Integrating post evaluation into project cycle management for road infrastructure projects in vietnam

Proceeding of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 Integrating Post-Evaluation into Project Cycle Management for Road Infrastructure Projects in Vietnam Nguyen Van CUONG Graduate Student Graduate School of Civil Engineering, Hanoi University of Civil Engineering 55, Giaiphong str., Hanoi, Vietnam Fax: +84-4-3869-1684 E-mail: cuongksxd@gmail.com Dinh Van HIEP Senior Lecturer, Graduate School of Civil Engineering, Hanoi University of Civil Engineering 55, Giaiphong str., Hanoi, Vietnam Fax: +84-4-3628-5578 E-mail: hiep.dinhv@gmail.com Abstract: In Vietnam, project cycle management (PCM) of road investment projects consists of investment preparation, implementation, construction, and operation processes The postevaluation of projects during operation has not yet been considered through PCM in a systematic and effective manner This paper discussed project management issues of road infrastructure projects in Vietnam Then the paper introduced the post-evaluation process for integrating into Vietnam’s PCM using the PCM methodology developed by Foundation for Advanced Studies on International Development (FASID) The National Highway No.5 Improvement Project was used as a case study for demonstrating applicability of the proposed procedure Key Words: project cycle management, post-evaluation, road infrastructure, Vietnam INTRODUCTION Road network plays an important role in the economic development in Vietnam The road system has recently being invested and improved to foster the socio-economic development, to accelerate the economic integration with regional/international areas and to meet the country’s requirements at present and in future (Hiep and Tsunokawa, 2007) However, road investment projects only stop at the stages of investment implementation, construction and operation The evaluation of relevance with the proposed goals/purposes, investment effectiveness, impact to environment and society, and sustainability of the projects during operation stages has not yet been examined in a systematic and effective manner in Vietnam ( Minh, 2008; Tuyet, 2008; Hien, 2009; Hung, 2009; Cuong and Hiep, 2010) In addition, due to not implementing the post-evaluation, management agencies and investors have not yet indentified necessary adjustments for operating effectively the projects and to gain experienced lessons for future projects (Cuong and Hiep, 2011) The Foundation for Advanced Studies on International Development (FASID) has introduced a standard project cycle management methodology (called PCM-FASID) (FASID, 2004), which has been used being used popularly widely in both developed and developing countries for evaluation and monitoring of projects (JICA, 2007; Tsunokawa and Yoo, 2007; Tsunokawa and Yoo, 2008; Kim et al 2008) Moreover, many international development organizations have widely adopted this methodology for evaluating and monitoring investment effectiveness of projects to make a decision for effectively funding such as the World Bank (2007), JBIC (2008), and ADB (2008) Due to the shortcomings in the project cycle management (PCM) for road infrastructure in Vietnam, it is necessary to consider the post-evaluation and monitoring in the management procedure Proceeding of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 The present paper firstly introduces an overview of present project management procedure in Vietnam, analyses and discusses outstanding related matters Then basing on the PCMFASID, methodology the authors proposes a PCM procedure integrated with post-evaluation and monitoring processes for road infrastructure projects in Vietnam A case study of the National Highway No.5 (NH-5) Improvement Project is demonstrated for the applicability of the proposed procedure In addition, the paper presents preliminarily lessons and recommendations for development and management of road infrastructure systems in Vietnam through the case study PROJECT MANAGEMENT PROCEDURE IN VIET NAM 2.1 Project Management Procedure In Vietnam, the project life-cycle consists of four stages, i.e., formation, preparation, implementation, and finishing stages as shown in Figure Formation stage: Form initial thoughts, define scale and goal, and evaluate benefits and feasibility of the project Define the factors and project implementation basis Preparation stage: Prepare an implementation plan, manpower and financial plan, call for investors, define quality requirements, and gain project approval Implementation stage: implement the detailed design1, design approval, construction tender, construction, management and monitoring during the implementation process to achieve the proposed purposes and adjust the project (if necessary) Finishing stage: complete construction works, as-built document, hand-over the construction works for usage, periodically maintain construction works as planned until the end of the project life-cycle Formation Acceptance & handover Finishing Project planning Project cycle management Implementation & Monitoring Preparation Deployment details Implementation Figure Project cycle management in Vietnam 2.2 Outstanding matters in project management As stated above, the PCM in Vietnam is divided into four stages; it only stops at the stages of investment completion The monitoring and post-evaluation of project has not yet been carried out during the operation stage Thus, the present project management procedure is not Technical design and construction drawing design as per the regulations of Vietnam’s construction law in 2003 (Clause 54) Proceeding of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 in a cycle as shown in Figure The project management process is stopped after handingover project for operation Some main shortcomings are addressed as follows: Have not focused on analysis and evaluation of overall project based on the satisfaction of overall goal and project purposes, only put an emphasis on the executed work quantity acceptance Have not carried out analysis and evaluation work of economic effectiveness after finishing and operating projects Have not carried out any studies/research to evaluate the investment effectiveness to obtain relevant lessons/recommendation for current and future road infrastructure projects Figure Shortcomings of PCM in Vietnam INTRODUCTION OF PCM-FASID PCM-FASID methodology is used for planning, monitoring, and evaluation of investment projects PCM-FASID is based on a project cycle to ensure that all project aspects such as overall goal, project purposes, output results and input data are intensively reviewed during the project life cycle with five (5) main criteria, i.e relevance, efficiency, effectiveness, impact and sustainability as shown in Table Figure shows a project cycle used in PCMFASID which consisting of project identification, formation, appraisal, implementation including monitoring/feedback, and post-evaluation for recommendation/lessons learned Table Five evaluation criteria used in PCM-FASID Overall goal Project purpose Relevance Are the “project purpose” and “overall goal” still meaningful as objectives at the time of evaluation? Outputs Inputs Source: FASID (2004) Efficiency To what extent have “inputs” been converted to “outputs”? Effectiveness Whether the “project purpose” has been achieved, and how much contribution did “outputs” make? Impact What positive and negative effects, either direct or indirect, has the implementation of the project had? Sustainability To what extent will the recipient country’s organizations be able to retain the positive effects of the project after the withdrawal of cooperation? Proceeding of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 Source: FASID (2004) Figure Project cycle of PCM-FASID INTERGRATED PROJECT MANAGEMENT PROCEDURE FOR VIETNAM 4.1 Project Management Procedure Based on the PCM-FASID methodology, the authors propose the project management procedure integrated post-evaluation process for road infrastructure projects in Vietnam including the following stages: (1) formation; (2) development and implementation in construction preparation stage; (3) implementation in construction stage, monitoring during the implementation process, summary and plan revision (if any); (4) completion and handover for usage; and (5) monitoring and post-evaluation during the operation stage for obtaining recommendation and lessons as shown in Figure Figure Proposal on project cycle applied FASID method Proceeding of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 4.2 Post-evaluation Process Post-evaluation process is implemented through following major steps as shown in Figure Figure Implementation project cycle post-evaluation Step 1: Preparation Post-evaluation is conducted by independent evaluation experts, normally within to years after investment completion with key consideration on relevance, efficiency, effectiveness, impact and sustainability Each project consists of the following main aspects: overall goal, project purpose, output results, activities and input data To evaluate the project, we need to collect information related to project aspects as shown in Table Table Template framework for factors to be evaluated Criteria Overall goal Project purpose Evaluation factors o o o Outputs Inputs o o o Promote economic development in the region, improvement of living standards of people Improve the road network to meet the demand for transportation goods and passengers Reduction in traffic congestion, increase in traffic volume, increase service level Speed up economic development Shorten the distance of transport, reduce transport costs Increase in travel speed, reduction in travel time Sources of investment capital, project implementation plan, the personnel involved in the project Proceeding of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 Step 2: Establishing of evaluation factors The evaluating factors and investigation questionnaires as well as survey plan are established basing on five (5) criteria as follows - - - - - Relevance: review the relationship between project purpose and overall goal Thus, evaluation questions asked are based on the following factors: Are project purposes consistent with the development policy of State and localities where the project is located? Is it suitable with the transport need in the area and transport network development process nationwide? Efficiency: review the relationship between output results and input data Thus, evaluation questionnaires are based on the following factors: Are input factors used to produce the output results? Are input factors not used? Do the used factors not contribute to the project results? Can it produce the same output results with smaller input cost? How about cost and project implementation period? Effectiveness: review the relationship between project purpose and output results Thus, evaluation questionnaires are based on the following criteria groups: Economic criteria: Net present value (NPV), internal rate of return (IRR), Benefit and cost ratio (B/C), and vehicle operation cost (VOC) Transport criteria: Time and distance of passengers and goods transport, travel speed and vehicle speed; Reduction in traffic congestion, increase in traffic volume; Approach, mobility, and service level of road Impact: review the relationship between project purpose and overall goal Thus, evaluation questionnaires are based on the following factors: What are positive and negative impacts? Are the changes in the quality of living environment/society surrounding the project area? Sustainability: review generally project’s component parts Thus, evaluation questionnaires are based on the following factors: whether project purposes continue to be implemented after handing over for operation or not? Are overall goal achieved in the future? Is the project quality maintained to ensure the implementation of goal? 4.2.3 Data collection and evaluation analysis: Collecting available data and carrying out site surveys and investigation using questionnaires, then implementing evaluation analysis 4.2.4 Conclusions, recommendations and lessons learned: Drawing recommendations for the current project in order to operate it effectively and gain lessons for development and management of future road infrastructure projects A CASE STUDY FOR NATIONAL HIGHWAY NO.5 IMPROVEMENT PROJECT The National Highway No.5 (NH-5) Improvement Project is used as a case study for demonstration of the applicability of the proposed procedure Data used in the case study are collected by authors at site surveys, through management agencies, and from reports carried by the Vietnam government, JICA, and other organization Note that although the case study here is not an official study for the NH-5, it just presents preliminarily lessons and recommendations for development and management of road infrastructure systems in Vietnam in general Proceeding of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 5.1 Background The National Highway No.5 (NH-5) links the capital city of Hanoi with the international ports of Haiphong in the east with a length of 106km The highway plays the most important role in the road transportation system of northern Vietnam as a socio-economic artery joining the two cities and surrounding cities along the highway With the economic growth that started in the 1990s as a result of the reform, it was estimated that both cargo and passenger traffic volumes on the NH-5 would significantly increase in the near future Along NH-5, there are some crossing roads such as NH-1A (KM0), NH-3 (KM59) and NH-10 (KM77) for connecting with other provinces/cities 5.2 Summary of evaluation factors Data collection for project on aspects of overall goal, purpose, output and input are shown in Table Table Summary of evaluation factors Criteria Overall goal Project purpose Evaluation factors o o o o o Outputs o o o o o Inputs o o Improvement accessibility and speed up economic development Improvement of living standards of people in the project area? Meeting the needs of the growing traffic in the area Traffic in the area is convenient and more efficient traffic flow in passenger and cargo transport Reduction in travel time, increase in travel speed and reduction in transport costs Speed up economic development; Attracted a large amount of capital investment Increase in traffic volume, reduction in traffic congestion The National Highway No.5 Improvement as Class I based on the Vietnamese Highway Standard (TCVN 4054-85) Consulting services (engineering and management) As planned, the project implemented during a period of 53 months (1/1994 6/1998) As planned, the project invested total 27,379 million JPY The participation of experts, the project management unit (PMU) staffs, the consulting unit and construction contractors Note: Reference of JICA (2007) 5.3 Details of evaluation criteria Details of evaluation according to five major criteria (relevance, efficiency, effectiveness, impact and sustainability) for post-evaluation of road infrastructure project are shown in Table Proceeding of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 Table Details of evaluation criteria Criteria Details of evaluation Relevance Efficiency Effectiveness Impact Sustainability o o o o o o o Suitable with development policy Suitable with traffic needs of the locality and area Project implementation cost Degree to complete the project output results Project implementation period Economic criteria: Criteria (IRR, NPV, VOC, B/C, …) Traffic criteria: Traffic flow, vehicle speed, road users’ satisfaction, o o o o Positive impacts: Speed up economic development Negative impacts: Traffic accident; landscape and environment Maintenance activities situation Overloaded vehicle management Road corridor management 5.4 Analysis and evaluation of the project 5.4.1 Relevance The project purposes are under Vietnam’s social economic development strategy as well as the road transport development strategy as stated in Decision No.1327/QD-TTg (2009) In other words, NH-5 improvement project meets the traffic demand of NH-5 as well as of the country in general as shown in Figure Therefore, the investment of NH-5 improvement project complies with the development policy and traffic needs of the studied areas In conclusion, the relevance of the project is very high Cargo Passenger 500 1500 400 1000 300 Country Country Ha Noi 500 200 100 2000 2001 2002 2003 2004 2005 2006 2007 2000 2008 2001 2002 2003 2004 2005 2006 2007 2008 Ha Noi Million ton 50 Hung Yen 40 Hai Duong 30 Hai Phong 20 10 Million passenger 60 30 20 Hung Yen Hai Duong 10 Hai Phong 2000 2001 2002 2003 2004 2005 2006 2007 2008 2000 2001 2002 2003 2004 2005 2006 2007 2008 Source: GSO (2007-2009) Figure Goods and passengers carried in the country and through NH-5 5.4.2 Efficiency As initially planned, the project will be implemented during a period of 53 months (1/1994 6/1998) with total cost of JPY 27,379 million While actual output result is completed as per the initial plan during the construction period of 97 months (1/1994 - 1/2002) exceeding 83 percent compared to the planned duration while the cost is JPY 22.343 million which is 18 percent lower than the initial cost estimate Therefore, the efficiency of the project is at average level Proceeding of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 5.4.3 Effectiveness Actual traffic flow on NH-5 in 2008 converted into passenger car unit (PCU) I as shown in Figure using Vietnamese Highway Standard (TCVN 4054-2005) Based on this, we found that actual traffic flow in 2008 was 27.954 PCU/day, exceeding by 45 percent compared to the objective which was estimated for 2008 (19.204 PCU/day) In addition, there are 66,407 motorbikes per day (equivalent to 19.922 PCU/day) Therefore, the traffic flow doubles against the initial forecast because of the high speed of economic development in surrounding areas of NH-5, especially industrial development via Haiphong ports2 Increasing traffic flow leads to traffic jam in peak hours due to higher demand than the support of NH-5, while there is no reserved land for the expanding highway Given this, it is necessary to construct a new road3 to meet the traffic requirement in order to achieve both effectiveness and sustainability for the development and management of transport network 30,000 25,000 PCU/day Target for 2008 Truck Bus Van Car 20,000 15,000 10,000 5,000 Baseline 1993 (km28)* Target 2008 (km28)* Actual 2008 (km12)** Source: * Reference of JICA (2007), ** Regional Road Management Unit (RRMU 2) Note: As the actual traffic counts on the same location as the baseline and the target (Km28) were not available, the available counts on the nearest location (Km12) were used Both locations are on the section of Hanoi - Hungyen Figure Traffic volumes on NH-5 According to investigation data, it takes hours to travel from Hanoi to Haiphong (with the length of 106 km) Since the road corridor management is not good, residents encroached on the corridors at two roadsides to live and formed the residential and urban areas As a result, management agencies need to install speed-limit sign from 40 ~ 80 km/h for various vehicles on NH-5 at the sections going through densely populated areas (at the count there is one-third of the length having installed speed-limit sign from 40-50 km/h), thus the vehicles must not exceed the regulated speed The time for travel can be reduced to 1.5 hours at night as drivers not abide by the speed-limit regulation The mobility of NH-5 is limited and does not meet the highway performance and cause reducing the socio-economic effectiveness However, the statistical result of interview investigation made by authors’ shows that people living along NH-5 are highly satisfied with the project due to the economic development as shown in Figure (91 percent give answers with “very satisfied” or “satisfied”) See item of 5.4.4 for actual figures of goods quantities via Haiphong Ports A new road as the Expressway Hanoi - Haiphong is under the construction implementation Proceeding of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 Very satisfied Male (n=25) Somehow satisfied 44% Female (n=8) Not much satisfied 48% 63% 25% Total (n=33) 0% 20% Very satisfied 8% 40% 60% Somehow satisfied 13% 80% 100% Not much satisfied 9% 49% 42% Source: The survey on NH-5 carried out by the authors on NH-5 Figure People’s satisfaction along NH-5 5.4.4 Impact The Vietnam economy is now in the second growth stage4 The economic development speed of the provinces along NH-5 after project completion in the first years of the 21st century is indicated through the following data: (1) GDP growth of these provinces is faster than others in the entire country, especially in the industrial field as shown in Table 5; (2) The quantity of enterprises increased five (5) times within years from 2000-2008 as indicated in Table 6; (3) Foreign Direct Investment (FDI) also increased together with the development of industrial zones as illustrated in Figure 9; 4) Goods quantities via Haiphong Port increased quickly as explained in Table Table Annual GDP growth rate 2003-2006 (in 1994 constant price) Total Industry Agriculture Services Whole Country 7.9% 10.4% 3.9% 7.6% Ha Noi 11.7% 13.8% -0.6% 10.8% Hung Yen 12.27% 20.45% 4.49% 15.17% Hai Duong 11.7% 13.3% 4.4% 12.3% Hai Phong 11.3% 15.8% 3.2% 8.7% Source: GSO (2007-2009), Reference of JICA (2007) Note: Figure for Hungyen is annual average growth of 2001-2005; figures for Hanoi are annual growth of 2004-2007 Table The quantity of enterprises Country Hanoi Hungyen Haiduong Haiphong 2000 2004 2006 2008 42.288 4.691 224 507 1.089 91.756 15.068 552 1.123 2.625 131.318 21.739 809 1.766 3.730 205.689 39.503 1.355 2.741 4.913 Increase rate (%) 5 Source: GSO (2007-2009) Table Transport goods quantities via Haiphong Ports Unit: 1000 tones Total Export 1995 4.515 493 2003 12.733 1.399 2004 13.207 1.543 2005 14.043 1.993 Source: GSO (2007-2009) The first growth stage after innovation in the early 1990s 2006 17.207 2.698 2007 24.041 4.184 2008 28.572 5.344 2009 32.925 4.988 Proceeding of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 Hung Yen Hai Duong Hai Phong 700.0 Million USD 600.0 500.0 400.0 300.0 200.0 100.0 0.0 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 Source: GSO (2007-2009) Figure Foreign Direct Investment of surrounding areas In 2002, the number of traffic accidents in the entire country is highest with 27,134 crashes, 12,800 casualties and 30,999 injuries However, with the effort of decreasing traffic accidents on highways in the entire country, in 2009, the situation is improved with 10,805 crashes, 10,168 casualties and 6,989 injuries (see Figure 10) However, the traffic accident ratio on NH-5 is much more than other highways and has an ever-increasing tendency (Table 8) Major causes for traffic accident cases are the vehicles running beyond speed limit, accounting for 93 percent of traffic accident cases as shown in Table Passenger cars account for 95 percent - this is highest ratio, followed by motorbikes with percent The highest ratio causing deaths are motorbike accidents with 20percent as indicated in Table 10 35000 Number of Accident 30000 25000 20000 15000 10000 5000 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 Road crashes 8165 11678 13118 15376 19075 19159 19975 20733 22468 25040 27134 19852 16911 14141 14161 13985 12163 10805 Fatalities 2755 4350 4533 5430 5581 5680 6067 6670 7500 10477 12800 11319 11739 11184 12373 12800 11318 10168 Injuries 9040 12590 13056 16920 21556 21905 22723 23911 25400 29188 30999 20400 15142 11760 11097 10266 7885 6989 Source: National Traffic Safety Committee (2006) Figure 10 Traffic accident situations in Vietnam Table Number of accident per km of road NH.3 NH-5 NH.10 NH.18 1994 2.4 - Source: National Traffic Safety Committee (2006) 2003 2.4 3.4 1.0 1.0 2004 2.1 3.6 1.5 1.2 2005 1.8 4.2 1.2 0.9 2006 1.8 4.2 1.2 0.9 Proceeding of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 Table Cause of accident on NH.5 (2003- 2005) Cause Over speeded Careless Driving Careless Passing Lack of Observing Drunken Driving Encroaching lane Nodding while driving Overloaded Law violation 10 Broken Car 11 Other causes Sum No No 1.102 22 36 1 0 11 1.181 Deaths % 93,3 1,9 3,0 0,2 0,1 0,1 0,2 0,0 0,0 0,3 0,9 100,0 No 67 2 0 0 76 % 88,2 2,6 2,6 0,0 1,3 0,0 0,0 0,0 0,0 0,0 5,3 100,0 Injury No % 202 87,4 12 5,2 3,5 0,4 0,0 0,0 0,0 0,0 0,0 0,9 2,6 231 100,0 Source: National Traffic Safety Committee (2006) Table 10 Vehicle causing traffic accident on NH.5 (2003-2005) Vehicle Bicycle Motorbike Car Small truck Big truck Super loading truck Power-shovel Passenger Pedestrian 10 Other Sum No Case 49 1.125 0 1.181 % 0,2 4,1 95,3 0,3 0,0 0,1 0,0 0,0 0,0 0,1 100,0 Deaths Case % 0,0 15 19,7 61 80,3 0,0 0,0 0,0 0,0 0,0 0,0 0,0 76 100,0 Injury Case 50 180 0 0 0 231 % 0,4 21,6 77,9 0,0 0,0 0,0 0,0 0,0 0,0 0,0 100,0 Source: National Traffic Safety Committee (2006) According to the investigation of some local people, issues such as dust, noise and vibration were caused by the project and affected the people living along the roadsides of NH-5 In addition, pollution by waste at roadsides affected seriously the landscape and environment as shown in Figure 11 Figure 11 Waste along roadsides of NH-5 Proceeding of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 5.4.5 Sustainability According to the field survey, the results found that technical capacity for maintenance work and financial status is operated quite effectively In addition, NH-5 is now being maintained under the fund borrowed from the World Bank at some sections in 2009 and 2010 as shown in Table 11 However, as indicated in survey notes of NH-5, some defects of barrier, subrange and dividing strips by cement concrete still exist and have not yet been solved in timely manner Table 11 Financial status for management and maintenance of NH-5 Unit: million VND Year Operation and management expenditures for NH5*) Management & regular repair Maintenance Maintenance budgets under World Bank Project (WB-4) **) 2004 2005 2006 2007 2008 10,308 10,549 28,998 15,061 12,118 6,431 3,877 - 7,127 3,422 - 10,021 18,977 - 5,320 9,741 - 3,347 8,771 2009 15, 563 2010 - 9,331 6,232 104,0001) 137,0002) Source: *) Regional Road Management Unit (RRMU 2) **) Vietnam Road Administration (VRA) Note: 1) Section from Km 47+000 to Km 76+000; 2) Section from Km 11+135 to Km 47+000 Note that the data may differed from actual ones due to some practical adjustments According to the field survey, pavement condition of NH-5 is deteriorating quickly caused by heavy and overloaded vehicles and it needs more attention for maintenance activities The pavement from Haiphong to Hanoi is being damaged more seriously than the opposite road lanes, creating rutting damages because most of vehicles travelling from Haiphong to Hanoi are overloaded as shown in Figure 12 Also, the section from Km76-Km93, the pavement condition toward Hanoi is damaged more seriously (Figure 13) Source: Vietnam Road Administration (2006) Figure 12 Vehicle situation and rutting happened in the direction of Haiphong to Hanoi Hanoi-Haiphong Haiphong- Hanoi percent of good pavement, 82 percent of pavement to 47percent of good pavement, 44 percent of pavement to be maintained and carpeted, and percent of pavement to be maintained and carpeted, and 15percent of pavement to be improved be improved Source: Vietnam Road Administration (2006) Note that rates of and for good and poor pavement conditions, respectively Figure 13 Damaged pavement situation on NH-5 Proceeding of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 According to the survey, half the length of NH-5 goes through the densely populated areas As per Vietnam Road Administration’s regulations, the width of road safety corridor along roadsides is 15 meters However, at sections going through residential areas, private houses are built close to the roadsides Nearly one half of this road’s length has been changed into the street, affecting sight distance for drivers as shown in Figure 14 Figure 14 Picture of private houses at roadsides of NH-5 The situation of opening a market is unmethodical, shops and inns, buyers and sellers encroach on pedestrian lane, for example of markets in Duong Cai (Van Lam - HungYen), Thia Moi (Quy Hao-Hung Yen), Tien Trung (Nam Sach-Hai Duong), shown in Figure 15 Figure 15 Picture of marketplaces on NH-5 CONCLUSIONS The results of the evaluation analysis for NH-5 has been mentioned above, following summaries are key recommendations for NH-5 as well as lessons learned for development and management of other road infrastructure in Vietnam: - To solve the problem of traffic accidents in the project, we need to introduce traffic engineering solutions such as traffic marks, traffic calming, traffic signal equipments Also, we need to educate drivers and people living along roadsides for awareness of traffic accidents such as not climbing up the fence for crossing the road as shown in Figure 16 Proceeding of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 Figure 16 People climbing up the median fence on NH-5 – For other road infrastructure projects, we need to ensure the management of safety corridor along roads, and also to ensure that land reserved for road upgrading to meet the increasing traffic demand in the future Investment projects need to ensure both efficiency and sustainability – For roads with large percentages of heavy truck like NH-5, we need to consider weighingin-motion (WIM) for controlling vehicle loads as for example in Figure 17, or to build structures consistent with the actual load conditions according to each different direction However, when installing WIM, it needs to consider negative impacts on transportation business activities In addition, we need to establish road maintenance funds (RMF) to ensure the efficiency and sustainability of road maintenance in order to improve the quality of road performance and to extend the life of the road structures Source: http://www.irdinc.com/ Figure 17 Sample of weighing-in-motion for controlling vehicle loads In conclusion, the post-evaluation results of the project support agency managers to evaluate investment efficiency for the current project, to promptly have appropriate solutions in operating the project, or to obtain appropriate lessons for next future projects for implementing more effectively in order to make great benefit to society In addition, the proposed procedure integrated with the post-evaluation can be also applied for other infrastructure projects and the post-evaluation needs to be considered as a requirement for project cycle management in Vietnam Proceeding of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 REFERENCES ADB (2008) Performance Evaluation Report: Phnom Penh to Ho Chi Minh City Highway Project Asian Development Bank Cuong, N.V and D.V Hiep (2011) Lessons Learnt from Road Infrastructure Development in Vietnam: A Case Study of Post-Evaluation for National Highway No.5, The Transport Journal, Ministry of Transport, Vietnam, and Vol.3/2011 Cuong, N.V and D.V Hiep (2010) Modified Project Cycle Management Methodology for Road Infrastructure Development in Vietnam: Application of PCM-FASID for Post-Evaluation, The Transport Journal, Ministry of Transport, Vietnam, Vol.12/2010, pp 18-22 Decision No.1327/QĐ-TTg (2009) On approval of the master planning for development of Vietnam’s road transportation up to 2020 and orientation to 2030, Decision No.1327/QĐ-TTg, Hanoi, Vietnam FASID (2004) Project Cycle Management - Management Tool for Development Assistance: Monitoring and Evaluation, Third Edition, Foundation for Advanced Studies on International Development, Tokyo, Japan GSO (2007, 2008, 2009) Statistical Yearbook & Provincial Statistical Yearbook General Statistics Office, Vietnam Hien, H (2009) Construction works quality management strengthening, The summary record of Works Quality Management Workshop, Vietnam National Committee on Large Dam (VnCold), pp 158-163 Hiep, D.V and K Tsunokawa (2007), Sustainable Financing Sources for Transport Development Infrastructure in Vietnam, The Transport Journal, Ministry of Transport, Vietnam, Vol.8/2007, pp.31-35 Hung, T.N (2009) Construction Works Quality Management: Situation and Solution, The summary record of Works Quality Management Workshop, Vietnam, pp 147-157 JBIC (2008) Evaluation Handbook for ODA Loan Projects, Foundation for Project Development Department - Development Assistance Operations Evaluation Office, Japanese Bank for International Cooperation, Tokyo, Japan JICA (2007) Ex-post Evaluation of ODA Loans: National Highway No.5 Improvement Project (1) – (3) Japan International Cooperation Agency, Japan JICA (2010) Monitoring Survey on National Highway No.5 Improvement Project (1) – (3), not published (Study Team consisting of Tsunashima, I and D.V Hiep) Kim, J., I Yoo and K Tsunokawa (2008) Evaluation of PMS in Korea Using PCM Method Proceedings of the 25th International Symposium on Automation and Robotics in Construction, pp 592-597 Minh, N.L (2008) Construction Investment Project Management Work, Construction Magazine, Ministry of Construction, Vietnam, Vol.6/2008 National Traffic Safety Committee (2006) Northern Vietnam National Roads Traffic Safety Improvement Project, Vietnam Vietnam Road Administration (2006) Road Network Improvement Project Vietnam Road Administration, Ministry of Transport, Vietnam The World Bank (2007) Handbook Preparation and Implementation of Project The World Bank, Washington DC Tuyet, P.T (2008) Transport works construction investment project management situation in Vietnam and shortcomings to be studied to improve investment effectiveness, Transportation Science Magazine, Vietnam, Vol.12 Tsunokawa, K and I Yoo (2007) Effects of PMS: A Comprehensive Evaluation Framework, Proceedings of ICPT 2007 Beijing, China, pp 346-353 Tsunokawa, K and I Yoo (2008) Post Evaluation of Korean PMS, Proceedings of the 7th International Conference on Managing Pavement Assets, Canada, pp 15-44  ... project management procedure integrated post- evaluation process for road infrastructure projects in Vietnam including the following stages: (1) formation; (2) development and implementation in. .. procedure integrated with the post- evaluation can be also applied for other infrastructure projects and the post- evaluation needs to be considered as a requirement for project cycle management in Vietnam. .. recommendations for development and management of road infrastructure systems in Vietnam through the case study PROJECT MANAGEMENT PROCEDURE IN VIET NAM 2.1 Project Management Procedure In Vietnam, the project