External Evaluator: Keishi Miyazaki (OPMAC, Ltd.)JBIC ODA Loan Project Mid-Term Review

Time of Mid-Term Review Field Survey: June 2006
Project Name: Socialist Republic of Vietnam, “National Highway No.1 Bypass Road Construction Project” (L/A No. VNVIII-6)
Project Title: Socialist Republic of Vietnam, “Cuu Long (Can Tho) Bridge Construction Project” (L/A No. VNVIII-7)[Loan Outline]
Loan Amount/Contract Approved Amount/Disbursed Amount:
VNVIII-6: 8,393 million yen/8,263 million yen/2,106 million yen (as of June 2006)
VNVIII-7: 24,847 million yen/22,195 million yen/7,260 million yen (as of June 2006)
Loan Agreement: Concluded March 2001 (5th year after conclusion of L/A)
Final Disbursement Date: April 2009
Executing Agency: Vietnam Ministry of Transportation/PMU My Thuan (My Thuan Bridge PMU)
[Objectives of both projects]
The projects involved the construction of a bridge crossing the Mekong River and its tributary the Hau River and a bypass road to connect to the Hau River in Can Tho City in orderto facilitate traffic flow and increase traffic demand crossing the Hau River, and thereby contribute to the socioeconomic development of the Mekong Delta area.
Consultant: Nippon Koei (Japan), Chodai (Japan)
Contractor: (VNVIII-6): Civil Engineering Co.6 (Viet Nam/Civil Engineering Co.8 (Viet Nam)/Thang Long Construction Co. (Viet Nam), China State Construction (China)
Contractor: (VNVIII-7): Kajima Construction Services, Nippon Steel Corporation, Taisei Construction Corporation (Japan)
Item[Relevance](1) National policy level

Results of ex-ante evaluation (October 2000)(1) In Vietnam, road transport accounts for most transportationof freight and passengers (65% of freight and 81% ofpassengers in 1999). The road sector is considered highly
important and occupies a position of high priority in the
National Transportation Development Master Plan. In
addition, the planned budget for the transportation sector
accounts for one-fourth of the total in the Public Investment
Program (1996-2000), the largest portion of which isinvestment in the road sector.

Ex-post evaluation results as estimated at time of mid-term review(1) The 10th Socioeconomic Development Strategy (2001-2010) calls fordevelopment of National Highway No. 1 and construction of a bridge over the Hau
River as a development policy for the Mekong Delta. The 5th Socioeconomic
Development Plan (2001-2006) also called for the development and expansion of theroad transport network in the Mekong Delta, which is a key area for economic
development in the southern region, as well as development of Can Tho City, whichis the center for social and industrial economy in the southern region. The
Comprehensive Poverty Reduction and Growth Strategy (CPRGS) emphasizes theneed for development of roads, bridges and other infrastructure in order to alleviate
poverty.

(2) Policy level(2) National Highway No. 1, which runs north and south
through Vietnam, is a main national highway extending a total
distance of 2,300km. Development of this highway is(2) Both the Vietnam Highway Transportation Development Plan (target year: 2010)
and the National Transportation Development Strategy (target year: 2020) havecontinued to emphasize the development and expansion of National Highway No. 1

1

important to the growth of Vietnam’s economy in that it will
reduce disparities in income between the North and South andimprove distribution between the North and South.
Accordingly, this highway has been given a position of highest
priority for the road sector up to 2010.

as a priority issue and call for the construction of large-scale bridges on key routes
and the widening of National Highway No. 1.

(3) Planning level(3) Can Tho City is located at the southern end of National (3) During peak hours, it takes nearly 50 minutes to cross the Hau River by ferry, andHighway No. 1 and is an important center for agriculturaluse of this ferry continues to be a bottleneck to smooth traffic flow along National
products in the Mekong Delta area. Since there are no bridges
Highway No. 1. In addition, projects including the National Highway No. 1
across the Hau River that flows through the city, and the use of
improvement project (World Bank) between the Can Tho and Namkan districts andferries to cross the river is a bottleneck to smooth traffic flow
the South Hau River Highway Construction Project linking Can Tho City and Bac
on Highway No. 1. For this reason, the projects, which sought
Lieu Province (Vietnam government) are making investments for expanding roadto eliminate this bottleneck, was a matter of high priority.
transportation through continued development of a highway network in the Mekong
Delta area. Furthermore, the Can Tho City Urban Development Master Plan (CanTho City) and the Binh Ninh Industrial Park Construction Plan (Bin Long Province)
are currently in the planning stages, and highway traffic volume is expected toincrease further with the development of the Mekong Delta Area. For this reason,
both of these projects continue to have high priority.

[Effectiveness](1) Operation and Effect indicators
Quantitative effects

Average annual
daily
traffic(vehicles/day)
Passenger Car
Units*(PCU/day)
Vehicleoperating costsavings (1,000
yen/year)Timesaving(1,000yen/year)At timeof
ex-anteevaluationNotestablished
NotestablishedTargetFigures
2006(uponTargetFigures(2010)

TargetFigures(2020)

completion)

17,884

28,683

69,26914,68825,38064,837

Not
established-111,275-215,240-655,213

Not
established

887,675

1,831,000

6,713,700

Note: Indexes for both projects.
2(1) Operation and Effect indicators
Quantitative effects
1) Traffic crossing the Hau River
Actual at time of
Mid-term Review
2006
Rate
achieved
Average annual daily
38,916218%
traffic (vehicles/day)
Passenger Car Units
21,608147%(PCU/day)（See attached table for details.）

Revised Target
2010

2020

No revision
30,357

94,284

* Passenger Car Unit (PCU) is the unit of traffic upon
converting the number of operating vehicles of various
types to the number of passenger cars.
2) Current traffic carried by ferry (by type of vehicle): See attached table for details.
3) Waiting time for crossing: Shortest 16 min., longest 49 min. (from the results of atraffic survey performed at time of mid-term review)4) Population of Administrative District Concerned（Unit: 1,000 persons）

Bin
Long
Province
Can ThoCity
Mekong
Delta

2000

2001

2002

2003

2004

2005*

2006*

Average
growthrate
2000-05

1,018

1,023

1,033

1,036

1,045

1,054

1,063

0.7%

1,110

1,112

1,114

1,114

1,123

1,131

1,139

0.4%

16,345

16,51916,714

16,882

17,076

17,273

17,473

1.1%

Note: Figures for 2005 and 2006 are targets
5) Number of Registered Vehicles in Administrative District Concerned（Unit: vehicles）

Bin
Long
Province
Can ThoCity
Mekong
Delta

2000

2001

2002

2003

2004

2005

2006*

Average
growthrate
2000-05

2,072

2,276

2,287

2,353

2,685

2,976

3,056

6.7%

4,245

4,664

4,625

4,996

5,549

6,520

6,749

8.0%

32,68535,911

33,77736,09640,96046,44447,574

6.5%

Note: Number of registered vehicles as of the end of April 2006
6) Change in Economic Indicators (GRDP)（Unit: Billion VND）
2000

3

2001

2002

2003

2004

2005*

Averagegrowth rate,
2000-2005
Bin Long
Province
Can ThoCity
Mekong
Delta

4,322

4,602

5,153

5,619

6,752

8,011

13.1%

5,967

6,376

7,884

9,409

11,28013,501

17.7%

71,677

77,40990,344

102,583

120,939

141,47414.6%

Note: 2005 figures are targets. GRDP: Gross regional domestic product.
・ The 38,916 vehicles/day actual average annual daily traffic in 2006 comparedwith the target figure of 17,884 vehicles/day represents more than a two-foldincrease. In terms of type of vehicle, motorbike traffic has increased nearly threetimes, large trucks 2.3 times, and mid-sized and small buses two times. The
sharp increase in motorbike traffic has made a particularly large contribution toreaching a high average annual daily traffic target. On the other hand, the traffic
volume of passenger cars, small trucks and large buses has not increased to theextent planned. A comparison in terms of PCU shows that the actual traffic
volume for 2006 increased about 1.5 times over the initial target. Thus, actual
traffic volume has substantially increased compared with initial targets. In
addition, because vehicle registrations and GDRP have remained firm in the past
six years, the targets for PCU in 2010 and 2020 based on actual traffic volume in2006 have, as indicated above, been revised upward in this mid-term review.
However, since growth in traffic varied considerably depending on type of
vehicle, the targets for average annual daily traffic were not revised.
・ In the F/S for the Cuu Long (Can Tho) bridge construction project, it isestimated that the daily permissible traffic volume of the Can Tho Bridge (4lanes) would be above 60,000 PCU/day and the consultant employed by the
project estimated 71,000-80,000 PCUs/day. The Can Tho Bridge has been
designed with a width configuration whereby 3.25m non-motor lanes areprovided on the outer side of the two lanes in each direction (3.50m＋3.50m＝7.00m), which provisionally could be opened to accommodate a future increasein traffic volume. Therefore, the bridge could easily accommodate the 2010
planned traffic volume of 30,357 PCU/day. Assuming the use of this provisional
third lane on each side in the future, traffic volume of 94,284 PCU/day plannedin 2020 could possibly be accommodated. For this reason, this project’s design
relating to future increases in traffic volume could be considered appropriate.
(2) Qualitative effects
Through these two projects, the northern end and the southernend of National Highway No. 1 will be connected by a land4(2) Qualitative effects
Due to the growth in traffic exceeding initial targets, the importance of both projects
in this region is high, and it is thought that the impact on the socioeconomic

route, and it is expected that this will contribute to thesocioeconomic development of the Mekong Delta.

development of the Mekong Delta area continues to be large.

(3) Factors which may influence the effectiveness and impact
1) Land acquisition, relocation of residents
Land acquisition: approx. 266ha
Number of residents to be relocated: 533 households, 2,640
personsIn
accordance
withVietnamese
domesticlaw(Decree22/1998/ND-CP), the land acquisition and therelocation will be implemented based on the Action Plan
(December 1999) prepared by the Ministry of Transportation
under the support of JICA.

(3) Factors which may influence the effectiveness and impact
1) Land acquisition, relocation of residents
Land acquisition: 207.3ha (Bin Long Province 103.4ha, Can Tho City 103.9ha）
Number of residents relocated: 861 households (approx. 4,300 persons)2) Environmental impact
・ Because the bridge will be constructed across the Hau
River, consideration must be given to the impact works
will have on water quality and ecosystems when work is
performed.

2) Environmental impact
・ In both projects, environmental monitoring (monthly) of the areas concerned has
been performed since 2005. This environmental monitoring is divided into thatconcerning the natural environment (air, water quality, noise and vibration,
settling of foundation near dikes, and ecosystems) and that concerning thesocioeconomic environment (population, land use, and the living conditions and

5・ The 58.7ha area of the land acquired was smaller than initially planned because
the area of the land to be acquired was partially revised as a result of preparing amore detailed design (2001-2003).
・ The initially planned number of households and persons to be relocated of 308
and 1,660, respectively, was increased because during the period from the F/S(1998) up until the time that the final area of the land to be acquired wasdetermined by the detailed design (2001-2003), the population increased due to
new residents moving into the land scheduled for acquisition, and landownership was fractionalized because of inheritance, etc.
・ For the 565 households that requested to be relocated as a group, four locations
with electricity, water systems, and sewer pipes in Bin Long Province and Can
Tho City were provided
・ Financial support for the purchase of real estate was provided to the 36
households which requested to be individually relocated.
・ For the 260 remaining households, new homes were built on the portion ofremaining land that was not acquired, and these households continue to live inthis previous land.
・ Procedures for acquiring lands and relocating residents of original 861
households were completed in February 2005. Afterward, however, an additional
acquisition of 2,446m2 of land (with 23 households of landowners) adjoining theland for construction of National Highway No. 1 Bypass Road in Can Tho City
became necessary. Consequently, procedures for acquisition are currently inprogress and are scheduled to be completed in August 2006. The above
additional land acquisition will be used for some of the land for road shoulders,
and will not affect the construction period.

household finances of residents in relocation area, etc.)
・ There are several items in addition to those covered under Vietnam’s
environmental standards for water quality, etc., that are being monitored(coliform bacteria count in ground water, etc.), and at present it is not clear
whether these are due to the effect of these projects or due to waste water fromhomes and industry. With the exception of these items, it is deemed that there
has been no particular impact on the environment during construction for thesetwo projects.
3) Social concerns
3) Social concerns
・ An administrative framework to secure a means of ・ At the mid-term review, no particular consideration has been given to means oftransportation for community residents (particularlytransportation for community residents (especially pedestrians).
pedestrians) is under consideration by the Ministry of ・ The Bin Long Province CitizensʼCouncil believes that after the completion ofTransportation and local government (the Bin Long
these projects, operation of the existing ferry will end. In order to lessen theProvince Citizens’ Council and the Can Tho Province
negative impact on residents who make a living by operating businesses (such as
Citizens’ Council)
stores and service provision), the following measures to promote new
・ Small shops that sell food and general merchandise are
employment and opportunities to acquire income for ferry users are in planning:located near the ferry terminal. A plan exists to have shops(1) Construction of a market about 200m away from the ferry terminal.
likely to be affected by the project continue operation in a(2) Construction of a market near the relocation area (Dong Binh District) on
market scheduled for development in the residents’
the Bin Long Province side.
relocation area.
(3) Measures such as expansion of the existing market in the downtown areaof the Binh Minh District are in planning・ It is expected that re-employment of the approximately 100 employees of theferry company when operation of the existing ferry ends will be a problem, andas of the mid-term review, no effective measures to deal with this problem havebeen developed.
4) Measures against HIV/AIDS
During the two years from February 2006 to January 2008, an HIV/AIDS prevention
program will be implemented for the Cuu Long (Can Tho) Bridge construction
project through the cooperation of an NGO (Care International). This program
consists of workshops and educational activities for approximately 800 workers andresidents in the community surrounding the project.
(4) Factors which may influence the sustainability
1) Road toll levels
The amount to be charged as toll is currently underconsideration, and follow-up will be necessary.

6(4) Factors which may influence the sustainability
1) Road toll levels
・ With the exception of BOT managed by the government, the Vietnam Ministryof Transportation sets a uniform nationwide bridge toll.
・ Tolls are set giving priority to the socioeconomic concerns of the area rather thanbasing tolls on the amount of investment. According to Regional RoadManagement Unit No.7 (RRMU7) which is in charge of the operation andmaintenance of both projects, the toll system revised in 2004 (Circular No.
90/2004/TT-BTC dated September 07, 2004 of the Ministry of Finance）will beapplied to the My Thuan Bridge and other bridges. If this toll system is revisedby 2008 when the Can Tho Bridge is completed, the same system as the current
one will be applied. Under the current toll system, there is no toll for pedestrians,
motorbikes, and bicycles.

Information for reference[Efficiency](1) Outputs
National Highway No.1
BypassRoad
Construction Project2) Operation and maintenance structure
Because the Can Tho Bridge will be the built to the highest
standard of any bridge in Vietnam, the construction
management consultant will establish the necessary training
program in the executing agency, PMU My Thuan, with aview to improving the capabilities of staff engaged in
implementation and administration of this project.

2)Operation and maintenance structure
・ For both projects, project planning and implementation is handled by PMU My
Thuan; operation and maintenance, including collection of tolls on facilities
following completion, will be handled by RRMU7. However, information
sharing and collaboration between these two entities is not always smooth.
・ With respect to the operation and maintenance of a cable-stayed bridge like the
Cuu Long (Can Tho) Bridge, RRMU7 only has experience with the My Thuan
Bridge, and it is believed that simply transferring the operation and maintenancemanual from PMU My Thuan to RRMU7 will be inadequate. RRMU7 has
indicated that it will be necessary to provide training and instruction by
specialists with the cooperation of PMU My Thuan for operation andmaintenance during implementation of the project.
・ PMU My Thuan plans to offer the necessary technical support to RRMU7
through operation and maintenance seminars in addition to providing an
operation and maintenance manual.

(1) Outputs【Bin Long side】
Extension
Secondary bridges(1) Outputs【Bin Long side】
Extension
Secondary bridges

Interchange
infrastructure
Service area
【Can Tho side】
Extension
Secondary bridges(Package 1)
5,410m3 (two at least 200m, one atleast 80m)
Combined Y-type multi-levelcrossing, diamond-type
21,000m2(Package 3)
7,690m7 （ three 100m-260m, two atleast 90m, two less than 50m）
7Interchange infrastructure(Package 1)
Same as at left
Same as at left

Service area

Addition of entrance and exit connecting the Binh
Ninh industrial park site
Same as at left

【Can Tho side】
Extension
Secondary bridges
Interchange infrastructure(Package 3)
Same as at left
5 bridges (three 100m-260m, two at least 90m)
Same as at left

Interchange
infrastructure
Service area
Toll boothDiamond-type,intersection-type
21,000m2
1【Consulting services】
International consultant
Vietnamese consultant
Supporting Staffs

463 M/M
1,456 M/M
694 M/M

gradient

Service area
Toll booth【Consulting services】
International consultant
Vietnamese consultant
Supporting staffs

Same as at left
Same as at left

422 M/M (by agreement)
1,334 M/M (by agreement)
634 M/M (by agreement)<Reasons for the change>
1) Change in number of secondary bridges alongside Can Tho
With the Can Tho City Urban Development Master Plan, construction of two of theseven small secondary bridges was halted, with box culverts used in their place.
2) Change in interchange on the Bin Long side
With the Bin Long Province Binh Ninh industrial park construction plan, an entrance
and exit for the interchange connecting the industrial park site was provided.
(1) Outputs(1) Outputs

Cuu Long (Can Tho)
BridgeConstruction
Project【Cuu Long Bridge】 (Package 2)
Steel PC combined cable-stayed bridge
Access bridge on Bin Long side
Access bridge on Can Tho side(2) Project period(1) Outputs
As given below; virtually the same as at the time of the ex-ante evaluation.
【Cuu Long Bridg】 (Package 2)
Steel PC combined cable-stayed bridge
1,010mAccess bridge on Bin Long side
520m
Access bridge on Can Tho side
1,220m

1,090m
480m
1,180m【Consulting services】
Consulting services relating to this project were provided for
the National Highway No. 1 Bypass Road Construction
Project.

【Consulting services】
Same as at left

(2) Project period
March 2001- December 2006 (70 months) *・ Bypass highway on Bin Long side (Package 1)
Scheduled for completion in April 2006
・ Bypass highway on Can Tho side (Package 3)
Scheduled for completion in September 2006
・ Cuu Long (Can Tho) Bridge (Package 2)
Scheduled for completion in December 2006

(2) Project period
March 2001- December 2008 (scheduled) (94 months)*
・ Bypass highway on Bin Long side (Package 1)
Scheduled for completion in August 2008
・ Bypass highway on Can Tho side (Package 3)
Scheduled for completion in November 2008
・ Cuu Long (Can Tho) Bridge (Package 2)
Scheduled for completion in December 20088

・ Land acquisition, relocation of residents
Scheduled for completion in July 2001

・ Land acquisition, relocation of residents
Completed February 2005 (main portion)
Scheduled for completion in August 2006 (additional portion)<Reasons for the delay>
・ Due to a delay in consultant selection procedures (six months) and a delay incontractor selection procedures (14 months) because of a delay inestablishment/preparation of bidding qualification examination criteria andbidding evaluation procedures, etc., start of construction was delayed by 32
months (National Highway No. 1) and 29 months (Cuu Long Bridge) from theinitially scheduled starting date.
・ Because of delays in determining project area, construction of residents’
relocation area, and compensation negotiations, acquisition of a land andrelocation of residents was completed 43 months later than initially scheduled.
Afterward, the need for additional acquisition of a land arose. Compensation
negotiations are now being conducted, with conclusion scheduled for August
2006. The additional land acquired will be used for some of the land for roadshoulders and will not cause any delays in construction.

Results of the satisfaction
survey with special yen
loan project【 Cuu Long (Can Tho)
Bridgeconstruction
project】（＊）

・ The Vietnam Ministry of Transportation, which was the executing agency, believes that the special yen loan had contributed to stimulating the
economy and employment. The Ministry had particularly high praise for the quality introduced by Japanese companies, the sound process
management, and the effect of technical transfers to local companies in Vietnam, and thought that even though the price was high, an effectcommensurate with cost had been obtained.
・ The Japanese consultant and contractor were praised for their ability to use Japanʼs technical advantage, such as the deep pile driving technology
used in the construction of the bridgesʼ foundations. However, the opinion was expressed that, in this project, which civil works are main
component, because normally the portion of procurement acquired from third-party countries was high, it was difficult to achieve a ratio of Japanprocurement of more than 50%, which is a condition for receiving the special yen loan for a project sponsored by ODA.

Lessons Learned andRecommendations(Lessons learned)
・ Social consideration (development of markets, etc.) has been given in both projects to people who make a living operating retail shops (sale ofmerchandise, provision of services) for ferry users, and the study of relief measures for the socially disadvantaged from the project implementation
stage has been effective.
(Recommendations)・ It is necessary to continue monitoring concerning acquisition procedures for additional lands, which is scheduled to be completed in August 2006.
・ With regard to measures to lessen the assumed negative social impact on surrounding residents and ferry company employees following
completion of the project, it is necessary to continue collaboration and cooperation with local administration (Bin Long Province, Can Tho
Province) and to strengthen these relationships.
・ In order to enhance the effectiveness and sustainability of the project after the completion, it would be desirable to strengthen information sharing
and collaboration between the executing agency (PMU My Thuan) and the operation and maintenance agency (RRMU7) and to share operation
9and maintenance technology and information and provide technical training to RRMU7 during project implementation.
Indicators set for use attime of ex-post evaluation

N.A.

(1) Average yearly traffic (vehicles/day)(2) VOC saving (1,000 yen/year)(3) Time saving (1,000 yen/year)
With respect to (2) and (3) above, however, it is necessary to confirm conditions at
the time of the ex-port evaluation and for the evaluator to calculate these savings
taking into account changes in conditions following the F/S.

（＊）It was planned that the survey on degree of satisfaction with Special Yen Loan would be conducted at the time of the Ex-Post Evaluation (Ex-Post Evaluation is conducted two
years after the completion of the project). However as no Special Yen Loan projects
are yet to reach the timing of the ex-post evaluation, the survey was provisionally conducted at the time of the Mid-Term Review. More specific survey on degree of satisfaction
with Special Yen Loan should be conducted at the time of the Ex-Post Evaluation to research the cost-effectiveness including the quality after the completion of the project.

10

(Table 1) Average Daily Traffic Crossing the Hau River (comparison of actual traffic in 2006 withplanned traffic) (Unit: vehicles/day)(Table 2) Actual Passenger Car Units in 2006 and Revised Future Targets Basedon these Figures

Actual performance values

Planned values

Actual performance

Revised Target based on 2006 actual(at time of mid-term review)(at time of appraisal)valuesperformance values(Unit: PCU/day)(at time of
mid-term review)

June 2006

Rate achieved

2006

2010

2020

June 2006

1. Passenger cars (4 seat)

1,210

49%

2,479

4,577

12,387

1. Passenger cars (4 seat)

1,210

2. Trucks (2 axle)

2,111

72%

2,927

5503

15,794

2. Trucks (2 axles)

4,222

3. Trucks (3 or more axles)

241

232%

104

194

542

3. Trucks (3 or more axles)

603

4. Buses (less than 25 seats)

2,192

195%

1,126

1,822

3,922

4. Buses (less than 25 seats)

4,384

5. Buses (25 or more seats)

316

62%

512

810

1,652

5. Buses (25 or more seats)790

6. Motorbikes

32,846306%

10,736

15,777

34,972

6. Motorbikes

9,854

7. Bicycles

2,726

-

-

-

7. Bicycles

545

8. Pedestrians (persons/day)

2,207

-

-

-

Total (1-7)

21,608

Totals (1-6)

38,916218%

17,884

28,683

69,269Less motorbikes

6,070

85%

7,148

12,90634,297

Source: Actual figures were obtained from the results of the traffic survey performed in the Mid-term Review,
and planned figures are from the JICA F/S on Can Tho Bridge Construction in Vietnam, September
1998.

11

2010

2020

30,357

94,284

Notes:
1) Passenger Car Unit (PCU) is a unit obtained by converting the number ofoperating vehicles of various types to the number of passenger cars. Because theconversion factor used in the F/S was unknown, the PCU conversion factor was
found by applying the generally-used National Standard of TCVN 4054-98 of Viet
Nam (passenger cars= 1.0, trucks (2-axle)=2.0, trucks (3 or more axles)=2.5, buses(less than 25 seats)=2.0, buses (25 or more seats)=2.5, motorbikes=0.3,
bicycles=0.2)
2) The revised planned figures for 2010 and 2020 were calculated using theformula given below, which is generally used in Vietnam.
Qt = Qo x (1+q)t-1
Qt: Future PCU
Qo: PCU of base year (2006)
t: Number of years from base year (2006) to planned year
q: A fixed variable/constant (future GDP growth rate) of 10-12% is normallyapplied for Vietnam

(Table 3) Average Daily Traffic Crossing the Hau River, 2000-2006(Unit: vehicles/day)
2000-2006

2000

2001

2002

2003

2004

2005

2006

Average
growth rate

Time of the mid-term review (Actual performance values)
1. All vehicle types

2,875

3,399

3,963

4,391

4,929

5,332

6,070

13.3%

2. 2/3-wheel vehicles

6,706

8,171

10,023

11,067

13,69915,90235,572

32.1%

3.Passengers(persons/day)
25,83628,64031,86434,74039,402
41,7762,207
10.1%
Source: Target figures at the time of the ex-ante evaluation are from the JICA F/S (1998). Actual figures at the time of the mid-term review are from data provided by the Cuu Long Ferry Co. for 2000-2005. The 2006
figures are the results of the present traffic volume survey.
1) All vehicle types include passenger cars, buses, and trucks (1-5 of Table 1).
2) Vehicles with 2-3 wheels include motorbikes, bicycles, and 3-wheel vehicles (for passengers, freight).
3) Passengers in 2000-2005 (actual figures) are all passengers including pedestrians, and those riding bicycles and motorbikes, etc.
4) Passengers in 2006 (actual figure) are only pedestrians.
5) For passengers, the average growth rate is that for the five-year period from 2000 to 2005.
* During the six-year period from 2000 to 2006, average daily traffic of all vehicle types and 2/3-wheel vehicles grew steadily by 13.3% and 32.1%, respectively. Growth in traffic of 2/3-wheel vehicles was
especially notable.

12