads on the both banks. This section is to be dredged.
Section HL3-4. from Km238+400 to Km249+300 – Ba Xuyen Creek
This is a natural river section. The average bottom width is about 200 m. The average bed elevation
varies is -9.0 m ND to - 11.0 m ND. The shape of the channel is bend with bend radius under 180 m.
The both banks are mainly filled with water coconuts. This section is thinly populated. There are rice

fields, and gardens here.
Section HL3-5. from Km249+300 to Km252+000 – Dua Tho river
The average bottom width of the channel is about 200 m. The average bed elevation varies is -9.0 m
ND to – 11.0 m ND. The both banks are mainly filled with water coconuts and bushes. The both
banks of the section are filled with houses from Km248+200 to Km250+00 (at Duong Kien Hamlet,
Hoa Tu 2 commune, My Xuyen District, Soc Trang province). There are rice fields, and gardens in
rural canal section.
The shape of the channel is bend with bend radius under 180 m. The both bank is mainly filled with
water coconuts. This section is thinly populated. There are rice fields, and gardens here.
Section HL3-6. from Km252+00 to Km258+00 - Dua Tho river
The average width is from 90-100 m. The average bed elevation is -4.5m. The both bank is mainly
filled with water coconuts and bushes. The topography is relatively flat. The north bank is thinly
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Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

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populated. At Km261+700 the section is winding with the width about 50 m. In rural section, there
are rice fields and gardens.
Section HL3-7. from Km258+00 to Km265+800 - Dua Tho river
The average bottom width of the channel vaies is 105 m to 110 m. The average bed elevation varies
is - 3,5 m to -9,5 m. The both bank is mainly filled with water coconuts and aegiceras. This section
thinly populated 25 m – 30 m away from the banks. At Km261+700 the section is winding with the
radius about 290 m. The remaining is not bend. In rural section, there are rice fields and gardens.
Section HL3-8. from Km265+800 to Km268+400 - Co Co River
The average bottom width of the channel vaies is from 65 m to 70 m. The average bed elevation
varies is – 3.50 m to – 7.08 m. The plant between the both banks is thinly filled. The topography on
bank is 1.5m high. This section is winding with the minimum radius under 200 m. There are some
rural roads on the both banks
Section HL3-9. from Km268+400 to Km270+100 - Vam Leo- Bac Lieu Canal

The average bottom width of the channel vaies is from 65 m to 70 m. The average bed elevation
varies is – 3.50 m to – 2.5 m. The plant and the population between the both banks are thinly filled.
The topography on bank is 1.5m high. This section is not much winding. This section is shallow. The
self-propelled barges are often stuck here. There are some rice fields, gardens and rural roads on the
both banks
Section HL3-10. from Km270+100 to Km287+200 - Bac Lieu Canal – Ca Mau
The average bottom width of the channel varies is from 40 m to 55 m. The average bed elevation
varies is – 3.50 m to – 2.5 m. The plant between the both banks is thinly filled.
Density housing is dense along of channel banks, especially within in the Bac Lieu City. The
topographic on bank have been average elevation is 1.5 m ND. this section has 03 overbridges with
reinforced concrete structure ( Bac Lieu 3,Kim Son and Ton Duc Thang bridges). The both banks
have many rural roads. At km 285 +700 the river section is bend. This is the shallow and self-
propelled vessel ran aground when the tide withdrawn. Channel section in rural areas, have areas for
rice cultivation, fields and gardens


THE SHALLOW AT BAC LIEU MARKET
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Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

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Section HL3-11. From Km287+200 to Km314+000 - Bac Lieu – Ca Mau Canal
This is the ending section of phase 2 (Km310). The average bottom width of the channel varies is 40
m to 60 m. The average bed elevation varies is – 3.50 m to – 2.5 m. The plant between the both
banks is thinly filled. the rural section, there are rice fields and gardens. There are rural roads along
with the south bank. The north bank is parallel with the National Way 1 and rural roads. The
topographic on bank have been average elevation is 1.5 m ND. There are many berthing port and

houses on the river. There are some bridges. The self -propelled barges are often stuck here when
the tide withdrawn.
3.4. THE CONSTRUCTIONS ON THE BANKS AND RIVER – CROSSING
The constructions on the banks and river-crossing have influence on barges and vessels including:
 The road, bridge crossing the river will affect the channel location, width and clearance of span.
 Electrical wires the river are affecting to the navigational clearance.
 The construction of passage boast affecting to the safety of barges and vessels running.
 The underground structures crossing the river are affecting to the dredging waterway and berthing;
 The revetment constructions are affecting to the extension of the waterway;
 Besides, national road, inter-provincial and district road will be given priority about the plan and the
road safety corridor. In planning of extension the waterway must warning to safety corridor for
construction.
The constructions list on the Corridor 2 and 3 are shown in Table 1.3 -1,6 – Appendix 1.
3.5. THE CONSTRUCTION PLANNING PROJECTS CONCERNED
Apart from the construction on the banks and river – crossing shown in item 3.4, the other
construction and projects related to waterway design item including:
 The constructions on the banks: revetment, port etc,.
 The constructions crossing the river: bridges, electric cables, etc,.
 Irrigation structures: flooded dike, culvert, etc,.
THE SHALLOW BEFORE BAC LIEU DUDE’S HOME
Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

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 the construction of infrastructure on the banks: transportation system of road and rural road.
 Other projects concerning to building spoil relocation areas.
3.5.1. The project of Binh Dien Wharf at Binh Dien Market ( corridor 2 )
It is located at quarter 6, ward 7, district 8, HCMC on Cho Dem river at the station Km13+800 –
Km14+700 with the scale of many berthing stations along the bank 800m long. The river bed here is

very wide, distance from bank line to bank line about 100 m – 210 m. Distance from waterway border
to bank line about 35 m. Deep river so does not need dredging waterway. Therefore, this project will
not affecting to the waterway design.
3.5.2. Tided dike at Cho Dem Area (corridor 2 )
In the outskirts of Ho Chi Minh City and Cho Dem River, there are a lot of sections with tided dike.
The structure of dike in Binh Chanh District has been sinking and broken. The local authority is trying
to maintenance and upgrade with intent making top dike over the high-tidal level and combine
building rural roads. The Cho Dem river area are narrow, so need additional land clearance to
building new dike .
3.5.3. Project of Thu Thua Revetment: ( corridor 2 )
The average bottom width of Thu Thua river is 50 m – 70 m; the narrowest and shallowest section is
located in Thu Thua town. There are two main reasons for forming and maintaining the narrowest
and shallowest section such as: Thu Thua town where the tides meet with the velocity of tide lower
than the others, and there are many houses and works along the both banks occupying the current.
The solid waste are deposited in this section.
Therefore, Long An Rural Development and Agriculture Department has been invested and executed
the revetment here to create landscape in Thu Thua town. The revetment length is 3,000 m. The top
elevation is + 2.00 m ND. The houses and constructions occupying the river are to be removed from
the rural road to the slope protection.
The location of revetment are basically planned bordering the old existing bank. There are some
positions penetrating into the bank in order to ensure the distance from revetment to waterway border
over 12.50 m.
The structure of revetment was designed in basic design is vertical wall (3.5 m high) combine the
slope by rock carpet at footing wall.
With the planning and structure above, the waterway here must be moved to the opposite bank in
order to uninfluenced the stability of the revetment of the town.
3.5.4. Flooded dike of Nguyen Van Tiep Canal ( corridor 2 )
The flooded dike of Nguyen Van Tiep Canal (left bank) are border high bank edge. The structure of
dike in Nguyen Van Tiep Canal has been sinking and broken. The local authority is trying to
maintenance and upgrade with intent making top dike over the high-tidal level and combine building

rural roads. The Nguyen Van Tiep Canal are narrow, so need additional land clearance to building
new dike
3.5.5. Revetment Construction Project in Bac Lieu City
Bac Lieu – Ca Mau River section in Bac Lieu City has the length of about 5,165 m from Bac Lieu 2
Bridge through Kim Son Bridge to Tra Kha Suspension Bridge. The both bank were built with vetical
wall of vertical wall combine slope.
The average distance between the revetment top is 60 m. At some positions of berthing dolphins or
ports, the distance is 75 m. The average bottom width of the channel is 30 m (according to the
TCXDVN 5664-1992).
Mekong Delta Transport Infrastructure Development Project (MDTIDP)
Main Waterway Corridors Improvementphase 2 Plus Supervision Of Phase 1+2
General Report of Dredging Waterway of Corridor No 2&3

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The design of waterway must be within the limits of construction planning projects of the city of Bac
Lieu.
3.5.6. Road Construction Project
Along the left bank of Bac Lieu – ca Mau Canal from Tra Kha down to the end, there is rural transport
with the road width about 1 m – 2 m, structure of asphalt concrete. The average width of bridge is 2.0
m. The project mobilized from capital of state and local people , completed and operation in 2008.
Generally, the quality of works are still good. However, the people living here are difficult to accept
the clearance because these bridge have just been used for 2 or 3 years.
Along right bank section from Tra Kha to Gia Rai on Highway No. 1, there are 12,490 m long
bordered Bac Lieu – Ca Mau Canal with the distance smaller than the land way safety corridor. The
length and the station are shown as follows:
The table of National Way No. 1 size bordered Bac Lieu – Ca Mau Canal Bac Lieu - Ca Mau
(distance ≤ 20m)
Description
Station
Distance (km)

Start point
End point
Section 1
Km297+300
Km309+280
11.980
Section 2
Km312+000
Km312+510
0.510
Total
12.490
In order to design the route without invading the area of traffic roads, it is obligatory to clear the area opposite
to the banks containing roads or protective dikes within the safe corridor.
3.5.7. Construction of traffic roads along the two banks of the canal: (belonging to the Corridor No 3)
The canal section goes through Hoa Binh town, Hoa Bình District, Bac Lieu province (Km295+500 –
Km297+150) and has the width of 33-42m with lots of houses, construction sites that occupy over a length of
900 m along the two banks of canals. Please have a look at the following pictures: