The project will construct a 57.1 kilometer (km) expressway between Ben Luc and Long Thanh in the south of Ho Chi Minh City (HCMC), which is a short link of the GMS Southern Economic Corridor (SEC). The executing agency is the Vietnam Expressway Corporation (VEC), which was established under the Ministry of Transport (MOT) to develop the national expressway network in Viet Nam. The project expressway consists of a southern link to the planned HCMC Third Ring Road and an access link to the planned Bien Hoa Vung Tau expressway (see map). The starting point of the project expressway is an interchange with the existing HCMC-Trung Luong expressway, and the ending point is an interchange with the planned Bien Hoa Vung Tau expressway. The project expressway will be constructed with four lanes and the government will expand the width to eight lanes when traffic demand reaches capacity.
|Project Name||Greater Mekong Subregion Ben Luc-Long Thanh Expressway Project|
|Project Type / Modality of Assistance||Loan
|Source of Funding / Amount||
|Strategic Agendas||Environmentally sustainable growth
Inclusive economic growth
|Drivers of Change|
|Sector / Subsector||
Transport - Transport policies and institutional development
|Gender Equity and Mainstreaming||Some gender elements|
|Description||The project will construct a 57.1 kilometer (km) expressway between Ben Luc and Long Thanh in the south of Ho Chi Minh City (HCMC), which is a short link of the GMS Southern Economic Corridor (SEC). The executing agency is the Vietnam Expressway Corporation (VEC), which was established under the Ministry of Transport (MOT) to develop the national expressway network in Viet Nam. The project expressway consists of a southern link to the planned HCMC Third Ring Road and an access link to the planned Bien Hoa Vung Tau expressway (see map). The starting point of the project expressway is an interchange with the existing HCMC-Trung Luong expressway, and the ending point is an interchange with the planned Bien Hoa Vung Tau expressway. The project expressway will be constructed with four lanes and the government will expand the width to eight lanes when traffic demand reaches capacity. The following six interchanges (ICs) are planned under the project: (i) IC1 with HCMC Trung Luong expressway; (ii) IC2 with National Highway 1A; (iii) IC3 with National Highway 50; (iv) IC4 with Nguyen Van Tao; (v) IC6 with Phuoc An; and (vi) IC7 with National Highway 51. IC5 with HCMC Third Ring Road and IC8 with Bien Hoa Vung Tau expressway will be constructed after the completion of the Third Ring Road and the Bien Hoa Vung Tau expressway. The project expressway is divided into a western section (19.8 km), a middle section (11.0 km), and an eastern section (26.3 km). For the expressway construction, ADB will finance the western and eastern sections, and a potential cofinancier (Japan) is expected to finance the middle section. The project expressway will be tolled and operated by VEC. VEC established a subsidiary company to operate and maintain the expressways through a public -private partnership concession arrangement.|
|Project Rationale and Linkage to Country/Regional Strategy||
In the south of HCMC, east west traffic is restricted due to the lack of river crossing facilities, forcing vehicles into the center of HCMC. A substantial shift has occurred from motorcycles to passenger cars in the project area, further exacerbating traffic congestion. Construction of HCMC ring roads to establish connectivity with neighboring cities through expressway links is a high priority of the government. In this regard, the project will facilitate east west traffic south of HCMC, thereby diverting through-traffic and reducing traffic congestion in the center of HCMC. Through construction of the project expressway, the connectivity of cities and towns around HCMC will also be improved, and transport costs and travel times for the movement of passengers and goods in and around HCMC will be reduced. Moreover, the project expressway is identified as a part of the national north south expressway that links into the Mekong Delta, which is the rice basket of Asia. It will be used as a freight route to transport food produced in the Mekong Delta to the rest of the country and overseas via land and maritime transport.
Furthermore, the project will strengthen subregional connectivity and international trade with the neighboring country of Cambodia. Under the Cross-Border Transport Agreement between Viet Nam and Cambodia, Viet Nam agreed to accept entry of 150 Cambodian commercial vehicles into Viet Nam, and vice-versa. For commercial vehicles in Cambodia, improved access to ports in HCMC will reduce freight cost and travel time, especially for cargoes to and from the People's Republic of China, Japan, and the United States. The transport of goods between Cambodia and HCMC through the GMS SEC is constrained by the absence of a Mekong River bridge at Neak Laong in Cambodia, as well as the heavy traffic congestion around HCMC. The Japan International Cooperation Agency (JICA) is implementing the Mekong River bridge project at Neak Laong, and the project expressway will provide an express route to and from the ports in HCMC. Therefore, the project expressway, coupled with the JICA-financed bridge project, is expected to improve transport efficiency in the GMS SEC and expand international trade between the two countries.
ADB's country strategy and program (CSP) 2007- 2010 for Viet Nam aims to help the Government of Viet Nam reduce poverty, in accordance with the government's socioeconomic development plan, through (i) pro-poor business-led economic growth, (ii) social equity and balanced development, and (iii) environmental protection and management. The CSP promotes good governance and places a high priority on contributing to regional cooperation. In light of the expected strong expansion of the Vietnamese economy, the CSP recognizes the need for accelerated improvements in infrastructure, particularly transportation and energy, and in human resource development.
|Impact||Increased competitiveness of the regional economy along the SEC in southern Viet Nam and the GMS countries|
|Description of Outcome||A more efficient and safer movement of goods and people in the greater HCMC area|
|Progress Toward Outcome|
|Description of Project Outputs||
1. Road density of HCMC increased
2. Connection between east and west regions of HCMC enhanced
3. Project management capacity of VEC improved
4. Financing management capacity of VEC improve
|Status of Implementation Progress (Outputs, Activities, and Issues)||
Tranche 1 (western section) is generally progressing well. Given the recently approved counterpart funding allocation, Tranche 1 should progress smoothly until completion. Completion of civil works is expected in 2019.
Tranche 2 (eastern section) is underway. All 3 civil works contract are targeted to start this year 2018 and completed by 2020.
|Geographical Location||Southern Viet Nam|
|Summary of Environmental and Social Aspects|
|Environmental Aspects||The EIA describes the environmental baseline conditions in the project area and provides a comprehensive assessment of potential physical, biological, and socioeconomic impacts resulting from the construction and operation of the project. Major impacts identified during the construction phase include emission of elevated levels of dust and noise due to site works, operation of equipment and vehicles, and transport of construction materials and spoils. Acid sulfate soils (ASSs) constitute almost 37% of the project area (about 30% are potential ASSs and 7% actual ASSs), and disturbance of ASSs could have a detrimental effect on aquatic resources due to acidification of rivers, streams and aquaculture ponds in the vicinity of the project site. Pollution of water resources and the surrounding environment may also occur due to earthworks and generation of construction and domestic wastes. During operation, it is anticipated that noise levels at residential areas along the expressway are likely to exceed ambient standards and that exhaust emissions will contribute to air pollution in the project area. The mangrove forests in Can Gio district of HCMC have been declared as a biosphere reserve by UNESCO. The expressway alignment will run through 6 km of the transition zone of the biosphere reserve where no mangrove forests exist. The project is not anticipated to adversely affect the biosphere reserve.|
|Involuntary Resettlement||Under MFF-Tranche 1 (ADB Loan 2730), ADB has concurred with the updated resettlement plans for Ben Luc and Can Giuoc Districts in Loan An Province; Binh Chanh (Tan Quy Tay Commune only), Nha Be, and Can Gio Districts in Ho Chi Minh City (HCMC); and Nhon Trach and Long Thanh Districts in Dong Nai Province.|
|Indigenous Peoples||The Tay and Chinese households that will be affected by the project are well integrated into the wider socioeconomic and cultural community.|
|Stakeholder Communication, Participation, and Consultation|
|During Project Design||Consultations were carried out during the preparation of resettlement plan and conduct of social impact assessment. Focus group discussions and separate meetings with women and other vulnerable groups were undertaken during technical assistance implementation.|
|During Project Implementation|
|Consulting Services||All consulting services to be financed out of the proceeds of the ADB loan will be subject to and governed by ADB's Guidelines on the Use of Consultants (2013, as amended from time to time).|
|Procurement||All works to be financed out of the proceeds of the ADB loan will be subject to and governed by ADB's Procurement Guidelines (2013, as amended from time to time).|
|Responsible ADB Officer||Lisack, Valerie|
|Responsible ADB Department||Southeast Asia Department|
|Responsible ADB Division||Transport and Communications Division, SERD|
Vietnam Expressway Corporation
Hamlet 2, Linh Nam Ward
Hoang Mai District, Hanoi
|Concept Clearance||02 Mar 2010|
|Fact Finding||07 Jun 2010 to 22 Jun 2010|
|MRM||16 Aug 2010|
|Approval||14 Dec 2010|
|Last Review Mission||-|
|PDS Creation Date||06 Apr 2010|
|Last PDS Update||31 Mar 2017|
MFF Facility Concept 0053-VIE
|Financing Plan||Loan Utilization|
|Total (Amount in US$ million)||Date||ADB||Others||Net Percentage|
|Project Cost||973.00||Cumulative Contract Awards|
Project Data Sheets (PDS) contain summary information on the project or program. Because the PDS is a work in progress, some information may not be included in its initial version but will be added as it becomes available. Information about proposed projects is tentative and indicative.
The Public Communications Policy (PCP) recognizes that transparency and accountability are essential to development effectiveness. It establishes the disclosure requirements for documents and information ADB produces or requires to be produced.
The Accountability Mechanism provides a forum where people adversely affected by ADB-assisted projects can voice and seek solutions to their problems and report alleged noncompliance of ADB's operational policies and procedures.
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|Title||Document Type||Document Date|
|Greater Mekong Subregion Ben Luc-Long Thanh Expressway Project||Reports and Recommendations of the President||Nov 2010|
|Greater Mekong Subregion Ben Luc-Long Thanh Expressway Project||Summary Poverty Reduction and Social Strategies||Nov 2010|
|GMS Ben Luc - Long Thanh Expressway Project||Framework Financing Agreement||Nov 2010|
|Greater Mekong Subregion Ben Luc-Long Thanh Expressway Project||Facility Administration Manual||Oct 2010|
|GMS Ben Luc - Long Thanh Expressway Project||Design and Monitoring Frameworks||Aug 2010|
Safeguard Documents See also: Safeguards
Safeguard documents provided at the time of project/facility approval may also be found in the list of linked documents provided with the Report and Recommendation of the President.
|Title||Document Type||Document Date|
|GMS Ben Luc - Long Thanh Expressway Project: Environmental Impact Assessment (as of board approval)||Environmental Impact Assessments||Sep 2010|
Evaluation Documents See also: Independent Evaluation
None currently available.
None currently available.
The Public Communications Policy (PCP) establishes the disclosure requirements for documents and information ADB produces or requires to be produced in its operations to facilitate stakeholder participation in ADB's decision-making. For more information, refer to the Safeguard Policy Statement, Operations Manual F1, and Operations Manual L3.
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