External Evaluator: Hiroshi Oita (OPMAC Co., Ltd.)JBIC ODA Loan Project Mid-Term Review
Time of Mid-Term Review Field Survey: June 2006
Project Title: Thailand: Second Mekong International Bridge Construction Project (L/A No.
T−GMS-1)[Loan Outline] Thailand
Loan Amount/Contract Approved Amount/Disbursed Amount: 4,079 million yen/2,690
million yen/1,966 million yen (as of end June 2006)
Loan Agreement: Entered December 2001
Loan Completion: April 2008
Executing Agency: Department of Highways (DOH) in the Ministry of Transport and Communications[Project Objective]
The objective of this project is to connect an East-West corridor that stretches from Vietnam and Laos to Thailand and Myanmar by connect an East-Westcorridor that stretches from Vietnam and Laos to Thailand and Myanmar, and thereby contribute to expanding trade between Laos and Thailand and promoting
economic development in the roadside area of the East-West corridor.
Consulting: A joint venture including Nippon Koei Co., Ltd. with Oriental Consultants Co., Ltd. as leader
Contractor: Bridge construction: a joint venture including Vichitbahan Construction Co., Ltd. (Thailand) with Sumitomo Mitsui Construction Co., Ltd.
serving as nucleus.
Road construction (Thailand): a joint venture between Leighton Contractors (Asia) Ltd. (Thailand), Thongma Contractor Co., Ltd. (Thailand)
Item

Results of ex-ante evaluation (March 2001)

Ex-post evaluation results as estimated at time of mid-term review[Relevance](1) National policylevel(regionalplanning level)

The Greater Mekong Subregion (GMS) defines an area in theMekong region in which participating countries provide
economic cooperation and financial support. The GMS programaims to foster trade between countries, promote investment, andresolve cross-border problems. The participating countries haveagreed to conduct regional cooperation projects in seven areas,
including transportation and energy. Among those, the field oftransportation has been a particularly high priority.

There have been no changes to the initial policy. The Association ofSoutheast Asian Nations (ASEAN) has been working to develop theentire Mekong region. Japan has consistently demonstrated support
for its development at Japan-ASEAN summit meetings and othersuch venues. The Asian Development Bank (ADB) has been acenter and supported the overall strategy for GMS development,and individual projects are set as prioritizing projects in the country.
The captioned project contributes to the economic development in
the northeastern region, where poverty is extensive. The project has
yet to be completed.

Within the transportation sector, roadwork is particularly highly

In Thailand, roads constitute the most basic and critical form of(2) Policy level1

valued, and ten projects were authorized in this area. Of these,
National Highway No. 9 forms the nucleus of the East-Westcorridor project to connect Myanmar, Thailand, Laos, andVietnam. Connecting Mukdahan in northeast Thailand,
Savannakhet in central Laos, and Dong Ha/Da Nang in central
Vietnam, the route has a huge effect on the distribution of goods
among these regions, and as such is considered a high priority
for its ability to impact regional economic development.
Furthermore, the national plans of both Thailand and Laos, thetarget countries of the present project, highlighted theimportance of the road sector that connects the East-Westcorridor.

infrastructure for transportation. That the provision of roads
continues to be an important national policy is evidenced by thenation's Master Plan on Inter-City Motorway Construction.
Targeting the years 1997-2016, this massive project is still inprogress. Moreover, the corridor runs from Mawlamyine in
Myanmar through Thailand and Laos (this project’s target countries)
and on to Da Nang in Vietnam, and roughly half of the 1500km
East-West corridor—770 km, to be exact—lies within the borders ofThailand. The Thai government has already been making thissection of road into a four-lane highway. In Laos, assistance fromJapan and ADB are helping to build National Highway No. 9. In
Vietnam, the Hai Van tunnel was competed in June 2005. All in all,the East-West corridor is steadily making headway in all theparticipating countries.

(3) Planning level

Because the only way to cross the Thai-Laos border whencrossing at National Highway No. 9 was by ferry, the roadformed a bottleneck at that point. Given that the present project
aimed to connect this point by a bridge, it was a matter of highpriority.

Construction is progressing, with completion already expected forDecember, 2006. There was some concern that accidents might
delay the construction work, but thanks to the efforts of thoseworking for this project, the bridge is expected to open as planned.

[Effectiveness](1) Operation and Effect indicators
Quantitative effects
Initially no indicators were set.

(1) Operation and Effect indicators
Quantitative effects
In March 2004, JBIC conducted a Special Assistance for Project
Implementation (SAPI) study in which it revised the previous
SAPROF figures. The new figures are shown below. The setting of2009 as the target year assumes the target is reached by the time ofthe ex-post evaluation.

(Reference)
JBIC’s 1998 Special Assistance for Project Formation madeseparate project estimations for high growth and low growthscenarios. The former assumed that the liberalization of tradeand investment in the Mekong region. The latter assumed
stagnant bridge usage due to time lost as participating countries
resolve their conflicts of interest. With opening of the bridgeslated for 2004, estimates are as shown below.

2In the figures, the initial year (2002) truck figures are based on anaverage of real figures transported by the operating ferry between
2000 and 2002. In addition, passenger values are based on anaverage of real figures for both Thailand and Laos in 2002.

Low Growth Scenario

Indicator(Daily Traffic Volume from One Side: Vehicles)
TrucksYear

Buses

Passenger

Total

Vehicles

Long

Short

Distance

Distance

2005

126

21

7380300

2010

175

28

101

112

416

2020

343

52

188

209

792

Year

TrucksBuses

Passenger
Vehicles

Long

Short

Distance

Distance

2005

210

34

119

132

495

2010

385

63

222

247

917

2020

1,300

206

735

816

3,057

The above figures represent estimations made for traffic volume
in one direction only. The 2004 Special Assistance for Project
Implementation (SAPI) points out that these figures are too highif one considers the traffic from both sides.

(2006)(Thai side only)85

6-wheel

103

210-wheel

155

40

Greater than 10-wheel

259

43

Automobiles
pickup trucks

Total

Present (Note 1)(2009)

517(2) General passenger
vehicles (vehicles)(Daily Traffic Volume from One Side: Vehicles)

Target Year

(2002)
1.
Daily
trafficvolume(inbothdirections)(1) Trucks (vehicles)

High Growth Scenario

Initial Year

120

N/A

and342225

Small buses

25

Large buses

4

Regular buses

88(3)(people)Passengers

580

2,501

Immigration offices

8:30-17:00

24 hours

Ferry boat operation

9:00-16:30

N/A

5

On the order of 400
people on average.
However, there may
be as many as 1,000
passengers
onnationalholidays
and festivals.

2. Hours of operation
General:
9:00-16:30
Vehicles:
8:00-16:00
The ferry service ismostly operated byaprivate

3

organization. As forvehicles,permission must beobtained in advanceto cross the river onweekends
andholidays.

3. Average border General
passengers:
transmit time
1 hourFerry
forvehicles:
4-5 hours ( Note2)

Single window:(Note 3)Generalvehicles
andbuses:
15-25
minutes.
Trucks:1.5hours.

Nosignificant
change from the2002 study figures

Windowson
both sides:Generalvehicles
andbuses: 20 - 30minutes.
Trucks: 3 hours

Note 1: Current figures represent those for the Thai side only. Figures for bothdirections have not been confirmed. Moreover, the number ofpassengers was based on on-site oral inquiries.
Note 2: Transit time breaks down as follows:
General passengers: 30 minutes for transit time/30 minutes forcustoms, immigration, and quarantine
Ferry for vehicles: 45 minutes for transit time/3.5-4.0 hours forcustoms, immigration, and quarantine
Note 3: A single window is the one provided on either one of the countries toundertake one-stop inspection at their internal border facilities for
either leaving or entering the country. Windows on both sides are theones provided for both countries to manage emigration andimmigration in separate locations.

Traffic Demand
The target figures set in 2004 are based on the prerequisite that thebridge will open at the start of 2007, and things are moving largely4

as predicted by the SAPI study. Traffic demand as measured during
the midterm review shows an increase over the base figure of 2002.
In spite of the increased demand for the traffic, investment for the
new ferry has been restrained in anticipation of the bridge'sopening, and so the bridge’s opening should increase demand.
Regarding short-term demand, a rapid increase in cross-bordercargo transport is forecast between the northeast of Thailand andcentral Laos. In addition, crossings by residents of the border region
are expected to accelerate thanks to improved border crossing
procedures. Mid- to long-term demand is expected to change
depending on development in the border region and vicinity,
development of central and northern regions of Vietnam, trade
between Myanmar and Vietnam, conclusion of free trade
agreements (FTAs) in the GMS subregion, and increases in tourism
demand.

2) Qualitative effects
Promotion of trade between Thailand and Laos, economic
development in regions where construction was to be done; andregional economic development and promotion of the exchangeof agricultural produce and processed agricultural goods
through the provision of roads that cross east and west in
Indochina.

2) Qualitative effects
Promotion of exchanges (especially trade and tourism) between
Thailand, Laos, and Vietnam.
Stimulation of the regional economy centering on the outskirts ofthe bridge.
(2) Factors which may influence the effectiveness and impact
In order to achieve smoother cross-border traffic and transit
transport, there is a need to cope adequately with the issues below,
as was pointed out in the SAPI study. Joint management institutions
must play a key role in liberalizing cross-border and transit traffic
and accelerating the traffic volume.
・ Establishment of an organizational structure that operates at thepolicy level to smooth traffic flow between Laos and Thailand
or within the GMS subregion
・ The promotion of the mutual exchange of commercial transport
rights for transport companies or vehicles to be operated in theother country5

・ Establishment and carrying out of a customs transit system toencourage transit traffic along the East-West corridor.
・ Establishment of a smooth-running operation and maintenancesystem for the bridge
・ Initiatives to establish an infrastructure that facilitates smoothtraffic flow along the East-West corridor and to handle related
issuesMoreover, the project coordinating committee (PCC) and bridge
management committee (BMC) established to carry out this projectby Thailand and Laos are expected to be transferred to a joint
management structure.
(3) Factors which may influence the sustainability
While the items in (2) above affect project efficacy or impact, theyalso have a direct or indirect effect on sustainability.
Currently the Department of Highways under the Ministry ofTransport is expected to take charge of operation and maintenanceon the Thai side of the bridge, and no urgent problems are seen withregards to organization, technical capability or operation andmaintenance. Further, organizations in both countries have begun to
discuss the procedures for operation and maintenance as well as thesetting of fees.
(4) Environmental Social consideration
Some 8.5ha of land are targeted for acquisition in the plan, but there
will be no displacement of residents. The relevant parties are
considering the impact on residents and conforming to relevant laws
for land acquisition.. Regarding environmental aspect,environmental monitoring has been made for concerning 6items
such as water quality, atmosphere and noise covering whole projectsite, thus far, no significant issue came to their attention.
(5) Other: AIDS measures
At the beginning, AIDS measure was not included to the plan.
However, as they recognize the HIV infection risk, they executed6

Information forreference[Efficiency](1) Outputs(2) Project period

Lessons Learned
andRecommendations

several measures since this project hires large number of employees
from outside area, and promote the movement between the areas
where HIV infection ratio differ. They utilized external fund for theproject in corporation with executing agency, contractor, NGO andregional health department, promoted by monitoring by Japanese
NGO group and project management by JBIC.
Ex-post evaluation results as estimated at time of mid-term review

Results of ex-ante evaluation (March 2001)(1) Outputs
・Main bridge portion : total length 1,600m (2 lanes)
・Elevated approach section: total length 250m (Thai side)
total length 200 m (Laotian side)・Highway approach section: total length 79m (Thai side)
total length 178m (Laotian side)・Lane change section: total length 395m (Thai side)・Border control facilities: one site each for Thai side andLaotian side
・Connecting road portion and intersection portion:
total length 520m (Thai side)
total length 1,864m (Laotian side)(2) Project period
October 2001-June 2006 (57 months)
This represents the time from the selection of consultants to thecompletion of construction.
The building period is expected to last 36 months.

・・(1) Outputs
As initially planned. The roof design of the border control facilities
was changed on the Thai side to give it a traditional feel.

(2) Project period
December 2001- December 2006 (61 months)
The construction period will be 36 months(as planned).
The construction method is changed and measures for safety areconfirmed though the accident occurred in July, 2005. The delay ofconstruction is almost retrieved by the person's related to contractor
and others cooperation.

The establishment of an appropriate organization structure for bridge management, the exchange of traffic rights for commercial
purposes, the establishment and implementation of a customs house transit system, and efforts towards infrastructure and related
issues are all keys to the success of this project.
When conducting measures to combat AIDS, it is important to examine issues from the planning stage, providing activity funds
including outside resources, and conducting activists not just through the executing agency, but in coordination with related
businesses and those conducting direct countermeasure activities (such as NGOs and regional health bureaus).

Indicators set for use N/A
at time of ex-post(1) Daily traffic volume(2) Hours of operation7

evaluation(3) Average border transit time8