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

Mekong Delta Transport Infrastructure Development Project (MDTIDP) of the Vietnamese Government was financed by the World Bank. The project consists of four components as follows:+Component A: Investment for national roads.+Component B: Investment for national waterway corridors . +Component C: Investment for local waterway corridors and provincial roads.+Component D: To provide technical support to the Ministry of Transport and Mekong Delta provinces .In component B: Investment for national waterway corridors in Mekong Delta areas including: inland waterway corridor 2 (corridor 2 ) and inland waterway corridor 3 (corridor 3), among them: +Phase 1 of component B: the inland waterway corridor 2 (corridor 2) is being rehabilitateddredged from chainage km 80+00 to chainage km 253+00 corresponding to the contract packages NW1; NW2; NW3 and NW4. Phase 2 of component B: To carry out rehabilitationdredging of the rest of corridor 2 and last section of corridor 3 from chainage km 207+00 to chainage km 310+00 corresponding to packages NW11A; NW12A, etc

CONTENT

CHAPTER 1: INTRODUCTION 2

1.1 PROJECT BACKGROUND 2

1.2 LEGAL FOUNDATION FOR DESIGN WORKS (LEGAL DOCUMENTS) 3

1.3 SUMMARY OF APPROVED FS – PHASE 2 (COMPONENT B) FOR THE INVESTMENT OF WATERWAYS 4

1.4 SCOPE OF DESIGN WORKS 7

1.5 WORKS LEVEL 8

1.6 THE MANAGEMENT AND PROJECT IMPLEMENTATION UNIT FOR PHASE 2 – COMPONENT B 8

CHAPTER 2 DESIGN BACKGROUND 9

2.1 DOCUMENTS AND DATA SOURCES USED FOR DESIGN 9

2.2 STANDARDS AND REFERENCE DOCUMENTS 9

2.3 ADJUSTMENT OF DESIGN 10

CHAPTER 3: NATURAL CONDITIONS, PRESENT STATUS AND CONSTRUCTION PLANNING WITHIN THE PROJECT AREA 11

3.1 ADMINISTRATIVE GEOGRAPHICAL NAMES ALONG THE WATERWAYS CORRIDORS 11

3.2 HYDROMETEOROLOGY 11

3.3 TOPOGRAPHY OF WATERWAYS CORRIDOR 19

3.4 THE CONSTRUCTIONS ON THE BANKS AND RIVER – CROSSING 23

3.5 THE CONSTRUCTION PLANNING PROJECTS CONCERNED 23

3.6 GEOLOGICAL AND SOIL CONDITIONS 26

3.7 ENVIRONMENTAL CONDITIONS 28

CHAPTER 4 DESIGN OF CHANNEL 32

4.1 BRIEF DESCRIPTION OF CHANNEL AND CALCULATED SHIPS 32

4.2 PROPOSAL OF CALCULATED SHIPS AND STANDARD PRINCIPLE OF CHANNEL 33

4.3 OPTIONS FOR CHANNEL PLAN 41

4.4 DESIGN OF DREDGING AND EXCAVATING WORKS FOR CHANNEL 48

4.5 PROPOSAL FOR SELECTION OF CONSTRUCTION OPTION FOR CHANNEL 55

4.6 PROPOSAL FOR SEPARATION OF BIDDING PACKAGES 56

CHAPTER 5 CONSTRUCTION PROCEDURE AND METHOD 58

5.1 CONSTRUCTION PROCEDURE 58

5.2 CONSTRUCTION METHOD 59

5.3 CONSTRUCTION SAFETY 64

5.4 NATURAL ENVIRONMENT PROTECTION 67

CHAPTER 6 CONSTRUCTION QUANTITY AND PROGRESS 70

6.1 SITE CLEARANCE QUANTITY OF PACKAGES 70

6.2 CONSTRUCTION QUANTITY OF SOIL DUMPING AREA 71

6.3 DREDGING AND EXCAVATING QUANTITY FOR CHANNEL 71

6.4 TABLE OF AREA SUBJECT TO INVESTIGATION FOR CONSTRUCTION PURPOSES 71

6.5 PROPOSAL OF PLANNING FOR EXECUTION OF DREDGING AND EXCAVATING AND EXPECTED CONSTRUCTION PROGRESS 71

CHAPTER 7 CONCLUSION AND PROPOSAL 74

7.1 CONCLUSION 74

7.2 PROPOSAL 76

APPENDIX NO 1 77

APPENDIX NO 2 78

APPENDIX NO 3 79

APPENDIX NO 4 80

APPENDIX NO 5 81

CHAPTER 1: INTRODUCTION

1.1 PROJECT BACKGROUND

Mekong Delta Transport Infrastructure Development Project (MDTIDP) of the Vietnamese Government was financed by the World Bank The project consists of four components as follows: + Component A: Investment for national roads

+ Component B: Investment for national waterway corridors

+ Component C: Investment for local waterway corridors and provincial roads

+ Component D: To provide technical support to the Ministry of Transport and Mekong Delta provinces

 In component B: Investment for national waterway corridors in Mekong Delta areas including: inland waterway corridor 2 (corridor 2 ) and inland waterway corridor 3 (corridor 3), among them:

+ Phase 1 of component B: the inland waterway corridor 2 (corridor 2) is being rehabilitated/dredged from chainage km 80+00 to chainage km 253+00 corresponding to the contract packages NW1; NW2; NW3 and NW4

+ Phase 2 of component B: To carry out rehabilitation/dredging of the rest of corridor 2 and last section of corridor 3 from chainage km 207+00 to chainage km 310+00 corresponding to packages NW11A; NW12A, etc

1.1.1 The national inland waterway corridor 2 (corridor 2):

 Start point: from Ho Chi Minh City (HCMC) at Km 00+000

 End point: at km 253+000 – Vam Ray (confluence of Rach Gia Ha Tien canal and Tam Ngan canal)

 The length of corridor is 253 km Construction locations are located in Chi Minh City and related provinces: Long An, Tien Giang, Đong Thap, An Giang and Kien Giang

Picture 1.1 Map of corridor 2

 The corridor 2 runs through main canals such as: Kenh Te, Kenh Đoi, Cho Đem Ben Luc river, Vam

Co Đong river, Thu Thua canal, Vam Co Tay river, Rach Chanh canal, Nguyen Van Tiep canal (canal Thap muoi # 2), Tien river, Vam Nao river, Hau river, Tri Ton canal Hau Giang, Tam Ngan canal connecting Rach Gia Ha Tien canal The total length of corridor 2 is 253 km Corridor 2 comprises of the following sections:

+ Section connecting Saigon river with Vam Co dong river KM 0+000 to KM 32+000 with the length

of 32 km through Te canal, Doi Canal, Cho Dem Ben Luc river

+ Section connecting Vam Co dong river with Vam Co Tay river from KM 32+000 to KM 51+120 with the length of 19.12 km through Vam Co dong river, Thu Thua canal, Vam Co Tay river

+ Ending section connecting Vam Co dong river with Tien River from KM 51+120 to KM 143+800 with the length of 92.68 km through Chanh creek, Nguyen Van Tiep canal to Tien River

+ Section connecting Tien River and Hau River from KM 143+800 to KM 190+000 with the length

of 46.20 km through Cu Lao Tay –Vam Nao River – Hau River

+ Section connecting Hau River to Rach Gia Ha Tien canal from KM 190+000 to KM 252+700 with the length of 62.70 km through Tri Tin Hau Giang canal, Tam Ngan canal

1.1.2 The national inland waterways corridor 3 (corridor 3)

The waterways corridor 3 is 450 km long, beginning from Hochiminh city through areas such as My Tho - Tra Vinh - Ca Mau – Soi creek and ending at Thailand Gulf The corridor 3 runs parallel with the coastal line down to the South through Ca Mau and next up to the north of Rach Gia

Phase 2: Execution of section connecting from Hau River to Ca Mau through Đai Ngai creek , Phu Huu Bai Xau canal, Du Tho river, Co Co river, Vam Leo Bac Lieu river, Bac Lieu Ca Mau canal to Ca Mau connecting Ganh Hao river Among them, section of Lieu Ca Mau canal from Lang Tram Bridge

to Ganh Hao river is about 7 km long which has already been dredged under Vietnam Inland Waterway Rehabilitation Project and Can Tho Port The total designed length of corridor 3 (phase 2)

is 103 km

Picture 1.2 Map of corridor 3 – phase 2

1.2 LEGAL FOUNDATION FOR DESIGN WORKS (LEGAL DOCUMENTS)

 In accordance with Construction Laws No 16/2003/QH11 dated on 26/11/2003 promulgated by the National Assembly;

 In accordance with the Decree No.12/2009/NĐ-CP dated on 10/02/2009 issued by the Vietnamese Government stipulating works construction investment management;

 In accordance with the Decree No.209/2004/NĐ-CP dated on 16/12/2004 issued by the Vietnamese Government regarding the management of quality of construction works;

 In accordance with the Decision No 741/QĐ-BGTVT dated on 06/4/2007 issued by the Ministry of Transport approving of the Delta Transport Infrastructure Development Project (MDTIDP);

 In accordance with the Contract “Phase 2 Design and Survey Consultancy Service” under the Delta Transport Infrastructure Development Project (MDTIDP) dated on 9/5/2007 signed between the Waterways Projects management Unit (PMUW) and DHV B.V (The Netherlands);

 In accordance with the Subcontract “ The Phase 2 Design and Survey Consultancy Service” under the Delta Transport Infrastructure Development Project (MDTIDP) No 002/2010/HĐTV-MDTIDP dated on 20/01/2010 between DHV B.V (The Netherlands) and Hong Hung Land and Waterways Construction and Consultancy Ltd Company;

 In accordance with the Report of Feasibility Study issued by Louis Berger Group, Inc in partnership with ROYAL HASKONING for the Delta Transport Infrastructure Development Project (MDTIDP) dated on 6/2006

1.3 SUMMARY OF APPROVED FS – PHASE 2 (COMPONENT B) FOR THE INVESTMENT OF

WATERWAYS

1.3.1 Corridor 2

Corridor 2 (phase 2) is executed with the length of 80 km From Km0+00 to Km80+00; the start point

is defined at Km00 i.e the confluence of Te Canal and Saigon river;

The ending route is at Km80+00 on Nguyen Van Tiep canal (Thap Muoi # 2 canal) with the Northern bank (right bank) located at My Phu Hamlet – My Hanh Dong Commune and the Southern bank (left bank) located at Lang Bien Hamlet - My Hanh Dong Commune, Cai Lay District, Tien Giang Province The upgrading of corridor 2 to class nr 3 of inland waterway system that allow to effectively cater of barges up to 2x400Ton and self-propelled barges with the capacity of 300 Ton

This corridor will be used for the long-distance transport and inter-province transport through the north of Mekong Delta including Kien Giang province, An Giang province, Đong Thap province, Long

An province and Ho Chi Minh city The major commodities are being transported thru this corridor are construction materials, woods, rice, gasoline, petrol and fertilizer The works executed are shown in table 1.1 as follows:

Table 1.1 Scope of works to be invested and executed on Corridor 2 – Phase 2

Description Names of rivers and

Construction

Dredging

Kenh Te-Cho

Rach Chanh - Nguyen

Slope

Cost for upgrading 80 km waterways in the first section of corridor 2 is shown in the following table

1.3.2 Corridor 3

Corridor 3 (phase 2) is executed with the length 103 Km The start point is defined at Dai Ngai, Tran

De district, Soc Trang province with the waterways milestone at Km207+00; The ending section is defined at Km310 near Gia Rai town, Bac Lieu province

The corridor will be used for long transport and inter-province transport through the north of Mekong Delta including Kien Giang province, An Giang province, Đong Thap province, Long An province and Hochiminh city The major commodities are being transported thru this corridor are construction materials, woods, rice, gasoline, petrol and fertilizer The works executed are shown in Table 1.2 as follows:

Table 1.2 Scope of works to be invested and executed on Corridor 3 – Phase 2

Description Names of rivers and

Construction

Dredging Rach Đai Ngai, Kenh

Phu Huu Bai Xau, Song

Du Tho, Song Co Cò, Song Vam leo Bac Lieu

+ Cost of dredging works: 9.047.913 US $,

+ Cost of aids to navigation: 313.294 US $,

+ Cost for site clearance and resettlement: 1.200.000 US $,

1.3.3 Designed class of waterways and barges defined in appproved basic design

Designed class of waterways and barges which defined by FS are shown in table 1.3 And 1.4

Table 1.3 Dimensions of barges as defined by FS

Table 1.4 Dimensions of waterways as defined by FS

Corridor 2

Corridor 3

1.3.4 Water level defined in appproved basic design

Refer to Feasibility Study report, water level was investigated, calculated by the network model The result of designed water level for both corridors are shown in the following table :

1.4 SCOPE OF DESIGN WORKS

This report presents the content of the technical design of dredging and upgrading channel of Corridor 2(Km0+00 – Km80+00) and corridor 3(Km207+00 – Km310+00) which will be used to cater for making shop drawings for construction later

The data has been updated from the reports of project as approved including dimensions of the engineering works, size of channel, barges lower case designed and calculated, system of signing buoys and slope protection

The technical design has also been updated and based on the barges as calculated and specified in the local waterways standard TCVN 5664-2009

The proposals regarding the barges calculated and channel regulations compliant with natural conditions and exploitation on the sections of river and canal that are invested and upgraded The specific content of design:

+ Calculation of water level of transportation;

+ Calculation of size and channel elevation;

+ Statistics of land clearance area, estimation of cost for both site clearance ;

+ Proposed construction method, the construction schedule of dredging waterway;

+ Proposal for the method of transporting waste soil, location and scale of dump area and waste water drainage;

+ Proposal for the method of safety of waterway transport during the execution;

+ Construction of bridges and roads at rural area at site clearance for the purpose of enlarging the channels

 The following work items are not shown in the design of dredging channel (which is to be shown in another separate document):

+ Removed obstacles from the way-leave of the designed channels;

+ Navigation signs for local waterways;

+ Report of site clearance for the purpose of executing widening of channels

+ Detecting and disarming unexploded mines and bombs (UXO);

+ Assessing the environmental impact, managing the environment during and after dredging and excavation works

1.5 WORKS LEVEL

 In accordance with the scope of civil works involoved, this project component belongs to the Classification IV…or belongs to the category IV as per the Appendix 1 – Chapter 5: Classifications and Grading of Construction Works – the Decree 209/2004/NĐ-CP issued by the Vietnamese Government

 In accordance with the design of the civil works, the dredging channel works to level Category 3 , Table C1 – Appendix, Specification of National Engineering regarding Vietnam Building Code on Classifications and Grading of Civil and Industrial Buildings and Urban Infrastructures ) QCVN 03: 2009/BXD issued with the instruction Circular 33/2009/TT-BXD dated September 30th, 2009;

 Works on dredging of waterway channels may be increased in quantities due to the slow process of deposition of fine sediments along the channels In accordance with the regulations of Vietnam TCXDVN285:2002 concerning irrigation works, the main specifications of design of the works put out

of exploitation for more than 10 years are likely to de downgraded with 1 level in the categorisation system

 In conclusion, the class of waterway will be designed as class IV

1.6 THE MANAGEMENT AND PROJECT IMPLEMENTATION UNIT FOR PHASE 2 – COMPONENT B

 Employer : Vietnam Inland Waterway Administration

Projects Management Unit of Southern Inland Waterways (PMU - SIW)

 Main Consultant : DHV.BV (Netherlands)

 Representative offices: 2A Pham Su Manh, Hoan Kiem, Ha Noi

 Project offices: 1041/80 Tran Xuan Soan, Tan Hung ward, Q 7, HCM city;

CHAPTER 2 DESIGN BACKGROUND 2.1 DOCUMENTS AND DATA SOURCES USED FOR DESIGN

 The Report of feasibility study issued by Louis Berger Group, Inc in partnership with ROYAL HASKONING for the Delta Transport Infrastructure Development Project (MDTIDP) dated 6/2006

 Documents of Topographical Surveys of the corridor 2 from (km00 − Km80+750); the corridor 3 from (Km207+00 – Km314+00) To be established by the drawing scale of 1/500 – 1/1000 under the national system, co-ordinate system VN2000, central meridian 105, radiating segment 3 degree and corridor 2 with the co-ordinate system VN2000, central meridian 105º45’, the radiating segment 3 degree was set up by Hong Hung Land and Waterways Construction and Consultancy Ltd Company

in collaboration with DHV B.V (Netherlands) in 7/2010

 Documents of geological surveys of the works of the corridor 2 from (Km00) to (Km80+750); the corridor 3 form (Km207+00 – Km314+00) was set up by Hong Hung Land and Waterways Construction and Consultancy Ltd Company in collaboration with DHV.BV (Netherlands) in 7/2010

 Documents of water level surveys and water level calculation over a period of 10 years (2000-2009)

on the Corridor 2 from Km00 to Km80+750; the corridor 3 from (Km207+00 – Km314+00) was set up

by Hong Hung Land and Waterways Construction and Consultancy Ltd Company in collaboration with DHV.BV (Netherlands) and the Southern Hydro meteorological Center in 7/2010

 The Reports of soil environment, water environment, air and water plants environment on the corridor 2 from (Km00 to Km80+750); the corridor 3 from (Km207+00 – Km314+00) was made by Hong Hung Land and Waterways Construction and Consultancy Ltd Company in collaboration with Southern Irrigation Science Institute and DHV.BV (Netherlands) in 11/2010

 The reports of proposals regarding the calculated vessels, the the calculated water levels and dimensions of the channels carried out by DHV.BV (Netherlands) in 7/2010

 Documents of investigation of all channels, the aids to navigation system of corridor 2 from (Km00) to (Km80+750) and the corridor 3 from Km207+00 to Km314+00) was set up by Hong Hung Land and Waterways Construction and Consultancy Ltd Company in collaboration with Southern Waterways Management Department, Ports Service of Vietnam Domestic Waterways Bureau in 7/2010

2.2 STANDARDS AND REFERENCE DOCUMENTS

Apply the standards system approved by the Ministry of Transport under the Decision BGTVT dated 9/11/2006 regarding the approval of “ the standard frame applied for projects design

2406/QĐ-surveys WB5) in which the standards applied for dredging design shall include:

 Standard TCVN 5664 - 1992 concerning classification Vietnam Domestic Waterways Engineering issued under the Decision 347/QĐ of the State Science Committee on 23 May, 1992; Standard TCVN 5664 - 2009 concerning grading Vietnam Domestic Waterways Engineering issued under the Decision 3082/QĐ-BKHCN of the State Science Committee on 31 December, 2009;

 Standard TCVN 4447 : 1987 concerning Soil Works – Specification of Execution and Acceptance;

 Section standard 22 TCN 269-2000 concerning the Rules of Vietnam domestic waterways signalling system issued under the Decision 4099/2000 QĐ-BGTVT of the Ministry of Transport dated 12/01/1978;

 Design process of seaway canals issued under the Decision 115-QĐ/KT4 the Ministry of Transport dated 12/01/1978;

 Standard of works design for adjustment of channels 22 TCN-241-98;

 Rules of Execution and Acceptance dredging works and embankment for waterways transport implemented by hydraulic mechanical issued under the Decision 924/QĐ-KT4 of the Ministry of Transport dated 21/04/1975;

 Standard TCVN 4253:1986: Foundation of waterways works – design standards;

 Standard 22 TCN 222-95: loading capacity and impact by wave and vessels on waterways works;

 River dynamics by Luong Phuong Hau, Hanoi 1992

Also reference the Navigation Chanel Design Standard

2.3 ADJUSTMENT OF DESIGN

Document of technical design was to be adjusted on this edition based on the following documents:

 The report of investigation of RENARDET S.A.CONSULTING ENGINEERS, investigating the design documents dredging channels for the corridor 2 and 3 on first publication in 9/2010 by Hong Hung Land and Waterways Construction and Consultancy Ltd Company in collaboration with DHV.BV (Netherlands) The basic content is shown as follows:

The adjustment is to be done in compliance with the practical situation of transport facilities, topographical condition and residents, land occupations for residence, factories, industries, economic activities, shops, offices, social infrastructures and other amenities and encroachments made by local residents along the channels, specifically:

+ The width of channel bed is to be adjusted in the dimensions: B = 26m – 30m; in certain special condition along certain waterways sections, it is optional to downsize the bottom width

of the design channel to B=22m (such as 2 Southern Channels Project);

+ The depth of channel H = 3m;

+ Bend radius of the channels is to be compliant with the local topographical conditions, site clearance, proverbially the minimum radius R = 150m along with the full sign system for the purpose of transport safety;

+ Assign PMU and Supervision Consultancy to decide the site clearance in certain areas B=22m and R = 150m;

+ Assign PMU and Supervision Consultancy to decide the given dredging channels to ensure the schedule, quantity and cost of the works;

+ Re-inspect the probability of extending silt deposits in order to maintain the works;

+ Inspect the probability of shore falling down calculating the density of transport facilities, especially express vessels)

 With reference to scale of revetment construction investment projects of canals such as Thu Thua Revetment Project on left bank in Thu Thua Town – the employer is Long An Agriculture and Rural Development Department

CHAPTER 3: NATURAL CONDITIONS, PRESENT STATUS AND CONSTRUCTION PLANNING WITHIN THE PROJECT AREA

3.1.1 Geographical names along the two banks of corridor 2

The Corridor 2 channels are located in Ho Chi Minh City, Long An Province, Tien Giang and Dong Thap provinces The geographical names of wards and communes are listed in the Table 1.1 –

appendix 1

3.1.2 Geographical names along the two banks of corridor 3

The corridor 3 channels are located in Soc Trang province and Bac Lieu province The geographical names of wards and communes are listed in the table 1.2 – appendix 1

The annual average temperature is 27,1 oC; maximum 34,7 oC, minimum 18,6o C

The hottest month is May and the coolest month is January The temperature value of air does not have big changes (from 26,8oC to 27,2oC) the maximum temperature changes from 34,0oC to 40,0oC and the minimum temperature changes 14,8oC to 19,7oC there are three periods:

+ From January to April, the temperature is increasing The average temperature increases from (25 ÷ 26)oC to (28 ÷ 29)oC

+ From May to November, the temperature does not have much change The average temperature reduces from (28 ÷ 29)oC down to (26 ÷ 27)oC

+ From November to January next year, The temperature reduces quickly The average temperature reduces from (26 ÷ 27)oC down (25 ÷ 26)oC

b Evaporation from ground

The annual average evaporation is 1.000 ÷ 1.400 mm, maximum 1.414 mm In dry season, evaporation reaches from 91.8 ÷ 143.4mm and in rainy season, evaporation reaches from 49.8 ÷

90.9 mm

c Sunshine hours over the year

In dry season, from November to May, the sunshine hours do not exceed 200 hours per month The least sunny months are June and September coinciding with the maximum rain events The average sunshine hours is 2551 hours/per annum

d Humidity

Humidity is closely related to the rain and wind in the area The month with the highest mean humidity

is May (31.1 mb), the lowest mean humidity is January (24.5 mb) The annual average humidity is 28.4 mb The minimum average relative humidity is 21% (February 1974) and the high average humidity is 78%

e Rainfalls

There are two seasons per year: rainy season and dry season in which the dry season is coincided with the North-eastern monsoon

+ The rainy season is coincides with the South-western monsoon, the rainfall is accounted for 90%

of the year The total average rainfall varies from from 1.455 to ÷ 2.007 mm the maximum rainfall

of the year is 2.709 mm and the minimum rainfall is 638 mm During the rainy season, the highest rainfall is in June and October (rainfall of October is higher than June)

+ During July, the end of August and beginning of September, the rainfall rarely reaches a peak value

+ During the rainy season, there are normally 90 – 130 rain days In average, there are 15 rain days per month

+ The dry season begins from November or December and prolongs to lasts till April of the subsequent year

f Wind

The project area is located in the tropical monsoon The dry season is mainly influenced by the eastern monsoon and the South-western monsoon The visibility range is good, reaching 20km (particularly in December, it is likely to reduce to 5 km)

North-There are two seasonal winds:

+ The dry season begins in November and prolongs to lasts till April with the main Eastern wind direction (normally up to 70%)

+ The rainy season begins in June and ends in September with the two main western wind and South-western wind directions The frequency of these two wind directions are accounted for 70-

80 %

+ May and October is the transitional period between the aforementioned wind seasons

g Rainstorm

The project area is deemed to be of many rainstorms appearance (Average 243 rainstorm hours per

year and 110 rainstorm per year) The rainstorms usually strike at the beginning of rainy season During the rainstorm, wind can reach level 7 – 8 (50-74 Km/h)

Typhoons in the area appear less From 1911 to 2009, there have been 10 typhoons striking into the

Southern area The intensity of the typhoon is often low under level 11(103-117 Km/h) The typhoon

normally strikes in October and November

3.2.2 Hydrographical Conditions

a Tide

The two corridors are influenced by tide from eastern sea with semidiurnal tide regime,

simultaneously be influenced by Mekong river flood, however, the corridor 3 is not significantly influenced

The corridor 2 is influenced by the system of river tide: Sai Gon River, Vam Co River, Tien River These rivers have mean tide at sea outlet about 3,0 – 3,5 m during the high tide The highest tide reaches over 4,0 m

+ At Tan Chau (220 km from the sea outlet) the average tide is from 5cm (dry season) up to 100cm (rainy season)

+ At My Tho (50 km from the sea outlet ), the highest tide/tidal range is 3.50 m and low tide is 1.5m

+ The mean of highest tidal in Binh Thuan is 1.80 – 1.90 m

+ Average value of the amplitude of the largest tides in the My Thuan

During the flood season, the areas far away from Tien river are not influenced by tide

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

Station Features

YEAR

Ten Years Average

The Corridor 3 is influenced by semi-diurnal regime from Eastern Sea from outlets such Tran De

river, My Thanh river, Ganh Hao river and through channels : Cai Cung; Nha Mat etc, The tide is higher at the beginning of Tran De river than the end of channel which is influenced by the tide of Ganh Hao and through Cai Cung canal;

During the flood season, the areas far away from Tien river are not influenced by tide

Table 3-2: The specific water levels by the hydrographical stations near the Corridor 3 channel:

Station Features

YEAR

Ten Years Average

b Seasonal flood

The flood season usually begins from the end of

June and prolongs to lasts till end December,

divided into three distinct phases In phase 1, from

July to August, the flood water runs into canals

and creeks in Dong Thap Muoi and Long Xuyen

Quadrangular Flood peak happens in phase 2

when the water level of Tien river in Tan Chau is

higher than 4.2 m, and water levels of Hau river in

Chau Doc is higher than 3.5 m During phase 3,

the water level is goes down gradually until end

December Water is rising gradually at a rate of 10

to 15 cm per day The flood water is sluggish at a

rate of 60 to 70 Km per day

The corridor 2 is directly influenced by flood from

Binh Chanh (Cho Dem canal) down the end of Kien

Giang channel (Tam Ngan canal)

The corridor 3 is not dominated by floods because it is far from the flood areas

c Water Levels

Due to the influence of both tides and floods, the water level on the two corridors change in a complex manner, especially from section of Cho Dem canal to the end of corridor In the dimension from Rach Chanh to Dong Thap Muoi, there are many anti-salt works, especially Rach Chanh, this makes water level on the corridor channel change very complicated

In order to define the water level for the purpose of transport service, the survey has been done with

21 water survey stations on the two corridors during 16 continuous days In there, the observations of water levels at an upstream and downstream section has been done on Chanh Creek Gate, and implemented during the dry season (May 2010) when Rach Chanh Gate was closed to prevent

salinity instruction

Overview of the locations where water levels have been observed and measured along the corridor 2

during 2010 by hong hung engineers

: Locations of water level observations

 : Locations of hydrometric survey measurements

The flood areas of Mekong River Delta

In combination with the hydrometric document at the water level observations, the correlation of the observation The water level corresponding to the hourly frequency of 10 years observation on corridor 2 as following table:

Overview of the locations where water levels have been observed and measured along the corridor 3

during 2010 by hong hung engineers

: Locations of water level observations

 : Locations of hydrometric survey measurements

In combination with the hydrometric document at the water level observations, the correlation of the observation The water level corresponding to the hourly frequency of 10 years observation on corridor 3 are show as follows:

Items frequency

(%)

Đai Ngai TV11 TV12 TV13 TV14 TV15 TV16 TV17 TV18 TV19 TV20

Items frequency

(%)

Đai Ngai TV11 TV12 TV13 TV14 TV15 TV16 TV17 TV18 TV19 TV20

(The unit on table are cm)

Notes:

 Water level : Nation datum

 The unit : cm

 Details of observation data and calculated water level are shown in the report of hydrometric survey

issued by Hong Hung Land and Waterways Construction and Consultancy Ltd Company make combine with The Vietnam Institute of Meteorology, Hydrology and Environment during the period

from 4/2010 to 7/2010

d Salinity

The salinity in Tan An appears only in the dry season, when the upstream flow goes down, the tide brings sea water into the river The amplitude and period of salinity is the same as the tide amplitude The Northeast wind causes the salinity higher The salinity in Tan An measured is 15.7 g/L (appeared

on 30/4/2005) and highest in 1998 When Rach Chanh culvert is open, salt water encroach into Dong Thap Muoi

The typical salinity in the period from 2000 to 2009 measured in hydrographical station in Tan An are show as follows:

Features 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

Max 10,5 5,7 1.2 2.2 6.5 5.1 10.4 15.7 2.9 7.2 6.6 3.0 11,2 dated 13/V 4/III 21/III 11/III 29/IV 5/V 10/IV 30/IV 20/IV 12/III 28/IV 2/IV 30/IV Survey

periods I-VII I-V II-IV II_IV II-VI II-V II-VII II-VII II-VII II-VII II-VII II-VII II-V

The salinity in Rach Chanh measured:

3.3 TOPOGRAPHY OF WATERWAYS CORRIDOR

3.3.1 Topographical condition of corridor 2

The characteristics of topographical condition of corridor is divided into the following sections :

The beginning point Km 00 meets Sai Gon River and the ending point is Nguyen Van Cu bridge contiguous to Doi Canal, Tau Hu Canal and Ben Nghe river Both channels banks are occupied by structures and housing and shops and factories etc Most of the banks have roads as Tran Xuan Soan,Ton That Thuyet streets

The average bottom width is about 90 m – 110 m, the average bed elevation varies is 3,20 m ND to 6,0 m ND The shape of the channel cross-section is trapezoidal and the channel layout alignment is mostly straight

-There exist many infrastructures such as ports for berthing of ships, for handling of bilk good, amenities such as electricity cables, and other structures near the waterways There are slope protection works at some sections of the

The beginning point is contiguous to Tau Hu canal and Ben Nghe river The ending point is Cat creek, The both channels banks (the right and left bank of the channel) are occupied by structures and housing and shops and factories etc

The average bottom width of the channel is about 80 m – 110 m, the average bed elevation varies is 3.20 m ND to – 6.0 m ND The shape of the channel cross-section is trapezoidal and the channel layout alignment is mostly straight There are many branch creeks linking to Tau Hu canal

-There exist many infrastructures such as ports for berthing of ships, for handling of bilk good, amenities such as electricity cables, and other structures near the waterways There are slope protection works at some sections of the waterway

The ending point meets Tam creek in the outskirts of Ho Chi Minh City Both channels banks are occupied by structures and housing and shops and factories, rural roads etc There are also water coconuts along channel sides

The bottom width of beginning section is 200 m near Phu Dinh Port The bottom width of ending section narrow down to 60 m near Tam creek The average bed elevation varies is -3.20 m ND to -10.0 m ND The channel layout alignment is mostly straight

There exist many infrastructures such as ports for berthing of ships, for handling of bilk good, amenities such as electricity cables, and other structures near the waterways There are slope protection works at some sections of the waterway

The ending point meets Vam Co Dong river in the outskirt of Ho Chi Minh City and Ben Luc district – Long An province Both channels banks are occupied by structures and housing and shops and factories, rural roads etc There are also water coconuts, rice fields and gardens along channel sides The bottom width of channel varies is 37 m to 60 m The average bed elevation varies is -3.50 m ND

to -6.0 m ND The shape of the channel is bend with 3 section under 200 m

There exist many infrastructures such as ports for berthing of ships, for handling of bilk good, amenities such as electricity cables, and other structures near the waterways There are slope protection works at some sections of the waterway

Section HL2-5 from Km32+800 to Km37+200 - Vam Co Dong River

It is 4.3 km long River section are wide and deep with clean water so just only need signing buoys

Section HL2-6 from Km37+200 to Km47+300 - Thu Thua Canal

The ending point meets Vam Co Tay river in Thu Thua District – Long An province Both channels banks are occupied by structures and housing and shops and factories, rural roads etc There are also water coconuts, rice fields and gardens along channel sides

The bottom width of channel varies is 45 m to 55 m The average bed elevation varies is -3.0 m ND to -5.0 m ND The shape of the channel is mostly straight

There exist many infrastructures such as ports for berthing of ships, for handling of bilk good, amenities such as electricity cables, and other structures near the waterways There are slope protection works at some sections of the waterway

This section is 5 Km long River section are wide and deep with clean water so just only need signing buoys

The Rach Chanh culvert was just built next to the new canal The outlet is into Vam Co Tay river The national hightway 62 were built The position of old Rach Chanh’s gate was expected in Rach Chanh

There are not many works, houses along the both banks of the section There are some sections with water coconuts, rice fields, gardens and rural roads

The bottom width of channel varis is 50 m to 55 m The average bed elevation varies is 3.6 m ND to 6.0 m ND The shape of the channel is mostly straight

-Section HL2-10 from Km54+900 to Km 80+00 – Kenh Nguyen Van Tiep Canal (Thap Muoi So 2)

There are not many works, houses along the both banks of the section There are some sections with rice fields, gardens and rural roads

The bottom width is from 42 m to 55 m The average bed elevation varies is -3.0 m to – 4.5 m The shape of the channel is mostly straight The north banks is near the national hightway

3.3.2 Topographical condition of corridor 3

The characteristics of topographical condition of corridor is divided into into the following sections :

The average bottom width of the channel is about 90 m The average bed elevation varies from -6.0

m ND to -9.0 m ND

The shape of the channel cross-section is trapezoidal and the channel layout alignment is mostly straight Both channel banks are vegetated with coconut trees, palm trees The section along Dai Ngai is very densely populated, whereas the remaining stretches are not much used for housing and habitats purposes The adjacent riverine areas are characterised by the presence of rice fields, vegetable gardens, rural roads etc

The average bottom width of the channel is about 60 m The average bed elevation varies is -2.6 m

ND to – 3.5 m ND The shape of the channel layout alignment is mostly straight Both banks are mainly filled with water coconuts This section is thinly populated There are some rural roads This section is to be dredged

Section HL3-3 from Km227+500 to Km238+400 - Phu Huu Bai Xau Canal

The average bottom width of the channel is about 80 m The average bed elevation varies is -3.0 m

ND to – 4.0 m ND The shape of the channel is bending with bend radius under 150 m The both banks are mainly filled with water coconuts This section is thinly populated There are rice fields, gardens with some rural roads on the both banks This section is to be dredged

This is a natural river section The average bottom width is about 200 m The average bed elevation varies is -9.0 m ND to - 11.0 m ND The shape of the channel is bend with bend radius under 180 m The both banks are mainly filled with water coconuts This section is thinly populated There are rice fields, and gardens here

The average bottom width of the channel is about 200 m The average bed elevation varies is -9.0 m

ND to – 11.0 m ND The both banks are mainly filled with water coconuts and bushes The both banks of the section are filled with houses from Km248+200 to Km250+00 (at Duong Kien Hamlet, Hoa Tu 2 commune, My Xuyen District, Soc Trang province) There are rice fields, and gardens in rural canal section

The shape of the channel is bend with bend radius under 180 m The both bank is mainly filled with water coconuts This section is thinly populated There are rice fields, and gardens here

Section HL3-6 from Km252+00 to Km258+00 - Dua Tho river

The average width is from 90-100 m The average bed elevation is -4.5m The both bank is mainly filled with water coconuts and bushes The topography is relatively flat The north bank is thinly

populated At Km261+700 the section is winding with the width about 50 m In rural section, there are rice fields and gardens

Section HL3-7 from Km258+00 to Km265+800 - Dua Tho river

The average bottom width of the channel vaies is 105 m to 110 m The average bed elevation varies

is - 3,5 m to -9,5 m The both bank is mainly filled with water coconuts and aegiceras This section thinly populated 25 m – 30 m away from the banks At Km261+700 the section is winding with the radius about 290 m The remaining is not bend In rural section, there are rice fields and gardens

Section HL3-8 from Km265+800 to Km268+400 - Co Co River

The average bottom width of the channel vaies is from 65 m to 70 m The average bed elevation varies is – 3.50 m to – 7.08 m The plant between the both banks is thinly filled The topography on bank is 1.5m high This section is winding with the minimum radius under 200 m There are some rural roads on the both banks

Section HL3-9 from Km268+400 to Km270+100 - Vam Leo- Bac Lieu Canal

The average bottom width of the channel vaies is from 65 m to 70 m The average bed elevation varies is – 3.50 m to – 2.5 m The plant and the population between the both banks are thinly filled The topography on bank is 1.5m high This section is not much winding This section is shallow The self-propelled barges are often stuck here There are some rice fields, gardens and rural roads on the both banks

The average bottom width of the channel varies is from 40 m to 55 m The average bed elevation varies is – 3.50 m to – 2.5 m The plant between the both banks is thinly filled

Density housing is dense along of channel banks, especially within in the Bac Lieu City The topographic on bank have been average elevation is 1.5 m ND this section has 03 overbridges with reinforced concrete structure ( Bac Lieu 3,Kim Son and Ton Duc Thang bridges) The both banks have many rural roads At km 285 +700 the river section is bend This is the shallow and self-propelled vessel ran aground when the tide withdrawn Channel section in rural areas, have areas for rice cultivation, fields and gardens

THE SHALLOW AT BAC LIEU MARKET

Section HL3-11 From Km287+200 to Km314+000 - Bac Lieu – Ca Mau Canal

This is the ending section of phase 2 (Km310) The average bottom width of the channel varies is 40

m to 60 m The average bed elevation varies is – 3.50 m to – 2.5 m The plant between the both banks is thinly filled the rural section, there are rice fields and gardens There are rural roads along with the south bank The north bank is parallel with the National Way 1 and rural roads The topographic on bank have been average elevation is 1.5 m ND There are many berthing port and houses on the river There are some bridges The self -propelled barges are often stuck here when the tide withdrawn

3.4 THE CONSTRUCTIONS ON THE BANKS AND RIVER – CROSSING

The constructions on the banks and river-crossing have influence on barges and vessels including:

 The road, bridge crossing the river will affect the channel location, width and clearance of span

 Electrical wires the river are affecting to the navigational clearance

 The construction of passage boast affecting to the safety of barges and vessels running

 The underground structures crossing the river are affecting to the dredging waterway and berthing;

 The revetment constructions are affecting to the extension of the waterway;

 Besides, national road, inter-provincial and district road will be given priority about the plan and the road safety corridor In planning of extension the waterway must warning to safety corridor for construction

The constructions list on the Corridor 2 and 3 are shown in Table 1.3 -1,6 – Appendix 1

Apart from the construction on the banks and river – crossing shown in item 3.4, the other construction and projects related to waterway design item including:

 The constructions on the banks: revetment, port etc,

 The constructions crossing the river: bridges, electric cables, etc,

 Irrigation structures: flooded dike, culvert, etc,

THE SHALLOW BEFORE BAC LIEU DUDE’S HOME

 the construction of infrastructure on the banks: transportation system of road and rural road

 Other projects concerning to building spoil relocation areas

3.5.1 The project of Binh Dien Wharf at Binh Dien Market ( corridor 2 )

It is located at quarter 6, ward 7, district 8, HCMC on Cho Dem river at the station Km13+800 – Km14+700 with the scale of many berthing stations along the bank 800m long The river bed here is very wide, distance from bank line to bank line about 100 m – 210 m Distance from waterway border

to bank line about 35 m Deep river so does not need dredging waterway Therefore, this project will not affecting to the waterway design

3.5.2 Tided dike at Cho Dem Area (corridor 2 )

In the outskirts of Ho Chi Minh City and Cho Dem River, there are a lot of sections with tided dike The structure of dike in Binh Chanh District has been sinking and broken The local authority is trying

to maintenance and upgrade with intent making top dike over the high-tidal level and combine building rural roads The Cho Dem river area are narrow, so need additional land clearance to building new dike

3.5.3 Project of Thu Thua Revetment: ( corridor 2 )

The average bottom width of Thu Thua river is 50 m – 70 m; the narrowest and shallowest section is located in Thu Thua town There are two main reasons for forming and maintaining the narrowest and shallowest section such as: Thu Thua town where the tides meet with the velocity of tide lower than the others, and there are many houses and works along the both banks occupying the current The solid waste are deposited in this section

Therefore, Long An Rural Development and Agriculture Department has been invested and executed the revetment here to create landscape in Thu Thua town The revetment length is 3,000 m The top elevation is + 2.00 m ND The houses and constructions occupying the river are to be removed from the rural road to the slope protection

The location of revetment are basically planned bordering the old existing bank There are some positions penetrating into the bank in order to ensure the distance from revetment to waterway border over 12.50 m

The structure of revetment was designed in basic design is vertical wall (3.5 m high) combine the slope by rock carpet at footing wall

With the planning and structure above, the waterway here must be moved to the opposite bank in order to uninfluenced the stability of the revetment of the town

3.5.4 Flooded dike of Nguyen Van Tiep Canal ( corridor 2 )

The flooded dike of Nguyen Van Tiep Canal (left bank) are border high bank edge The structure of

dike in Nguyen Van Tiep Canal has been sinking and broken The local authority is trying to maintenance and upgrade with intent making top dike over the high-tidal level and combine building

rural roads The Nguyen Van Tiep Canal are narrow, so need additional land clearance to building

new dike

3.5.5 Revetment Construction Project in Bac Lieu City

Bac Lieu – Ca Mau River section in Bac Lieu City has the length of about 5,165 m from Bac Lieu 2 Bridge through Kim Son Bridge to Tra Kha Suspension Bridge The both bank were built with vetical wall of vertical wall combine slope

The average distance between the revetment top is 60 m At some positions of berthing dolphins or ports, the distance is 75 m The average bottom width of the channel is 30 m (according to the TCXDVN 5664-1992)

The design of waterway must be within the limits of construction planning projects of the city of Bac Lieu

3.5.6 Road Construction Project

Along the left bank of Bac Lieu – ca Mau Canal from Tra Kha down to the end, there is rural transport with the road width about 1 m – 2 m, structure of asphalt concrete The average width of bridge is 2.0

m The project mobilized from capital of state and local people , completed and operation in 2008 Generally, the quality of works are still good However, the people living here are difficult to accept the clearance because these bridge have just been used for 2 or 3 years

Along right bank section from Tra Kha to Gia Rai on Highway No 1, there are 12,490 m long bordered Bac Lieu – Ca Mau Canal with the distance smaller than the land way safety corridor The length and the station are shown as follows:

The table of National Way No 1 size bordered Bac Lieu – Ca Mau Canal Bac Lieu - Ca Mau

(distance ≤ 20m)

Description

Station

Distance (km) Start point End point

In order to design the route without invading the area of traffic roads, it is obligatory to clear the area opposite

to the banks containing roads or protective dikes within the safe corridor

3.5.7 Construction of traffic roads along the two banks of the canal: (belonging to the Corridor No 3)

The canal section goes through Hoa Binh town, Hoa Bình District, Bac Lieu province (Km295+500 – Km297+150) and has the width of 33-42m with lots of houses, construction sites that occupy over a length of

900 m along the two banks of canals Please have a look at the following pictures:

The width of canal after upgrading is 52-66m and the average distance of site clearance along the two banks

is from 10 to 16m This scope of this clearance will certainly influence on residents and requires much funding If the dike is not built, any dredging in the future will cause collapse for works along canal banks, causing danger to people and infrastructure on two banks Accordingly, after meetings held in local area, Bac Lieu province has proposed to build dike along the two sides to assist dredging and rehabilitation

3.6 GEOLOGICAL AND SOIL CONDITIONS

3.6.1 Overview of construction geological survey

The geological survey work for the design waterway of corridor 2 and 3 has been conducted as follows:

+ The boreholes have been executed on the waterway and on the banks with an average distance

of 1.000 m and positioned alternately (averagely each 500 m there is one borehole in water or on bank)

+ The depth of the borehole under water is 7 m and 15 m on bank At some positions with works

or the section with the bend radius under 300 m, the boreholes are to be deeper 10 m in the waterway and 20 m on the bank

+ The field vane shear test has been implemented alternately with the borehole survey position The total positions on both banks is 264 boreholes

+ Along with the boreholes, at every 2 m depth, one sample of soil is taken and tested

+ The type of tests cover the following items:

+ Deformation modulus - E1-2 (Kg/cm 2 )

+ Natural shear resistance T (Kg/cm 2 )

3.6.2 Geological of Corridor 2

The work of geological survey includes sample drilling at the construction site and the lab

+ Boreholes in the waterway include 65 holes with the symbol from HKL-01 to HKL-66, the drilling depth varies from 5 m to 7 m

+ Boreholes in the banks include 61 holes with the symbol from HKB-01 to HKL-62, the drilling depth varies from 10 m to 15 m

+ The points of shear test at mud-clay layer is: 84 points

The component of geological at survey area are Holocene and Pleistocene young sediment which include the following layers:

Layer 1: Organic clay (OH), very soft

Main compositions of the layer are clay (OH) and mud with organic matter accounted for the majority

of the channel survey layer volume; the soil have greenish grey, blackish grey This is the layer which must be paid attention within the design and execution of the works

Layer 2: Lean clay with fine sand (CL), stiff

Main compositions of this layer are soft clay (CL) with the colour of greenish grey and whitish grey This layer is distributed all over the waterway with the poor quality

Layer 3: Fat clay with fine sand (CH), very stiff

Main compositions of the layer are clay and silt with fine sand; the colour thereof is yellowish brown, reddish brown and greenish grey This layer is equally distributed all over the waterway with the quite good quality

Layer 4: fine sand with clay (SC),midium dense

Main compositions of this layer are fine sand with much clay, green gray, whitish grey, medium

dense The layer distribute in the lowest stratum

Depth distribute of ground water level within survey area about 0.3 m - 0.6 m from the existing ground Both of surface water and ground water level are erode concrete and metal

According to the waterway length, geography, geological, geological survey result of waterway, divided the waterway into 6 sections as follows:

+ Section 1 – COR2: start point at Km 00 and end point at Km 12+500 The length of this section is 12.5 Km

+ Section 2 – COR2: start point at Km 12+500 and end point at Km 33 The length of this section is 20.5 Km

+ Section 3 – COR2: start point at Km 33 and end point at Km 37+250 The length of this section is 4.3 Km

+ Section 4 – COR2: start point at Km 37+250 and end point at Km 48+000 The length of this section is 10.8 Km

+ Section 5 – COR2: start point at Km 48+000 and end point at Km 53+000 The length of this section is 5 Km

+ Section 6 – COR2: start point at Km 53+000 and end point at Km 80+000 The length of this section is 27 Km

The physical characteristic of soil layers in corridor 2 are show in table 1-7, appendix 1

3.6.3 Geological of Corridor 3

The work of geological survey includes sample drilling at the construction site and the lab

+ Boreholes in the waterway include 65 holes with the symbol from HKL-01 to HKL-66, the drilling depth varies from 5 m to 7 m

+ Boreholes in the banks include 61 holes with the symbol from HKB-01 to HKL-62, the drilling depth varies from 10 m to 15 m

+ The points of shear test at mud-clay layer is: 89 points

The component of geological at survey area are Holocene young sediment which include the following layers

Layer 1: Organic clay (OH), very soft

Main compositions of the layer are clay (OH), dark gray, green gray, very soft, and silt with organic matter accounted for the majority of the channel survey layer volume This is the layer which must be paid attention within the design and execution of the works

+ Lens 1b is lean clay with organic (OH), soft, which is usually distributed on top of layer 1 At the beginning of waterway, the thickness of the lens varies from 0.5 m to 2.5 m and at the middle and ending of the waterway, the average thickness is 0.5 m

+ The lens of fine sand include 1a (SC-SM) and 1c (SC) irregularly distributed at the beginning of the waterway

Layer 2: lean clay with fine sand (CL), firm to stiff

Layer 2: lean clay with find sand (CL), firm to stiff, this layer in some boreholes in the middle of the channel (section 5)

 Depth distribute of ground water level within survey area about 0.3 m - 0.5 m from the existing ground Both of surface water and ground water level are erode concrete and metal

 According to the waterway length, geography, geological, geological survey result of waterway, divided the waterway into 8 sections as follows:

+ Section 1 – COR3: start point at Km 207 and end point at Km 220 The length of this section is

3.7.1 Environmental conditions of corridor no 2

Quality of water environment included in dredging and excavating areas of corridor no 2 – from section Km 20+00 to Km80+00 including Cho Dem Ben Luc canal, Thu Thua canal, Rach Chanh creek Almost criteria of water quality such as pH, DO, COD, BOD5, N-NH4, P-PO43- and N-NO3-, oil and grease, harmful metals (Ni,

Pb, Hg, Cd and As) shall meet Vietnam code QCVN 08:2008/BTNMT for water quality standard of surface water column B1 used for irritation and for traffic system

At all measuring points, density of coliform and fecal coliform shall be all from 1 to 20 times higher than permissible ones Particularly in area next to Tan Tao zone, in Thu Thua town, Ben Luc town shall have concentration of COD, BOD5, and density of coliform being 10-20 times higher than permissible standard Canals water contaminated by organic matters and polluted water are quite high, therefore, during construction period direct utilization of water for cleaning and drinking by workers shall be prohibited

Furthermore, other criteria such as turbidity, TSS and Fe at all points exceed permissible limits stated in code and standards At some locations pH content shall be less than 5.5 Hence, excavating and dredging shall ensure the minimization of corrosion of Fe, metal and increasing of concentration of suspension solids which might impact to water quality of canals

c Soil quality

Major grain composition shall be clay mud, mixed clay mud, clay, soil content in water shall be quite low, therefore, settling and filling during dredging shall not be quite high

In general soil in investigation area shall belong to potential alumina soil group For section from km 20- km

30 belong to alumina soil group of deeply activation, section from km 30 – km 80 belong to potential alumina soil of intermediate substrates Concentration of pH of water shall be varies from 4 – 6.5, soil shall contain iron compounds (Fe), aluminium (Al) and sulphite (SO42-) Therefore, measures shall be taken to prevent impacts to surrounding environment during dredging and excavating

d Hazardous agents contained in fish

Index regarding metals such as Zn, Ni, Cu, Pb, Cd, Hg appearing in flash meat and liver shall be all lower than that specified by standards and regulation by Ministry of Health regarding heavy metal concentration in foodstuff (TCVN 7046-2002 and Regulation 46/2007/BYT) Analysis has shown that there appear no mercury, Cadmium and lead in all samples of flash meat and liver of fish It shall prove that there appears no biological reservation Most of metal content in liver shall be higher than that in meat, and for fish living at deeper level shall be higher than that for fish living in top levels

e Composition of marine livings

As per investigation report by 11/2010 has found out that: Floating floral shall have around 50 species mainly fresh water ones, concentration of cell shall account for 1,500- 3,700 cell/l, dominant one shall be of Eunotia rabenhorstianum-indication of acid and rich nutrition contaminated water environment Floating animals shall consist of 32 species with concentration of cell varies in between 2500- 5000 cell/l, dominant one shall be Brachionus quadridentatus- indication of acid and rich nutrition contaminated water environment Bottom animals shall comprise of 12 species with average concentration of 20 -30 pcs/m2

3.7.2 Environmental conditions of corridor no 3

a- Water quality in canals

Quality of water environment included in dredging and excavating areas of corridor no 3 – from section Km 220+00 to Km310+00 including Phu Huu-Bai Xau, Rach Dua Tho creek, Bac Lieu canal to Vam Leo, Bac Lieu canal to Ca Mau Almost criteria of water quality such as pH, DO, COD, BOD5, N-NH4, P-PO43- and N-NO3-, oil and grease, harmful metals (Ni, Pb, Hg, Cd and As) shall meet Vietnam code QCVN 08:2008/BTNMT for water quality standard of surface water column B1 used for irritation and for traffic system At all measuring points, density of coliform and fecal coliform shall be all from 1 to 20 times higher than permissible ones Furthermore, other criteria such as turbidity, TSS and Fe at all points exceed permissible limits stated in code and standards Hence, excavating and dredging shall ensure the minimization of corrosion of Fe, metal and increasing of concentration of suspension solids which might impact to water quality of Phu Huu-Bai Xau, Dua Tho and Bac Lieu canals

In Phu Huu-Bai Xau canal there shall have pH value of quite high, there appear no alumina pollution of river water EC value at section from km 220 to km 236 shall increase steadily and high variation as per tidal regime At section from km 220 to km 228 there appear no salinity ingression, while for section km 232, km

236 there appear quite high salinity degree It shall prove that huge amount of water from Hau river has dumped into which shall control salinity over Phu Huu-Bai Xau canal

Content of suspended sludge in water shall have high variation and big difference between tide up and tide down During tide down time sludge content shall have tendency of lower than that of tide up time And this tendency shall be very clear at stations in river estuaries Dredging section shall subject to 2 flows i.e from tide and water from Hau river, hence, during dredging banks exposure shall be minimized for avoidance of corrosion and enhancement of turbidized water on canals

Bac Lieu to Vam Leo, Ca Mau canal section: Water environment quality monitoring report over section has indicated that water quality shall severely subject to tidal regime At tide up period salinity degree shall reach

to from 4.3 – 6.3 ‰, for tide down period due to huge amount of fresh water from fields salinity shall decreased from 1.6 – 3.3‰ This is belong to alumina polluted area but quite high pH values i.e from 6 -8 This shall indicate quite good water drainage in this area Therefore, during dredging and excavating special attention shall be paid to combined impacts of tide which might result in increasing in SS concentration on canal For section from km 270 to 290 water quality over canal shall be affected by waste water from Bac Lieu town, so, during tide down period COD concentration shall reach to 37mg/l, and 5-14mg/l during tide up period Thus, during tide up period and under impact of marine water volume which shall dilute and restrict the extension of domestic waste water over canal, however, during tide down period waste water gathered in culvert pipes shall expand which shall directly affect to quality of water source over canal surface Therefore, workers shall not use this water for drinking purposes

c Soil quality

Major grain composition shall be clay mud, mixed clay mud, clay, soil content in water shall be quite low, therefore, settling and filling during dredging shall not be quite high

In general soil in investigation area shall belong to potential alumina soil group For section from km 220- km

238 belong to alumina soil group of deeply activation, section from km 262 – km 320 belong to potential alumina soil of intermediate substrates Concentration of pH of water shall be varies from 4 – 6.5, soil shall contain iron compounds (Fe), aluminium (Al) and sulphite (SO42-) Therefore, measures shall be taken to prevent impacts to surrounding environment during dredging and excavating

d Hazardous agents contained in fish

Index regarding metals such as Zn, Ni, Cu, Pb, Cd, Hg appearing in flash meat and liver shall be all lower than that specified by standards and regulation by Ministry of Health regarding heavy metal concentration in foodstuff (TCVN 7046-2002 and Regulation 46/2007/BYT) Analysis has shown that there appear no mercury, Cadmium and lead in all samples of flash meat and liver of fish It shall prove that there appears no biological reservation Most of metal content in liver shall be higher than that in meat, and for fish living at deeper level shall be higher than that for fish living in top levels

e Composition of marine livings

As per investigation report by 11/2010 has found out that: Floating floral shall have around 30 species mainly marine ones, concentration of cell shall account for 900- 5.600 cell/l, dominant one shall be of Coscinodiscus subtilis, Cyclotella stylorum, Skeletonema costatum, Chaetoceros compactum

Floating animals shall be of quite high in number i.e 7.900-28.800 pcs/m3, dominant one shall be Acartia clausi, Oithona similis and Nauplius

CHAPTER 4 DESIGN OF CHANNEL

4.1 BRIEF DESCRIPTION OF CHANNEL AND CALCULATED SHIPS

During FS stage, scale of inland waterway has been finalized in compliance with TCVN 5664-1992 Classification of inland waterway

So far, there has been changes in Vietnam Standard regarding Technical classification of inland waterway: Cancellation of TCVN 5664-1992 (at Decision no 3081/QD-BKHCN dated 31/12/2009) and replaced by TCVN 5664-2009 (issued in combination with Decision no 3082/QD-BKHCN dated 31/12/2009);

Accordingly, there shall be some revisions in regard of CHANNEL dimension/size, ship fleet and towing ship solution in between FS report; TCVN 5664-1992 and TCVN 5664- 2009 These shall briefly describe as per following table:

4.1.1 About channel size

TCVN 5664-

2009 (m)

2 Minimum bending radius 300 – 500 Calculation for dredging and excavating as per natural

bending of rivers and canals

> 350

7 Depth for burying of pipes and

Comments about size of channel:

+ The width of passage bed approved is 30m and 26m, less than the level required by standard TCVN 5664-2009, especially the corridor 2 has the width of the bed of 30m, an equivalent to the minimum level stipulated in standard TCVN 5664-1992

+ Regarding bending radius of channel, FS has designed excavated channel as per natural channel, of which river bending sections are not improved for minimum bending radius as per standard

+ About depth of channel specified by FS report, it shall be of 3m which shall be in compliance with TCVN regarding channel classification and grading;

4.1.2 About ship size

Ship size specified by FS report and by TCVN 5664- 2009 in general shall be similar, major different point in this one shall be barge fleet as specified by TCVN 5664- 2009 might be either pushing, towing or nearside pushing, but it shall be pushing barge fleet as stated in FS report

4.2 PROPOSAL OF CALCULATED SHIPS AND STANDARD PRINCIPLE OF CHANNEL

4.2.1 Calculated ships

 As in FS report selected ships shall be finalized for all 5 sections of waterway corridors, not yet having separate analysis for actual conditions of each sections of rivers and fleets of barge and self-operated ships commonly operated in these sections

 At corridor no 2, for section from Kenh Te canal to Cho Dem canal, it shall be straight, deep and shall be a centralized economic zone There appear pushing ships fleets with size of (2*200/250/400) operated in this area However, for sections of Ben Luc river, Rach Chanh creek, Nguyen Van Tiep canal (Thap Muoi

no canal) apart from self-operated ships with tonnage up to 500t, then, there shall be mainly single towing

or pushing to barge with size of >500 tons There appear almost no double pushing barge fleet with size of (2*200/250/400) tone; This shall be the same for corridor no 3, section from Dai Ngai to Ca Mau

 It is due to narrow channel and several sharp bending sections Operation of pushing barge fleet with size

of (2*200/250/400) tone over these rivers and canals sections shall be unsafe, reduced speed and ineffective It shall be better in case of utilization of single pushing and double towing fleets

 In practices, self-operated ships and big size barges shall appear over sections Selection of calculated ships shall also include this into consideration in such a way that calculated ships having proper size in conformity with size of channel as per TCVN 5664-2009;

 Upon TCVN 5664-2009 and contents of approved FS report, combination with actual analysis of ships fleet commonly operated on rivers and canals included in corridors no 2 and 3 Calculated ships included in technical design shall be proposed as per following table:

Table of calculated ships dimension

ID CRITERIA (m) CALCULATED

SHIP

CHECKING WITH ACTUAL SHIP SIZE

NOTE

A Self-operated

ships (101 – 300) Tone (300-500) Tone Checking of dimension of

channel regarding circulation of self-operated ships with high

fleet (2* 400) Tone (1 * 500) Tone Double pushing fleet used for

channel of corridor no 2 for first

18 Km

Single pushing fleet used for remaining sections of both corridors i.e 2 and 3

1 - Lmax 50%/90% 80 / 87 56,38 / 65,25

2 - Bmax 50%/90% 8,50 / 9,40 9,21 / 10,00

3 - Tmax 50%/90% 2,30 / 2,80 2,32 / 2,80

C Towing barge fleet (2* 400) Tone (1 * 500) Tone

Application in calculation for corridors as per towing methods

a Width of channel at canals straight sections

Width of two lane channel shall be taken into account upon following principle:

WIDTH OF TWO-LANE CHANNEL

Calculated ship types

Width of ships Bt (m)

W M (m)

2Wi (m)

Calculated self-operated ones

(size of 50%) 6,50

8,45 3,90 1,95 1,95 9,75 26,00 Calculated barge (size of 50%) 8,50 11,05 5,10 2,55 2,55 10,20 31,45 > Bl approved Self-operated 500T 7,49 9,74 4,49 2,25 2,25 11,24 29,96

Big size barges 500T 9,21 11,97 5,53 2,76 2,76 11,05 34,08 > Bl approved

Prior to approval of channel size by FS report, then for corridor no 2 it shall be of B l = 30m and corridor no 3 shall be of B l = 26m It shall indicate that this shall be speed restricted channel for barge fleets There shall be

no restriction for self-operated ships

As per “Design directions for inland canal for ships operation – Subcommision of Asia Pacific Socioeconomic zone – of UN) Standard of cross section of canals in conditions being subjected to flow, horizontal wind shall

be restricted, which shall be proposed base on ratio Ac/Am Details shall be as follows:

Ac : Maximum cross section of ships (m2);

Am : Size of wet section of canals (m2);

As per table of Dimension of calculated ships, with assumption of slope banks of V/H  1/3 then ratio Ac/Amfor various types of ships shall be finalized as follows:

P BCG BCR

n

n i i M

W      

2 2

Ratio of ship size and wet section of canals

Calculated ships Ac (m 2 )

Bottom of channel B=30m

Bottom of channel B=26m

Bottom of channel B=24m

Am (m2) Ratio of

Ac/Am Am (m2)

Ratio of Ac/Am Am (m2)

Ratio of Ac/Am

Lmax x Bmax x Tmax 23,80 112,50 4,7 100,50 4,2 94,5 4,0

Comparison of size between ships and canals shall be conducted Following conclusions shall be found out:

 The canal has a width of B=30m, ensuring normal conditions for small ships (operated ships and barge) The canal can not be used for big size barge (Ac/Am) = 4,7;

 The canal with a width of B=26m ensures normal condition for small ships’ operation; only small size barge

of (Ac/Am =6,0 <7,0) can travel and big size barge of (Ac/Am) = (4,2 – 4,7) can not travel through this canal

 The canal with a width of B=26m only ensures normal conditions for small ships’ operation and big size ships

or barge of (Ac/Am) = (4,0 – 4,2) can not operate on this canal

 For sections of rivers and canals along both corridors there normally appear flow with velocity of more than 0.5m/s during tide down period, channel shall contain several bending section and not too high banks and clear areas

Proposal regarding bottom width of channel:

 Corridor no 2: For section from Ho Chi Minh city to Vam Co Tay river there shall have high traffic volume; Apart from that there shall be some canals sections of Cho Dem and Thu Thua with restricted natural width

of canals surface from 38m – 50m, for remaining rivers and canals sections width between two banks shall exceed 55m This shall be section necessary for construction of wide channel; Selection of bottom width of channel of Bl = 30.00 m – similar to bottom width of channel as specified by approved FS report

 Corridor no 2: For section from Rach Chanh creek – Nguyen Van Tiep canal connecting Vam Co Tay river with Vam Nao Design of channel with bottom width of 26m has been available from stage 1 It shall extent from My Phuoc to Vam Nao as per forecast traffic volume in this area is not so high In order to connecting

to stage 1 over canal network located in Tien Giang and Dong Thap provinces, proposal for bottom width

of channel over Nguyen Van Tiep canal shall be of Bl = 26.00m; For section of Rach Chanh creek adjacent

to Rach Chanh ship lock only with length of about 5,00 Km shall be constructed with channel bottom of Bl

= 30,00m for satisfying centralized traffic volume prior to passing Rach Chanh ship lock

 Corridor no 3: There shall appear several bending rivers sections, and some sections shall be narrow and shallow; Bac Lieu Ca Mau canal section shall centralized resident region, several houses located along river banks, rivers width shall account for (38 – 42)m, several sections shall be shallow By forecast traffic

volume shall not be as high as of corridor no 2, therefore, FS stage has finalized bottom width of channel for ships operation i.e.: Bl = 26.00m;

 Apart from sections of channel where subject to restricted ships passage chamber Reduction of bottom width of channel down to less than 26m shall not be taken into account as it fail to meet requirements for restricted ships operations for barges fleet with dimension of L90% x B90% x T90%

Bending radius R of center of channel for ships operation shall be finalized as follows:

 R  6Lt for channels with section of two-lane channel (Lt shall be design length of ships);

 R  4Lt for channels with section of restricted two-lane channel and section of single lane channel

 Restricted bending radius for restricted two-lane channel and for single lane channel (R  3Lt)

As per proposed ships size and TCVN5664-2009, table for listing of minimum bending radius values equivalent to each type of ship and conditions for channel operation shall be indicated as follows:

Calculated ship Lt (m) Non-restricted

channel (R≥6Lt)

Restricted channel (R≥4Lt)

Minimum bending radius (R>3Lt)

As per TCVN 5664-

2009

Normal self-operated

As per proposed analysis for calculated ships stated in Article 4.2.1, then, two corridors shall have several bending and narrow sections of rivers, main waterway transport means shall be self-operated, towing or single pushing ones (almost none of double pushing fleet)

Calculated bending radius shall be proposed as follows:

+ Restricted bending radius R ≥ 300m shall be commonly used for channels of corridors 2 and 3;

+ At rivers bending sections where bending reduction improvement is unfavorable, then minimum bending radius of R = 170 m shall be applied;

+ Proposals and recommendation included in investigation report of Technical design review Consultant shall be referred to – For special circumstances dredging and excavating of channel shall be allowed with minimum bending radius of R ≥ 150m;

+ T: Calculated water draught for ships

+ ΔT: Safety enhanced depth of channels shall be taken into consideration as per combined impacted factors

+ ΔT = Z0 + Z1 + Z2 + Z3 + Z4 (m)

+ Z0 : Depth increment due to unbalanced loading of goods or due to abrupted turning of wheel (m); Z0

= 0,04T

+ Z1: Minimum spare depth for ships operation necessary for proper operation of ships (m): Z1 = 0,04T + Z2 : Depth increment due to impacts of wave regime (m); Z2 = 0,05T

+ Z3: Spare depth for ships operation velocity/speed (m) ; Z3 = 0,10m

+ Z4: Spare depth for sediment (m);

 Spare depth for sediment shall depend on several factors such as hydraulic elements, geological elements, topographical conditions of canals sections; Scope of canals excavation; Operation condition and ships operation over canals, etc

 For determination of sediment after canals dredging and excavating, monitoring document about flow, speed, water table, sediment etc shall be necessary for different periods in within a year This shall be time consuming task and calculation results shall be checked and compared with actual conditions at calculated canal section; Time shall be insufficient for carry out at this stage of design;

 It has been long time without dredging and excavating for these two corridors, hence, data for determination of yearly sediment;

 For corridor no 3, section Gia Rai – Ca Mau dredging and excavating has been completed by 2005 Up to now, after 5 years, several sections of channel shall still maintain their depth which dredging and excavating shall be unnecessary Measuring results performed over 04 km from Km310 to Gia Rai has proved that channel at this section still can maintain standard dimension (both depth and width);

 For some branch canals and creeks of Corridor no 2 dredging and excavating shall be performed for water area of Phu Dinh harbour such as Xom Cui creek (Km7+100), some sections of Ben Nghe creel which have been completed before 2005 These sections have, so far, been sedimented at bottom which shall result in narrowed channel bottom, however, additional dredging and excavating shall be unnecessary

 Upon that, in general, canals have been sedimented at bottom and at both sides over times, but channel depth might be maintained for period of up to 5 years or longer

 This technical design shall apply proposed spare depth for sediment after dredging and excavating shall

be similar to that of project of dredging and excavating of two waterways of Mekong Delta region and packages NW1 – NW4 shall be as follows:

+ Z4 = 0,3m (common for shallow sections where dredging and excavating are required);

Table of calculation for channel depth for ships oeration H and dredging depth of canals shall be as follows:

(m)

Z 1 (m)

Z 2 (m)

Z 3 (m)

T (m) (m) H

Z 4 (m) Hl

Self-operated

ships

(101 – 300)Tone 2.15 0.09 0.09 0.11 0.1 0.38 2.53 0.30 2.83 Self-operated

ships

(300-500) Tone 2.39 0.10 0.10 0.12 0.1 0.41 2.80 0.30 3.10 Pushing barge

+ Depth of channel for ships operation H = 2.70m;

+ Dredging depth of canals at shallow sections H = 3.00m;

4.2.3 Water level for ships operation

As specified by standard TCVN5664-1992 and FS report, during stage 1 of technical design for corridor no 2 which has been determined as the low water level for design of channel which shall be the one with reservation frequency water level on hourly basis with frequency of appearing of 95% (listing of monitoring data for period of 10 years); For rationalization of two stages as well as of FS report, this stage 2 shall also propose water level for design of channel which shall be the one with reservation frequency water level on hourly basis with frequency of appearing of 95% - with monitoring data for period of 10 years (2000 - 2009) of basic hydrological stations in compliance with monitoring stations over 16 days on design channel

Water level designed for the canal can be identified on each river section of the two corridors as belows:

Water level designed for ship passage - (Corridor 2-Km00 to Km80)

Water level designed for ship passage - (Corridor 3-Km 207 to Km 310) Note

 Water level: As per national level network;

 Details of monitoring data, calculation of water table shall be described in meteorological and hydrological investigation report prepared by Hong Hung Consultant and Construction Co., Ltd In cooperation with the Southern Hydrological Sub-institute during period of 4/2010 – 7/2010

Table of calculated water level values for channel:

HL 2 HL 3

Section

Km

Water level Hp05% (m)

Water level Hp95% (m)

Section

Km

Water level Hp05% (m)

Water level Hp95% (m)

4.2.4 Slope side of excavated channel

Upon topographical investigation report, standard principle of design channel have determined sections of rivers and canals which need to be dredged and excavated At the same time base on geological engineering investigation report for channel for stabilization of excavated canals Generla stability of slope side shall be finalized in compliance with TCXDVN 285-2002 – Design of water reservation works, following formulae shall

be as follows:

) 20 , 1 15 , 1 (

m

k n N

R K

 R : Total of force for maintaining stability of slope side;

 N : Total of force causing slippery of slope side;

 nc : Overload factor – Calculation with restricted status no 1 with nc = 1,00;

 md : Working conditions factor – Slope side of excavated canal shall be of md = 1,00;

 kn : Guarantee factor as per scale and functionality of construction works It shall be considered as follows: + With slope side of excavated canals, construction works shall have technical grade of IV – kn = 1.15; + With houses adjacent to rivers and canals closed to top of slope side shall be deemed, in general, as grade IV – it shall be selected with kn = 1.15; for houses and buildings of grade III or II shall be equal

to kn = (1.15 – 1.20);

 Consideration of general stability of slope side of excavated canals shall be carried out with application of circular slippery surface Theory applied into calculation shall be of Bishop and Terzaghi;

 Calculated load for houses over slope side, rural roads shall have q = 0.5 tone/m2;

 Calculated load with riverside berths, national road shall have q = 1.0 tone/m2;

 Calculated surface water level for slippery stabilization shall be low design water level with frequency of 95% water level per hour;

 Calculated underground water table shall be taken into consideration for both cases Case no 1: Underground water table shall be equal to high design water level with frequency of 05% water level per hour Case no 2: Underground water table shall be equal to low design water level with frequency of 95%;

 Level of slope side top shall be finalized as per natural section of calculated design section;

 Level of slope side bottom shall be considered in combination with dredging depth with tolerance of 0.20m;

 Calculation result over several sections (Please refer to Appendix no 4 – Stability/rigidity of slope side of canals) for sections of rivers and canals where dredging and excavating are required shall be summarized

in the following table:

CORRIDOR NO 2

4 Rach Chanh creek – Nguyen Van Tiep

CORRIDOR NO 3

4.2.5 Summary of standard principle of channel for both corridors

Calculation results for finalization of standard principle of channel for both corridors shall be as follows:

Table of standard principle of channel for corridor no 2

Rivers and canals Section

Km

Water level

H p05%

(cm)

Water level

H p95%

(cm)

Excavated channel depth H (m)

Channel bottom level (m)

Bending radius R(m)

Channel bottom width Bl (m)

Dredged slope side (V/H)

Te canal 00-04 150 -100 3.00 -4.00 >300 30.00 2.50 Doi canal 04-10 150 -95 3.00 -3.95 >300 30.00 2.50 Cho Dem canal 10-18 160 -78 3.00 -3.78 >300 30.00 2.50 Cho Dem – Ben Luc

canal 18-24 153 -68 3.00 -3.68 >300 30.00 2.50 Cho Dem – Ben Luc

canal 24-25 153 -68 3.00 -3.68 200-300 30.00 2.50 Cho Dem – Ben Luc

canal 25-32 150 -68 3.00 -3.68 200-300 30.00 2.50 Vam Co Dong river 32-37 152 -53 3.00 not

excavated >300 30.00 - Thu Thua canal – Thu

Thua embankment 37-47 138 -60 3.00 -3.60 150-300 30.00 2.5-3.0 Vam Co Tay river 47-51 140 -61 3.00 not

excavated 150-300 30.00 - Rach Chanh ship lock 51-52 140 -61 3.00 -3.61 >300 14,00 -

Rach Chanh creel 52-54 140 -30 3.00 -3.30 >300 30.00 2.50 Nguyen Van Tiep

canal 54-62 190 -10 3,00 -3,10 >300 26.00 2.50 Nguyen Van Tiep

canal 62-73 218 -5 3,00 -3,05 >300 26.00 2.50 Nguyen Van Tiep

canal 73-80 240 -5 3,00 -3,05 >300 26.00 2.50