Summary of the Terminal Evaluation Results
1. Outline of the ProjectCountry: Kingdom of Cambodia,
Lao People’s Democratic Republicand Socialist Republic of Vietnam

Project title: the Project for the Capacity Development forTransition to the New CNS/ATM Systems in Cambodia, Lao
PDR and Vietnam

Issue/Sector: Transportation – Air
Transport/Airport

Cooperation scheme: Technical Cooperation

Department in charge:
Infrastructure and Peacebuilding
Dept.

Total cost (as of June 2015): Approx. 5.5 million yen

Period of Cooperation: (R/D)
19 January 2011 - 18 January 2016

Partner Country’s Implementing Organization:
SSCA: State Secretariat of Civil Aviation (Cambodia)
DCA: Department of Civil Aviation (Lao PDR)LATM: Lao Air Traffic Management
CAAV: Civil Aviation Authority of Vietnam
VATM: Vietnam Air Traffic Management
ACV: Airport Corporation of Vietnam
Supporting Organization in Japan:
Civil Aviation Bureau, Ministry of Land, Infrastructure,
Transport and Tourism
Related Cooperation:<East Mekong Region>- Master Plan Study on the Development of the New
CNS/ATM Systems (2009-2010)<Cambodia>- Advisory Team for Airport Maintenance (Experts) (2002)<Lao PDR>- Project for the Modernization of Equipment for Transition to
New CNS/ATM Systems (2013-2015)- Project for Expansion of Vientiane International Airport in
Lao PDR (2011-2013)- Air Traffic Safety Improvement Project (2006-2009)<Vietnam>- Project for Support on Establishment of the Programs forOperation and Maintenance in Noi Bai International Airport(2012-2015)- Terminal 2 Construction Project in Noi Bai International
Airport (2010-2016)

1-1

Background of the ProjectInternational Civil Aviation Organization (ICAO) decided the global introduction of New
Communications， Navigation and Surveillance/Air Trat1ic Management (CNS/ATM) Systems,
which utilize satellite technology in air navigation, in order to improve safety and efficiency ofaircraft operations and to cope with increasing air traffic volumes. Accordingly the ICAO
contracting states are enhancing the introduction of new CNS/ATM systems. In Asia, the transitionxxi

to the new systems is advanced in Japan, China, Korea, Thailand, Singapore, Philippines andIndonesia. Its earliest introduction is an issue for Cambodia, Lao PDR and Vietnam to realize
seamless air navigation services, which are important for aircraft flying across the borders.
Responding to this issue, the Government of Japan conducted “The Master Plan Study on theDevelopment of the New CNS/ATM Systems for three Eastern Mekong countries of Cambodia, Lao
PDR and Vietnam in 2009-2010. The study assisted those countries in preparing master plans for
system development, human resource development, and development of technical standards, etc.
Accordingly，the governments of the three countries are modernizing their air navigation systems
recognizing that the transition to the new systems in coordination with neighboring countries is aninternational obligation. However, they are in need for acquiring knowledge and developing
capacity on the new CNS/ATM systems for their civil aviation staff in parallel with modernization ofequipment and requested technical assistance to the Government of Japan.
1-2 Project Overview(1) Overall Goal
To improve efficiency and safety of flight operations and to enlarge the capacity of airspace
through the transition to the new CNS/ATM systems in Eastern Mekong Region(2) Project Purpose
To enhance the transition to the new CNS/ATM systems in Cambodia, Lao PDR and Vietnam(3) Outputs
Output 1: To develop capacity for establishing Performance Based Navigation (PBN) flightprocedures
Output 2: To develop training system for air traffic controllers and air navigation technical staff
on the new CNS/ATM systems
Output 3: To establish safety oversight system for air navigation services (Cambodia)
To strengthen safety oversight capacity by the introduction of Safety Management
System (SMS) in air navigation services (Lao PDR and Vietnam)(4) Inputs (as of June 2015)
Japanese side:- Long-term Experts: 185.8 person-months- Short-term Experts: 1,466 person-days- Training in Japan: total 99 people in 14 courses- Local Cost: Approx. 80.3 million Yen- Equipment: Approx. 49.9 million Japanese yen
Cambodian, Laotian and Vietnamese side:- Counterparts: Over 67 persons- Facilities and Equipment: Office for JICA Experts- Local Cost: Approx. 400 thousand US Dollarxxii

2. Outline of the Terminal Evaluation Team
Review
Team

Japanese SideName

Job Title

Occupation

Hiroyuki Ueda

LeaderSenior Advisor for Transportation
Sector, JICA

Daisuke Fujiwara

Air Traffic Control

Chief; Terminal Section Flight
Procedures and Airspace Program
Office, Air Traffic Control
Division, Air Navigation Service
Dept., JCAB

Yoshiharu Minami

Air Navigation
Services Engineering

Chief; Air Navigation Services
Engineering Div., Air Navigation
Services Dept., JCAB

Masahiro Nakakubo

Air Navigation
Services Engineering

Chief; Air Traffic International
Affairs Office, Air Navigation
Services Dept., JCAB

Kenichi Takahashi

New CNS/ATM
Systems

Director; Air Traffic International
Affairs Office, Air Navigation
Services Dept., JCAB

Kaoru Okada

Cooperation
Planning

Deputy Director; Team 2,
Transportation and ICT Group,
Infrastructure and Peacebuilding
Dept., JICA

Toru Shimada

Evaluation Analysis

Consultant, ADAMIS Ltd.

Cambodian, Laotian and Vietnamese Side
Name

Period of
Evaluation

Occupation

Khim Bunna

Deputy Director of Administration and Human
Resource Department. SSCA, Cambodia

Vanpheng Chanthaphone

Deputy Director General, DCA, Lao PDR

Somphonh Sygnavong

Director of Aviation Security, DCA, Lao PDR

Trinh Manh Hoa

Director of Science, Technology and Environment
Dept., CAAV

14 June 2015 - 22 July 2015

Type of Evaluation: Terminal Evaluation

3. Results of Evaluation
3-1 Project Performance(1) Achievement of Outputs
1) Output 1: To develop capacity for establishing Performance Based Navigation (PBN) flightprocedures
Overall Achievements[Cambodia]
The average percentage of achievements of 10 indicators is 81%. Five (5) out of 6 remainingxxiii

indicators will be achieved 100% with completion of flight validation, publication of WGS-84
coordinates and PBN flight procedures for Sihanouk International Airport by October 2015. Itis estimated that the last remaining indicator will be achieved by appointment of additional one
flight standard officer in mid 2016.
[Lao PDR]
The average percentage of achievements of all indicators is 73%. Four (4) out of 5 remaining
indicators will be achieved 100% with completion of ground and flight validations, andimplementation of PBN flight procedures for Luang Phabang International Airport by
December 2015. It is estimated that the remaining 1 indicator, i.e. number of RNAV/RNP
routes, will be achieved by 2018.
[Vietnam]
The average percentage of achievements of all indicators is 69%. The Vietnamese side aims
at achieving 5 out of 7 remaining indicators by the end of the Project period and the last 2
indicators by March 2016. The Terminal Evaluation Team recognizes that these targets arechallenging in consideration of the progress made to date.
Achievement of Individual Indicator- Number of airports where WGS-84 data are completed:[Cambodia] (Target: 3 airports) Achievement: 83%
WGS-84 data has already been published for 2 airports, and will be published for 1 airport,
where the survey was completed, in October 2015.
[Lao PDR] (Target: 2 airports) Achievement: 100%
WGS-84 data has already been published for 3 airports.
[Vietnam] (Target: 5 airports) Achievement 40%
WGS-84 data that were already surveyed at 4 airports will be published by November 2015,
and CAAV/ACV plan to publish WGS-84 data for 3 more airports in November 2015.
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Number of PBN flight procedures that design is completed[Cambodia] (Target: 71 procedures) Achievement 100%
69 PBN flight procedures have been designed. It was found that 2 procedures originallyplanned for Sihanouk were not necessary.
[Lao PDR] (Target: 40 procedures) Achievement 58%
23 PBN flight procedures have been designed, and design of additional 40 procedures will
be completed in July 2015.
[Vietnam] (Target: 75 procedures) Achievement: 73%
55 PBN flight procedures have been designed, and aiming at completing design ofadditional 20 procedures in December 2015.

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Number of PBN flight procedures that flight validation is completed[Cambodia] (Target: 71 procedures) Achievement 68%
47 procedures have already been validated, and additional 22 procedures will be validated inAugust 2015. It was found that 2 procedures originally planned for Sihanouk were notnecessary.

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[Lao PDR] (Target: 38 procedures) Achievement: 55%
21 procedures have already been validated, and additional 38 to 40 procedures will bevalidated in September or October 2015.
[Vietnam] (Target: 75 procedures) Achievement: 73%
55 procedures have already been validated, and aiming at completing validation of
additional 20 procedures in January 2016.
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Progress of development of standards for PBN operational approval[Cambodia] (Target: “complete”) Achievement: 100%
Standards for PBN operational approval have been developed.
[Lao PDR] (Target: “complete”) Achievement: 100%
Standards for PBN operational approval have been developed.
[Vietnam] (Target: “complete”) Achievement: 100%
Standards for PBN operational approval have been developed.

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Number of airports where PBN procedures are implemented[Cambodia] (Target: 3 airports) Achievement: 67%
PBN procedures has already been implemented at 2 airports, and will be implemented at 1
airport in October 2015.
[Lao PDR] (Target: 3 airports) Achievement: 67%
PBN procedures has already been implemented at 2 airports, and will be implemented at 1
airport in December 2015.
[Vietnam] (Target: 5 airports) Achievement: 20%
Unpublished PBN procedures at 2 airports have been used by Vietnamese airlines. PBN
procedures will be implemented officially at 3 airports in November 2015, and it is aimed at
to implement PBN at 2 airports in March 2016.

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Number and types of PBN procedures (SID/STAR/APCH) which are implemented at
airports[Cambodia] (Target: 71 procedures) Achievement: 68%
47 procedures have already been implemented, and 22 procedures will be implemented in
October 2015. It was found that 2 procedures originally planned for Sihanouk were notnecessary.
[Lao PDR] (Target: 40 procedures) Achievement: 53%
21 procedures have already been implemented, and 38 to 40 procedures will be implemented
in December 2015.
[Vietnam] (Target: 75 procedures) Achievement: 42%
Unpublished 31 procedures have been used by Vietnamese airlines, and it is planned to
implement 55 procedures (including above-mentioned 31 procedures) officially in
November 2015. It is aimed at implementing additional 20 procedures by March 2016.

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Number of RNAV/RNP routes which are implemented for enroute[Cambodia] (Target: 4 routes) Achievement: 75%

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There are 3 RNP 10 routes in operation, and 3 routes will be designated as RNAV 5 in 2015.
[Lao PDR] (Target: 5 routes) Achievement: 0%
3 routes will be designated as RNAV 5 in 2015. DCA plans to implement additional 1
PBN route in 2016, and to start coordination with neighboring countries in 2016 forpossibility of implementation of PBN at B465, B346, etc. by 2018.
[Vietnam] (Target: 10 routes) Achievement: 40%
There are 4 RNP 10 routes in operation, 1 route will be designated as RNAV 5 by the end of
2015, and it is aimed at implementing 5 more RNAV routes by the end of 2015 as well.
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Number of flight procedure designers capable of producing PBN flight procedures[Cambodia] (Target: 8 persons) Achievement: 100%
8 flight procedure designers are capable of producing PBN flight procedures.
[Lao PDR] (Target 8 persons) Achievement: 100%
8 flight procedure designers are capable of producing PBN flight procedures.
[Vietnam] (Target: 17 persons) Achievement: 100%
18 flight procedure designers are capable of producing PBN flight procedures.

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Number of flight validation officers capable of conducting PBN flight validation[Cambodia] (Target: 2 persons) Achievement: 100%
3 flight validation officers are capable of conducting PBN flight validation.
[Lao PDR] (Target: 2 persons) Achievement: 100%
2 flight validation officers are capable of conducting PBN flight validation.
[Vietnam] (Target: 2 persons) Achievement: 100%
5 flight validation officers are capable of conducting PBN flight validation.

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Number of flight standard officers capable of developing standards for PBN operational
approval[Cambodia] (Target: 2 persons) Achievement: 50%
1 flight standard officer is capable of developing standards for PBN operational approval atpresent, and another flight standard officer will be appointed in mid 2016.
[Lao PDR] (Target: 3 persons) Achievement: 100%
3 flight standard officers are capable of developing standards for PBN operational approval.
[Vietnam] (Target: 4 persons) Achievement: 100%
4 flight standard officers are capable of developing standards for PBN operational approval.

2) Output 2: To develop training system for air traffic controllers and air navigation technicalstaff on the new CNS/ATM systems
Overall Achievements[Cambodia]
The average percentage of achievements of all indicators is 97%. One remaining indicator
will be achieved by July 2015, when ASM and SUR trainings are scheduled to complete.
[Lao PDR]
The average percentage of achievements of all indicators is 99%. One remaining indicatorxxviwill be fully achieved through GNSS training in August 2015
[Vietnam]
The average percentage of achievements of all indicators is 100%.
Achievement of Individual Indicator- Ratio of air traffic controllers and air navigation technical staff who have obtained sufficient
basic knowledge on the new CNS/ATM system.
[Cambodia] (Target: at least 90%) Achievement: 100%
96.4% of air traffic controllers and 97.8% of air navigation technical staff obtained
sufficient basic knowledge on the new CNS/ATM system.
[Lao PDR] (Target: 90%) Achievement: 100%
100% of air traffic controllers and 96.4% of air navigation technical staff obtained sufficient
basic knowledge on the new CNS/ATM system.
[Vietnam] (Target: 90%) Achievement: 100%
100% of air traffic controllers and 100% of air navigation technical staff obtained sufficient
basic knowledge on the new CNS/ATM system.
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Number of instructors who can operate and improve the new CNS/ATM system basic
training courses[Cambodia] (Target: 4 persons) Achievement: 100%
4 instructors can operate and improve the new CNS/ATM system basic training courses.
[Lao PDR] (Target: 4 persons) Achievement: 100%
4 instructors can operate and improve the new CNS/ATM system basic training courses.
[Vietnam] (Target: 10 persons) Achievement: 100%35 instructors who can operate and improve the new CNS/ATM system basic training
courses.

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Ratio of air traffic controllers and air navigation technical staff who have obtained sufficientadvanced knowledge on the new CNS/ATM system[Cambodia] (Target: at least 50%) Achievement: 85%
34.8% of air traffic controllers and 59.2% of air navigation technical staff obtained
sufficient advanced knowledge on the new CNS/ATM system. Additional air traffic
controllers will be trained in July 2015 to achieve the target.
[Lao PDR] (Target: 50%) Achievement: 95%
81.3% of air traffic controllers and 44.6% of air navigation technical staff obtained
sufficient advanced knowledge on the new CNS/ATM system. Additional air navigation
technical staff will be trained in August 2015 to achieve the target.
[Vietnam] (Target: 40%) Achievement: 100%
75.0% of air traffic controllers and 45.8% of air navigation technical staff obtained
sufficient advanced knowledge on the new CNS/ATM system.

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Number of instructors who can operate and improve the new CNS/ATM system advanced
training courses

xxvii[Cambodia] (Target: 4 persons) Achievement: 100%
4 instructors can operate and improve the new CNS/ATM system advanced training courses.
[Lao PDR] (Target: 4 persons) Achievement: 100%
7 instructors can operate and improve the new CNS/ATM system advanced training courses.
[Vietnam] (Target: 6 to 10 persons) Achievement: 100%20 instructors can operate and improve the new CNS/ATM system advanced training
courses.
-Establishment of training program which includes new CNS/ATM subjects for new recruitsof ATC and air navigation technical staff.
[Cambodia] (Target: “complete”) Achievement: 100%
SSCA established the Training Guidelines in November 2013.
[Lao PDR] (Target: “complete”) Achievement: 100%
DCA established the Training Guidelines in December 2013.
[Vietnam] (Target: “complete”) Achievement: 100%
CAAV instructed VATM and ACV to implement initial training of air traffic controllers andair navigation technical staff for certification.

3) Output 3: To establish safety oversight system for air navigation services (Cambodia)
To strengthen safety oversight capacity by the introduction of Safety Management
System (SMS) in air navigation services (Vietnam and Lao PDR)
Overall Achievements[Cambodia]
The average percentage of achievements of all indicators is 75%. It is estimated that 1 out of
the 2 remaining indicators will be achieved 100% with approval of CATS’s SMS by July 2015,
and the last one, i.e. implementation of SSP, will be achieved in early 2016.
[Lao PDR]
The average percentage of achievements of all indicators is 80%. It is estimated that 2
remaining indicators will be fully achieved with approval of LATM’s SMS by the end of 2016.
[Vietnam]
The average percentage of achievements of all indicators is 90%. One remaining indicator
will be fully achieved by conducting the safety audits in 2015.
Achievement of Individual Indicator- State Safety Program (SSP) and regulations on SMS for air navigation services have beendeveloped.
[Cambodia] (Target: “complete”) Achievement: 75%
SSCA adopted the Air Navigation Regulation in January 2015. SSCA is reviewing draft
SSP, and will enact the SSP in early 2016.
[Lao PDR] (Target: “complete”) Achievement: 100%
DCA adopted SMS Regulation in December 2012, and Lao PDR SSP was promulgated in
February 2015.
[Vietnam] (Target: “complete”) Achievement: 100%xxviiiSSP including SMS requirements for the service providers was approved by MoT in May
2013.
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Approval of ANSP’s SMS by SSCA, DCA, CAAV
[Cambodia] (Target: “complete”) Achievement: 0%
SSCA will approve CATS’ SMS after adoption of ANS-SMS Guidebook in July 2015.
[Lao PDR] (Target: “complete”) Achievement: 50%
DCA has approved the LATM’s SMS Manual in February 2014. DCA plans to approve
LATM’s SMS after “Evaluation of First SMS Implementation” in mid 2016.
[Vietnam] (Target: “complete”) Achievement: 100%
CAAV has approved the SMS developed by VATM and ACV in November 2012 and May
2013 respectively.

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Record of SMS operation by ANSP is available.
[Cambodia] (Target: “available”) Achievement: 100%
SMS operation record is available.
[Lao PDR] (Target: “available”) Achievement: 100%
SMS operation record is available.
[Vietnam] (Target: “available”) Achievement: 100%
SMS operation record is available.

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Number of safety audits in air navigation services conducted by SSCA, DCA, CAAV
[Cambodia] (Target: “conduct in 2015”) Achievement: 100%
SSCA conducted a safety audit in January 2015.
[Lao PDR] (Target: “at least once a year for international airport and once every 2 years
for domestic airport”) Achievement: 50%
DCA conducted safety audits to all 4 international airports during December 2014 andJanuary 2015 and plans to conduct audit of all domestic airports in 2015/2016.
[Vietnam] (Target: 2-3 audits in 2014 and 2015) Achievement: 50%
CAAV conducted audits to 5 ATS units in December 2014, and plans to conduct audit to
NORATS, SORATS and 6 airports of ACV in 2015-

Number of safety auditors who can conduct audits in air navigation services[Cambodia] (Target: 4 persons) Achievement: 100%
4 safety auditors can conduct audits in air navigation services.
[Lao PDR] (Target: 8 persons) Achievement: 100%
8 safety auditors can conduct audits in air navigation services.
[Vietnam] (Target: 12 persons) Achievement: 100%
47 safety auditors who can conduct audits in air navigation services.

(2) Project Purpose: To enhance the transition to the new CNS/ATM systems in Cambodia, Lao PDR
and Vietnam
The Project Purpose has been almost achieved at the time of the Terminal Evaluation, andxxix

estimated to be fully achieved by the target groups by completing SSP enactment and appointmentof additional flight standard officer by mid 2016 for Cambodia, by implementation of two
additional RNAV 5 routes expected by 2018 for Lao PDR and by publication of PBN flightprocedures at 2 airports in March 2016 for Vietnam.
1) Utilization of PBN flight procedures in Cambodian, Lao and Vietnamese airspace[Cambodia]
PBN flight procedures have been implemented and utilized at Phnom Penh and Siem Reap
International Airports, and 3 RNP 10 routes are in operation. Increased utilization of PBN
operations is estimated within the Project period by implementation of PBN flight proceduresat Sihanouk International Airport in October 2015 and three RNAV 5 routes within 2015.
[Lao PDR]PBN flight procedures have been implemented and utilized at Vientiane and Pakse
International Airports. Increased utilization of PBN operations is estimated within the
Project period by implementation of PBN flight procedures at Luang Phabang International
Airport in December 2015 and three RNAV 5 routes within 2015. DCA plans to implement
additional 1 PBN route in 2016, and to start coordination with neighboring countries in 2016
for possibility of implementation of PBN at B465, B346, etc. by 2018.
[Vietnam]
4 RNP 10 routes are in operation. PBN flight procedures will be implemented and utilized
officially at Phu Bai, Phu Quoc and Cam Ranh Airports by publication in AIP in November
2015. It is planned to implement 1 RNAV 5 route in 2015, and aimed at implementing
additional 5 RNAV 5 routes, i.e. W1 (2 parallel routes), R474, G474 and R468, (G474 andR468 are subject for further coordination with Cambodia). It is also aimed at implementing
PBN flight procedures at Con Son and Lien Khuong Airport by March 2016.
2) Utilization of knowledge of new CNS/ATM systems in implementation and operation[Cambodia]
Answers to “Questionnaires to Trainees” (5-rank self-evaluation) indicate that the training
provided by the Project is “good/sufficient” (average score 4.4) and will be “significantly”
helpful (average score 4.3) for the development of new CNS/ATM Systems in Cambodia.
Opportunity to use the knowledge obtained through the Project is still limited at present(average score 3.1), but it is estimated to increase as development of new CNS/ATM systems
are further progressed.
[Lao PDR]
Answers to “Questionnaires to Trainees” (5-rank self-evaluation) indicate that the training
provided by the Project is “very good/excellent” (average score 4.7) and will be “significantly”
helpful (average score 4.4) for the development of new CNS/ATM Systems in Lao PDR.
Opportunity to use the knowledge obtained through the Project is “often” (average score 4.4).
[Vietnam]Answers to “Questionnaires to Trainees” (5-rank self-evaluation) indicate that the training
provided by the Project is “very good/excellent” (average score 4.5) and will be “significantly”
helpful (average score 4.2) for the development of new CNS/ATM Systems in Lao PDR.

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Opportunity to use the knowledge obtained through the Project is “often” (average score 4.4).
3) Operation of SMS at all ANSPs[Cambodia]
CATS, the sole ANSP in Cambodia, have been operating SMS. It will be approved by SSCA
after adoption of ANS-SMS Guidebook in July 2015.
[Lao PDR]
LATM, the sole ANSP in Lao PDR, has started initial operation of SMS. The SMS will beapproved by DCA after Evaluation of First SMS Implementation in mid 2016.
[Vietnam]
All ANSP in Vietnam, i.e. VATM and ACV, have been operating SMS since 2013.
(3) Implementation Process
1) General
About 72 to 88% of the respondents to the following 7 questions, which are related to theimplementation process, rated “High” or “Very High”, and only 4 to 1% rated lower than
“Fair”.
Q1: How do you rate level of understanding of the Project Purpose among the personnel
involved in the Project?
Q2: How do you rate level of clear understanding of roles of each counterparts/task force
members?
Q3: How do you rate level of active involvement of counterparts/task force members in the
Project?
Q4: How do you rate the support and guidance provided to the Project by JICA Cambodia,
Laos and Vietnam Office and Headquarters?
Q5: How do you rate the support and guidance provided to the Project by SSCA, DCA andCAAV management?
Q6: How do you rate appropriateness in terms of volume, quality and timing of inputs (i.e.
experts, training, equipment, etc.) from Japan side?
Q7: How do you rate appropriateness in terms of volume, quality and timing of inputs (i.e.
personnel, facilities, equipment, etc.) from Cambodia, Lao and Vietnam sides?
2) Amendments of PDM
The Project amended the PDM 3, 3 and 4 times for Cambodia, Lao PDR and Vietnam to suitto assistance needs. The amendments contributed to the achievement of the Project Purpose.
3) Planning, Monitoring and Management
Review and update of the Project Plan have been done periodically with joint efforts of the
JICA Experts and Counterparts so as to address their needs accurately. Updated Project Plans
were discussed and approved by Joint Coordination Committee (JCC). Changes have all beenreflected in the PDM and PO, and recorded in the Minutes of Meeting. “Project Outputs
Evaluation Indicators”, which are based on the objectively verifiable indicators in the PDM,
have been utilized for monitoring the progress and achievements.

xxxi

The Project is well monitored. Respective Counterparts have properly monitored theprogress and achievements of the activities, for which they are responsible. Progress reports
have been prepared by the JICA Experts, reviewed by the Counterparts, and submitted to JICA
on a semi-annual basis. All Short-term Experts have provided a detailed Task Completion
Reports on their activities with very useful information for subsequent Japanese experts andcontinuity of technical transfer.
The semi-annual JCC and annual Regional JCC have been held six and three times
respectively since the Project started in January 2011. In addition to these, Project Meetings
were held 25, 25 and 15 times for Cambodia, Lao PRD and Vietnam respectively until now.
The achievements of the previous period and the Project Plans for the coming period were
presented and approved in JCC. These occasions enabled information exchange among the
project members and provided good opportunities to inform the SSCA, DCA and CAAV top
management on the Project. Regional task force meetings were held in RJCCs to address
regional/common issues, e.g. WGS-84 survey guidelines, enroute PBN, training guidelines, etc.
4) Communication and Coordination
While the Project Office of the JICA Experts is located in Hanoi, which is very remote for
the Counterparts of Cambodia and Lao PDR, there has been good communication between theJapanese Experts and the Counterpart members through e-mails, Project Meetings, the Project
website, etc. Communications between the Japanese Experts and the Vietnamese Counterpart
members have not been better than those with Cambodian and/or Lao Counterparts although the
Project Office of the JICA Experts is located at CAAV Headquarters in Hanoi.
There have been good coordinations between SSCA and stakeholders including CATS andairlines and good cooperation of DCA and LATM. However, time-lag of information between
CAAV and VATM/ACV sometimes made coordination difficult.
There has been good communication among the JICA Headquarters, JICA Vietnam Officeand the Project as well.
5) Technical Transfer
According to answers of questionnaire to the counterparts, more than 90% of the
respondents to the questionnaire rated the effectiveness and usefulness of the technical transfer
provided to the Counterpart personnel “High” or “Very High”, and no one rated lower than
“Fair”.
6) Technical Exchange with Neighboring Countries
The Project was implemented with effective use of technical exchange with neighboring
countries including the Philippines, Indonesia, etc. The technical exchange includes:- Sharing of “WGS-84 Survey Guidance” developed by Vietnam to Cambodia and Lao PDR;
- Sharing of “Instrument Procedure Design Approval Manual” developed by Lao PDR to
Cambodia and Vietnam;- Assistance of VATM specialists to Lao PDR for training of charting and AIP drafting;- Sharing of SSP developed by Vietnam to Cambodia and Lao PDR.
- Presentation of a coordinated plan of RNAV routes implementation with a single chart by

xxxii

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the three countries, and exchange of views among the Mekong countries and internationalorganizations at the Mekong ATM Coordination Group meeting in Siem Reap;
Invitation of participants from the Philippines to a regional workshop on new CNS/ATM
system basic training at Ho Chi Minh;
Dispatch of CNS Advisor of this Project to Indonesia for a workshop on WGS-84 survey
technology;
Invitation of lecturers from the Philippines for training courses on CNS/ATM; andDispatch of 2 counterparts from each of the 3 countries to AEROTHAI headquarters fortraining on flight inspection and RAIM prediction.

7) Public Relations
The Project has been making good public relations by establishing its website, accepting TV
and newspaper interviews, etc. The website started in 2012 has also been used as acommunication tool.
8) Promotion of Ecofriendly Operations
The Project declared “paperless” in December 2013, and reduced consumption of papers bymore than 90% by distributing soft copy of documents and exchanging information on its
website.
3-2 Summary of Evaluation Results(1) RelevanceThe relevance of the Project is judged “Very High” for the following reasons:- The earliest transition to new CNS/ATM systems is required for realization of seamless air
navigation services, which are important for aircraft flying across the borders, andcontribute to efficiency and safety of aircraft operations. Thus, the Project Purpose andOverall Goal are consistent with the needs of civil aviation sector.
- The Project Purpose, i.e. to enhance the transition to the new CNS/ATM systems in
Cambodia, Lao PDR and Vietnam, is consistent with “National Strategic Development
Plan 2014-2018” of Cambodia, “The Seventh Five-Year National Socio-Economic
Development Plan (2011-2015)” of Lao PDR and Resolution No. 88/NQ-CP of theGovernment of Vietnam, which include promotion of inspection and monitoring on airports
and air navigation services, development of SSP and improvement of flight procedures aspolicies for ensuring safety and regularity of transport of Vietnam.
- SSCA, DCA and CAAV are the government authorities for regulating civil aviation, andLATM and VATM and ACV are organizations for air navigation services. Thus, they are
the most appropriate organizations as the implementing agencies and target groups of the
Project.
- The Project is in line with “Aviation Transport Policy and Strategies” of SSCA, DCA and
LATM’s needs of transition to the new CNS/ATM systems and “Master Plan ofDevelopment of CNS/ATM in the Field of Civil Aviation up to 2020 and Vision to 2030
approved by MoT, Vietnam.
- The Japanese “Country Assistance Policy for Cambodia” (April 2012) established “Steadyxxxiii-and Sustainable Economic Growth and Balanced Development” as the basic policy ofassistance, and the Project is listed as one of the projects under the Development Issue 1-1:
Development of Economic Infrastructure. The Japanese “Country Assistance Policy for
Lao People’s Democratic Republic” (April 2012) established “Supporting for achieving
MDGs by 2015 and graduating from LDC index by 2020” as the basic policy of assistance,
and the Project is listed as one of the projects under the Development Issue 1-1:
Development of Transport Network. The Japanese “Country Assistance Policy for theSocialist Republic of Viet Nam” (December 2012) established “Japan supports Viet Nam
to achieve sustainable development by strengthening the international competitiveness,conquer the vulnerability and create a fair society and country” as the basic policy ofassistance, and the Project is listed as one of the projects under the Development Issue 1-3:
Improving of Economic Infrastructure and Traffic Accessibility.
Japan has sufficient experiences in introducing and operating the new CNS/ATM systems,
and has been providing various technical assistances in this field in Lao PDR, thePhilippines, Indonesia and Myanmar. Therefore, Japan has technical advantages
necessary for the Project.

(2) EffectivenessThe effectiveness of the Project is judged “Very High” for Cambodia and “High” for Lao PDR
and Vietnam for the following reasons:- The Project was designed appropriately through amendments of the PDM in the past, and 3
Outputs in the current PDM are necessary and sufficient for achievement of the Project
Purpose.
- The Project Purpose has been almost achieved at the time of the Terminal Evaluation. It
is estimated that the Target Groups will continue the remaining activities beyond the
Project period and complete them by mid 2016 for Cambodia and by 2018 for Lao PDR.
For Vietnam, the Counterparts aim at completing the remaining activities by March 2016,
but this target is considered challenging.
- Answers to questionnaires to the Counter Parts (5-rank self-evaluation) shows that
usefulness of the technical transfer provided by both Long- and Short-term JICA Experts isvery high (average score 4.1, 4.7 and 4.3 for Cambodia, Lao PDR and Vietnam
respectively).
(3) Efficiency
The efficiency of the Project is judged “High” for the following reasons:- The Project was designed appropriately through amendments of the PDM in the past, andall the activities in the current PDM are essential for achievement of the Outputs.
- The project implementation has been properly managed by both the Cambodia, Lao PDR,
Vietnam and Japanese sides, and the Inputs made by the Cambodia, Lao PDR, Vietnam andJapanese sides were used properly for the Project.
- The Project assigned four JICA Long-term Experts stationed in Vietnam, and those experts
conducted technical assistance for Cambodia, Lao PDR and Vietnam with efficient use of
Short-term Experts. Overall inputs from Japan are utilized efficiently for the three

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-

-

-

-

countries.
The maximum person-months of the Japanese Long-Term Experts for the 3 countries has
been increase from 180 to 224 in order to support activities under Output 1, especiallytraining of PBN flight procedure designers. Additional inputs from Japanese side beyond
the original plan were also necessary to transfer the knowledge of WGS-84 survey method.
All of these additional inputs are essential to achieve the planned outputs.
About 186 person-months of Long-term Experts have been utilized by the end of June
2015, and about 24 person-months will be utilized by the end of the Project period, i.e. 18
January 2016. Thus, the total person-months will be about 210, i.e. within the maximumof 224.
Start of activities for enroute PBN of the Output 1 has been delayed because the taskforce
placed higher priority on the airport PBN.
For Cambodia and Lao PDR, Output 3 (especially SSP) has been delayed due to the limited
availability of resources of Short-term Experts.
For Vietnam, prolonged decisions of CAAV and budget constraints caused delays inprocurement of flight validation equipment and RAIM prediction system. However, theProject responded to the situation by outsourcing services as temporary measures.
Answers to questionnaires to the C/P (5-rank self-evaluation) shows that volume, quality
and timing of inputs from Japan side are very good (average score 4.0, 4.4 and 4.5 for
Cambodia, Lao PDR and Vietnam respectively) and from Cambodia, Lao and Vietnam
sides are good (average score 3.4, 3.9 and 3.6 for Cambodia, Lao PDR and Vietnam
respectively).

(4) Impact
The impact of the Project is predicted as “High”. The Project has already given positive
impacts on the capabilities of SSCA, DCA and CAAV in the areas of the new CNS/ATM systems
and the safety oversight of air navigation service provider.
By the introduction of PBN flight procedures at Phnom Pen, Siem Reap and Sihanouk Airports
in Cambodia, Vientiane, Pakse and Luang Phabang Airports in Lao PDR and Phu Bai, Phu Quoc,
Cam Ranh, Con Son and Lien Khuong Airports in Vietnam, approximately $US 3.5 million of fuelcost savings for airlines and 19,200 tons of reduction in CO2 emission will be brought about every
year in each of the three countries. These impacts in economy and environment of flights are
expected to increase significantly by PBN at Tan Son Nhat, Noi Bai and Danang Airports ($US 7.5
million of fuel cost savings for airlines and 41,600 tons of reduction in CO2 emission every year)
and introduction of straight international RNAV routes passing through the three countries infuture.
Other impacts of the Project are predicted as follows:- Cooperative relationship among the civil aviation authorities of Cambodia, Lao PDR and
Vietnam has been strengthened through the Project, and will make the regional
coordination in civil aviation smoother.
- It is expected that safety culture will be fostered in the civil aviation sector throughimplementation of SSP and SMS.
- Through the activities of WGS-84, officers of Ministry of Land Management, Urban

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Planning and Construction (MLUC) of Cambodia, National Geographic Department(NGD) of Lao PDR and Ministry of Natural Resources and Environment (MNRE) of
Vietnam improved their knowledge and capability on WGS-84 survey including data
management. It is expected that MLUC, NGD and MNRE utilize these knowledge andcapability in the national geographic survey.
There are no negative effect observed to date, and no negative impact is foreseen.
(5) Sustainability
The sustainability of the Project is estimated as “High” for Cambodia and Lao PDR and“Moderate” for Vietnam. The effect of the Project is expected to continue by the Governments of
Cambodia, Lao PDR and Vietnam even after the Japanese technical cooperation terminates for thefollowing reasons:
1) Policy Aspect
The Project is consistent with the policies in “National Strategic Development Plan
2014-2018” of Cambodia. As ICAO membership, the Cambodian government policy onstrengthening of aviation safety will be continued to catch up on growth of tourism and otherbusinesses.
DCA of Lao PDR intends to continue the improvement on the air navigation services in thenext Five-Year National Socio-Economic Development Plan. Based on the ICAO USOAP and
ICVM recommendations, DCA and the Ministry of Public Works and Transport are committed
to maintain and to secure sufficient staff in order to meet an acceptable level of safety under
SMS.
It is well expected to continue transitioning to the new CNS/ATM systems in Vietnam evenafter the Project period based on Resolution No. 88/NQ-CP of the Government of Vietnam,“Master Plan of Development of Civil Aviation up to 2020 and Vision to 2030” and “Master
Plan of Development of CNS/ATM in the Field of Civil Aviation up to 2020 and Vision to2030”.
2) Organization and Financial Aspect
SSCA, DCA and CAAV are government organization to regulate the civil aviation, LATM
is a government organization to provide air navigation services, and VATM and ACV aregovernment owned corporation. Therefore, their organizations and financial bases are sound.
As long as the Governments maintain their policies on the aviation safety, it is expected thatnecessary budget will be allocated to the Target Groups. However, continuous efforts of
CAAV and the Ministry of Transport will be required to secure necessary budget since there
were significant delays of activities in the Project due to the budget constraints.
3) Technical Aspect
Many of the activities assisted by the JICA Experts are already continuing as routine work,
not ad-hoc only during the Project period. The Target Groups developed capacity to provide
trainings on the technologies learned through the Project, and has already been conducting suchxxxvi

in-house trainings so as to secure sufficient number of staff to sustain the Outputs of the Project.
4) Ownership
For Vietnam, there is a concern that lack of ownership by the Vietnamese Counterpart
would adversely affect the achievement of Overall Goal when they face difficulties.
3-3 Factors enabling the realization of positive effects(1) Factors concerning planning
JICA’s “Master Plan Study on the Development of the New CNS/ATM Systems in Cambodia,
Lao PDR and Vietnam” (2009-2010) served as preparatory phase and contributed to identify
adequate approach to enhance transition to the new CNS/ATM systems in Cambodia, Lao PDR
and Vietnam.
(2) Factors concerning implementation process
Despite various inhibiting factors, good progress of Output 1 has been made under strong
leadership of the Taskforce Leader (Cambodia). JICA Expert noted that the members of
Taskforce-1 were highly motivated, kept good communications among the members and worked
as a team (Cambodia and Lao PDR).
Procurement of flight validation services for PBN flight procedures was initially delayed;
however, the Counterparts of Cambodia and Lao PDR took adequate actions to conduct flightvalidations after the Project organized a trip to Thailand for a meeting with AEROTHAI.
With commitment to complete the tasks, TF-2 Teams of Cambodia and Lao PDR developed
their own training materials proactively, and have been updating the training materials
autonomically.
With commitment to complete the tasks, VATM and ACV implemented trainings for a large
number of air traffic controllers and CNS engineers spread over the country although there wereother training needs including those for inauguration of new Hanoi ACC.
3-4 Factors obstructing the realization of positive effects(1) Factors concerning planning
The WGS-84 data was initially considered to be available at all airports of Vietnam.
However, the accuracy and integrity of the WGS-84 coordinates turned out to be not sufficient tocarry out the Project activities. It was also found after the start of the Project that there was nonational control point for WGS-84 survey in the 3 countries. It required additional inputs fromJapanese side for basic trainings on WGS-84 data survey and establishing permanent geodetic
control in the airports, and delayed starts of other activities under the Output 1.
(2) Factors concerning implementation process
Shortage of financial resources in ACV, CAAV and VATM caused delay in WGS-84 surveys,
procurement of flight validation equipment and RAIM prediction system respectively.
Due to the priority work on the airport PBN and needs of coordination with neighboring
countries for enroute PBN, it was not possible to start full-fledged activities on the enroute PBN
until April 2015.

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Delays in implementation of WGS-84 surveys, flight validations, etc. were caused by lengthy
formalities for approvals/decision making process of CAAV combined with retroactive
management of the Project by the Vietnamese Counterparts.
Due to limited availability of resources of Short-term Experts, the activities under the Output 3
had to be postponed. In addition, large part of inputs of JICA Long-term Experts wasconcentrated in activities under the Output 1 during the first half of the Project period. Thissituation inhibited effective implementation of activities under the Output 3 until June 2014.
There were some occasions such as absence of trainees from training courses, missing
deadlines of administrative arrangements, sudden change of trainees/meeting participants, etc.,
which hindered smooth operation of the Project.
3-5

Conclusion
The Project Purpose has been almost achieved at the time of the evaluation. It is expected that
all outputs will be achieved by conducting planned activities within the Project period and continuingremaining activities by the target groups without additional input from Japan, by 2016 for Cambodia
and Vietnam and by 2018 for Lao PDR.
In terms of the Five Evaluation Criteria, the relevance is very high for the 3 countries,
effectiveness is very high for Cambodia and high for Lao PDR and Vietnam, and efficiency is highfor the 3 countries. Some positive impacts have been observed in terms of costs savings for airlines
and reduction in flight distance and time. The sustainability of the Project is evaluated as high for
Cambodia and Lao PDR in policy, financial and technical aspects. For Vietnam, the sustainability
is evaluated as moderate considering budget arrangement and ownership.
Therefore, it is expected that the Project will be finished in January 2016 as planned.

3-6 Recommendations(1) Recommendations to the Project1) Clarification of Indicators in the PDM
It is recommended to clarify the verifiable indicators of the PDM as follows:
・ Indicators for Overall Goal (to be reviewed in an ex-post evaluation in 2019) should
be defined more precisely.
・ The “targets” currently set in the “Project Outputs Evaluation Indicators” separatelyfrom the PDM should be integrated to the PDM for easy reference in the ex-post
evaluation.
2) Completion of the Remaining Activities
CAAV should complete the following major remaining activities.
・ PBN flight procedures at Con Son and Lien Khuong Airports- WGS-84 Survey:
September 2015
- Procedure Design:
November 2015
- Ground Validation: December 2015
- Flight Validation:
January 2016
- Publication:
March 2016
・ RNAV 5 at B329, W1 (2 parallel routes), R474, G474 and R468 (G474 and R468 arexxxviii

・subject for further coordination with Cambodia.)
Safety Audits of NORATS, SORATS and 6 airports of ACV in 2015 (Quality of safety
audits should be improved in accordance with OJT in December 2014.)(2) Recommendations Commonly to the 3 Partner Countries
1) Maintenance of Capacity of Flight Procedure Designers
The Counterparts have developed capacity to conduct all processes required for applicationof PBN flight procedures including SID, STAR, RNP APCH, Baro-VNAV, RNP AR APCH
and RNAV 5 Routes through the Project. The SSCA, DCA/LATM and CAAV/VATM/ACVshould;・ continue to maintain, refresh and update skills of the existing designers throughinternal training by senior designers in accordance with ICAO Quality Assurance
Manual for Flight Procedure Designer, and・ evaluate competency of the flight procedure designers periodically in accordance with
PANS-OPS Volume II.
2) Capacity Development of New Flight Procedure Designers
The SSCA, DCA/LATM and CAAV/VATM should plan for fostering new flight procedure
designers to maintain its flight procedure design capacity in consideration of retirement ofexperienced designers and introduction of instrument flight procedures to other airports.
3) Maintenance of Published Flight Procedures
Designed flight procedures require periodic review within five years and continuous
maintenance in response to new obstacle, runway extension, change in radio navaid, etc. It is
recommended that SSCA, DCA/LATM and CAAV/VATM continue to assure that terrain data,
map data, obstacle data and facility data are current, and conduct periodic review andcontinuous maintenance as its routine task.
4) Continuous Updated of New CNS/ATM Training
SSCA, DCA/LATM and CAAV/VATM/ACV should continuously acquire latest
information on the new CNS/ATM systems and update and/or add subject materials to improvetraining contents.
5) Capacity Development of New Instructors for New CNS/ATM Training
SSCA, DCA/LATM and CAAV/VATM/ACV should plan for fostering new instructors for
new CNS/ATM systems to maintain its in-house training capacity.
6) Increased Application of New CNS/ATM Technology
The Project successfully built the foundation for application of new CNS/ATM systems inparticular introduction of PBN flight procedures in the area of navigation. While air traffic
volume is expected to increase continuously, introduction of new technology will be required
to fully utilize benefits of new CNS/ATM systems. It would include introduction of
Baro-VNAV approach, RNP AR approach and parallel RNAV routes, Ground Basedxxxix

Augmentation System (GBAS), etc. It is recommended for SSCA, DCA/LATM and CAAV/VATM/ACV to plan application of new CNS/ATM technology to accommodate everincreasing air traffic volume with enhanced air safety.
7) Securing Budget for Maintenance of Developed Capacity
The Target Groups should secure and allocate sufficient budget to ensure recommendation
mentioned above.
(3) Recommendations to Cambodia
1) Expeditious Implementation of SMS/SSP for Air Navigation Services
Implementation of SSP was not realized by the time of this terminal evaluation, partly
because of prolonged review of draft SSP by the top management of SSCA. It is
recommended that SSCA should shorten reviewing period so that the SSP will be implemented
in early 2016 without further delay.
2) Expansion of Safety Audit to Other ATS Units
In the meantime before SSP, which requires safety audit as a part of the program, isformally established, SSCA should conduct safety audits at other ATS units by utilizing
experience of OJT in January 2015 for Phnom Penh control tower.
(4) Recommendations to Lao PDR
Implementation of SMS/SSP is in progress by the time of this terminal evaluation, following
ICAO’s phased implementation process. It is recommended that DCA/LATM should implement
the planned process without any delay toward the full implementation of SMS/SSP in 2016.
(5) Recommendations to Vietnam
CAAV should enhance SMS/SSP application in air navigation services. CAAV should:• set the national safety targets/indicators, review the Acceptable Level of Safety (ALoS)
indicators of ANSPs, and monitor achievements of ALoS indicators;• check and analyze ANSP’s safety reports at regular intervals, instruct appropriate remedialactions, and monitor implementation of remedial actions by the ANSPs; and• understand that the safety audit is a part of SSP framework, and carry out the safety audits tomake sure the national regulations are appropriately reflected on the ANSP’s operations.
(6) Recommendations to JICA
Recommendations toward the end of the Project period are:- to provide appropriate advice to the Long-term Experts in administration of closing the
Project;- to monitor progress of activities related to the following outputs that are still to be achieved
periodically through its offices in Cambodia, Laos and Vietnam for assuring full achievements;
and・ Cambodia: Airport PBN (Outputs 1-1, 1-3, 1-5a, 1-5b), RNAV Routes (Output 1-5c), FlightStandard Officer (Output 1-8), Advanced Knowledge on New CNS/ATM System (Output

xl2-3), SSP and SMS Regulations (Output 3-1) and Certification of ANSP’s SMS (Output 3-2)
・ Lao PDR: Airport PBN (Outputs 1-2, 1-3, 1-5a, 1-5b), RNAV Routes (Output 1-5c),
Advanced Knowledge on New CNS/ATM System (Output 2-3), Certification of ANSP’s
SMS (Output 3-2) and Conduct of Safety Audit (Output 3-4)・ Vietnam: Airport PBN (Outputs 1-1, 1-2, 1-3, 1-5a, 1-5b), RNAV Routes (Output 1-5c) andConduct of Safety Audit (Output 3-4)
- to keep useful data/information/materials produced by the Project for reference by the similar
projects.
3-7 Lesson Learned(1) Identification of common issues as main issues for regional cooperation
For a regional cooperation targeting various countries with different starting points like thisProject, it is important in the planning stage of the project to identify common issues as main
components of the project for effective implementation. The new CNS/ATM master plan study
for the three countries provided a good basis for the formulation of this project.
(2) Importance of evaluation of initial conditions
Evaluation of initial conditions during the detailed planning survey is very important to plan atechnical cooperation project. Absence of national control point for WGS-84 survey in Lao PDR
affected the progress of Output1 in this project.
(3) Limited Resource of JCAB and Effective Use of Consulting Firm
In planning technical cooperation projects in the aviation sector that require inputs from JCAB,
it is necessary to take into account of limited resource of JCAB. Use of consulting firm to someareas of expertise as practiced for assignment of FPO Advisor in this project is effective, but
needing due consideration on costs.
(4) Exchange of Knowledge and Experience with Other Countries
In implementing a technical cooperation project that is similar to past or ongoing projects inother countries, exchange of knowledge and experience through training in those countries andinvitation of experts from those countries is effective and often efficient as practiced among thethree countries, the Philippines and Indonesia in this project.
(5) Assignment of Experienced Expert at the Beginning of the Project
For Japanese experts to manage a project for the first time, advice from an experienced expert
at an early stage is very beneficial. Providing a short-term assistance by an experienced expert at
the beginning of the project is an effective measure for smooth implementation of the project. In
the case of replacement of experts in the middle of a project, it is necessary to have enough period
for transfer of the project tasks from predecessor to successor.

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