Life cycle management and its application for port facilities in vietnam

JOINT JAPAN/WORLDBANK GRADUATE SCHOLARSHIP PROGRAM INFRASTRUCTURE MANAGEMENT PROGRAM YOKOHAMA NATIONAL UNIVERSITY [ \ LIFE-CYCLE MANAGEMENT AND ITS APPLICATION FOR PORT FACILITIES IN VIETNAM This Thesis has been submitted in partial fulfillment for the Degree of Master in Infrastructure Management Student: DOAN DINH TUYET TRANG 01FF952 – VIETNAM Academic Advisor: Professor TATSUHIKO IKEDA ***** 2001 – 2003 Life Cycle Management and its application for port facilities in Vietnam Doan Dinh Tuyet Trang 01FF952 - Vietnam SUMMARY We are living in a society of great change Among others we can see changes in the central goals and requirements of construction technology Infrastructure is among the long lasting and most important products of our society Therefore ， research and application of good infrastructure management system is of great needs Design, construction and maintenance are the phases that cover the whole project cycle It is important to rationalize the whole process This is the main purpose of this paper Design is an important part: converting the requirements of owner, users and society into performance requirements of the structure system; creating and optimizing structural solutions which fulfill those requirements and finally, proving through analysis and dimensioning calculations, so that these requirements are fulfilled Construction is the next step; it translates design ideas into the real structure And after constructed, Maintenance follows to maintain the life service of structure These components are the main aspects of Life Cycle Management System This system supports an improved quality approach Actually, it is an optimizing process to minimize the total costs and maximize the lifetime Therefore, its application gives many benefits in project management Vietnam is developing country, both economic and infrastructure construction, especially after Doi Moi in 1986 Up to 2020, Vietnam will have many construction projects for infrastructure, both new and renovation ones, so investment for infrastructure is increasing However, Vietnam is facing some issues, such as inefficient use of funds due to inappropriate surveying, planning, design, construction and maintenance, and insufficient funds to respond the requirement of infrastructure development Therefore, a good management system is necessary for present situation in Vietnam Life Cycle Management and its application for port facilities in Vietnam Doan Dinh Tuyet Trang 01FF952 - Vietnam Life Cycle Management with its benefits is a management system that Vietnam government should pursue However, up to now “Life Cycle Management concepts” have not been studied nor applied in Vietnam yet Therefore, I decided to select this matter for my thesis Chapter deal with present socio-economic situation, and transport system in Vietnam, including port system development plan Present issues in construction projects in Vietnam and comparison with Japan’s case are the main contents of chapter The development of economy leads to infrastructure development and vice versa However, Vietnam is facing some issues in construction project management This chapter analyzes these problems and compares with Japan’s case Chapter analyzes various aspects of Life Cycle Management and relationship among them The purpose of the application of Life Cycle Management and its advantages are presented in chapter Chapter describes the application of Life Cycle Management for port facilities in Vietnam, in Cai Mep Deep-Water Port This container port locates in Thi Vai Area, which is one of the economic key areas of the south of Vietnam Chapter evaluates the importance of Life Cycle Management and its application, and gives some proposals for the application of Life Cycle Management in Vietnam The main purpose of this paper is to present the Life Cycle Management concept and to analyze the benefits of its application This makes a new efficient tool in construction project management in Vietnam, so that the existing failures may not be repeated in future In addition, the thesis is to develop a good basis for me and other Vietnamese researchers to pursue further research in the field of Life Cycle Management Abstract We are living in a society of great change Among others we can see changes in the central goals and requirements of construction technology Infrastructure is among the long lasting and most important products of our society Therefore， research and application of good infrastructure management system is of great needs Design, construction and maintenance are the phases that cover the whole project cycle It is important to rationalize the whole process This is the main purpose of this paper Design is an important part: converting the requirements of owner, users and society into performance requirements of the structure system; creating and optimizing structural solutions which fulfill those requirements and finally, proving through analysis and dimensioning calculations, so that these requirements are fulfilled Construction is the next step; it translates design ideas into the real structure And after constructed, Maintenance follows to maintain the life service of structure These components are the main aspects of Life Cycle Management System This system supports an improved quality approach Actually, it is an optimizing process to minimize the total costs and maximize the lifetime Therefore, its application gives many benefits in project management Vietnam is developing country, both economic and infrastructure construction, especially after Doi Moi in 1986 Up to 2020, Vietnam will have many construction projects for infrastructure, both new and renovation ones, so investment for infrastructure is increasing However, Vietnam is facing some issues, such as inefficient use of funds due to inappropriate surveying, planning, design, i construction and maintenance, and insufficient funds to respond the requirement of infrastructure development Therefore, a good management system is necessary for present situation in Vietnam Life Cycle Management with its benefits is a management system that Vietnam government should pursue However, up to now “Life Cycle Management concepts” have not been studied nor applied in Vietnam yet Therefore, I decided to select this matter for my thesis The main purpose of this paper is to present the Life Cycle Management concept and to analyze the benefits of its application This makes a new efficient tool in construction project management in Vietnam, so that the existing failures may not be repeated in future In addition, the thesis is to develop a good basis for me and other Vietnamese researchers to pursue further research in the field of Life Cycle Management My thesis includes five chapters They are: Chapter 1: Overview Chapter 2: Present issues in construction projects in Vietnam – Comparison with Japan’s case Chapter 3: General theory of Life Cycle Management Method Chapter 4: Application of Life Cycle Management for port facilities in Vietnam Chapter 5: Conclusion ii ACKNOWLEDGEMENT Special thanks to Government of Japan, World Bank, and Government of Vietnam for giving me this opportunity to pursue study in post graduate level in this prestigious university I would like to express my sincere gratitude to my advisor, Professor Tatsuhiko Ikeda, who encouraged me to study in the field of Life Cycle Management for Structure, also for his valuable advices and guidance throughout my master’s study Special thanks to Dr Eng Hidenori Hamada (PARI), Dr Eng Tarek Udin Mohammed (PARI), Mr Hideki Yokomoto (OCDI), for their valuable documents, research papers, helpful and advices comments I would like to thank all administration and teaching staffs of IMP for their valuable lectures, and knowledge, also preparatory works Also I would like to thank JICA for allowing me to take part in the internship course “Port and Harbour Engineering” This course not only helped me to improve my knowledge but also gave me some new knowledge for my background iii CONTENTS Abstract iii iv vii Acknowledgement Contents List of Tables viii List of Figures Glossary Chapter i xi Overview 1.1 National profile 1.2 Economic development situation 1.2.1 Economic summary 1.2.2 Vietnam’s economic development goals 1.3 Present situation of transport system 1.4 Port system development plan 11 1.4.1 The maritime transport system 11 1.4.2 Existing port system 1.4.3 Port development plan 1.4.4 Port development strategy toward year 2020 Chapter 12 16 20 Present issues in construction projects in Vietnam – Comparison with Japan’s case 2.1 Present issues in construction projects in Vietnam 25 iv Can Tho Port 26 Ca Mau Fishing Port Nam Can Port – Ca Mau Some damaged cases due to construction Some damaged cases due to corrosion 2.2 Present procedure in planning, design and construction in Vietnam 2.3 27 Chapter 27 29 32 Japan’s past experiences in construction projects during high economic growth 2.4 27 34 New proposals for construction project management in Japan 40 General theory of Life Cycle Management method 3.1 Introduction 3.2 The main components of Life Cycle Management 3.2.1 Design process Survey 46 Planning 47 Design 49 The relationship of survey, planning and design 3.2.2 Construction process 3.2.3 Maintenance and repair 3.3 The relationship of design, construction and maintenance 3.4 The Model of Life Cycle Management Chapter 45 46 46 51 52 54 56 58 Application of Life Cycle Management for port facilities in Vietnam v 4.1 The Southern Port System planning 61 4.1.1 Port group in the south of Vietnam 61 4.1.2 Port project site in Thi Vai – Vung Tau Area 4.2 Application of Life Cycle Management for Cai Mep Deep-Water port 62 66 4.2.1 The results of surveying 4.2.2 Analysis the socio-economic conditions, capacity of existing ports in this area 66 70 4.2.3 The prediction in future of cargo volume, vessel size … 4.2.4 Environment conditions 4.2.5 Position, function, and of port 74 4.2.6 Detailed Design of structures 75 4.2.7 The maintenance methods based on kind of structures, material use 73 77 4.2.8 Comparative study of some cases of structure 4.3 LCM for the existing ports 4.3.1 How to apply LCM system for existing ports 4.3.2 Estimation and prediction on progress of deterioration of Chapter Proposal some rehabilitation methods Conclusion Reference 78 80 reinforced concrete structures 4.3.3 71 80 81 82 83 87 vi List of Tables Table 1-1 Vietnam’s Socio-Economic Development Strategy 2001-2010 Table 1-2 for Investment Requirement for the Transport Sector up to 2010 Port Facilities in Vietnam 11 Table 1-3 Facilities in the Three Main Ports 14 Table 1-4 Planning of Port Groups in Vietnam 14 Table 1-5 Investment for Port Facilities in Japan (1995 price) 18 Table 2-1 Construction Investment in Vietnam 37 Table 2-2 Natural Conditions in Cai Mep Area 39 Table 4-1 Cargo Throughput Volume and Number of Vessels at Ports in 70 Table 4-2 HCMC (Vessel more than 1,000DWT) 72 Cargo Distribution by Ports in HCMC at year 2010 Table 4-3 General Method of Repair and Rehabilitation 73 Table 4-4 General Method of Repair and Rehabilitation 82 vii In addition, the opening of National Road No.51 and the service of Jet Foil Ship between HCM City and Vung Tau City have stimulated the flow of several kinds of goods and many tourists around the survey areas Currently, the areas between the Thi Vai River and National Road No.51 in the Thi Vai/Cai Mep survey area have been designated as IZs by the government In and around the IZs, especially in Phuoc Hoa Commune, the large extent of mangrove swamp has still remained However, there is neither legal reserve nor legal protection area designated by the government The land utilization maps in different years (1992 and 1999), the urban, and residential and plantation forest areas have expanded into the rice field and mangrove swamp areas for the seven years To decide the suitable position of project, we carried out some survey in regional inhabitants and their life, ecosystem, water and sediment qualities … Then, after position planed we have to predict environment impact assessment 4-2-5 Position, function, and scale of port Position: Taking into account all of those above started issues, the development of a deep container port (more than CDL –14m) is vital to the independent growth of the Vietnamese economy Due to such conditions as waterfront, large hinterland space and other socio-economic factors, Thi Vai – Cai Mep can be regarded as the most suitable site for new port development Function: The forecast of cargo volume handled at SFEA Ports by the year 2010 is formulated as a basic for planning, considering the functional allotment of port activity among ports in SFEA An analysis is performed on the prospects of the future development plan in HCMC, reflecting the past trend and the overall cargo volume forecast The basic port function to be developed at the Cai Mep sites is so-called “International Gateway Container Port (IGCP)” with the functions to: 74 1) Support overall socio-economic development of the south of Vietnam 2) Serve mainly for international container traffic to/from SFEA with some domestic container transshipment 3) Promote industrial location at the direct hinterland of the port 4) Alleviate excess river/land traffic in and around HCMC/Saigon ports area 5) Promote and regulate various development activities on the water front area of Thi Vai River 6) Minimize possible development impacts on natural and socio-economic environment Scale: Based on the requirements of socio-economic, cargo volume, vessel sizes, and functions of port, the overall scale of port development and dimensions of major components are as follows: 1) Three container berths with -14m deep (for vessel 50,000DWT) and two container berths with -16m deep (for vessel 80,000DWT) including container-handling yard 2) Four lanes access road connecting route No 51 3) Two-way approach channel with depth of -16m 4) Supper structures and container handling equipment necessary for handling more than 300,000 TEU/year/berth 4-2-6 Detailed Design of structures The structural design of the facilities is conducted based on the technical standards prevailing in Vietnam as much as possible However, if there are no suitable technical standards in Vietnam, the “Technical Standards for Port and Harbour Facilities in Japan” is applied Based on the results of surveying and planning, the detailed design of structures is carried out 75 The mooring facilities of Cai Mep Port will be constructed along the bank of Thi Vai River Therefore, the open-type quay structure is recommended not to disturb the flow of river as already adopted for all mooring facilities constructed along the Thi Vai River The existing mooring facilities are mostly constructed by using rectangular concrete piles The mooring facilities that are supported by steel pipe piles are few However, the steel pipe pile structure was adopted in this project because the water depths of berths are deeper than the existing facilities and the bearing layer for the piles is also deeper than the existing facilities Moreover, the construction period for steel pipe pile structure is shorter than the case of concrete pile; and the quality of steel pile is also better than concrete pile because most of cases of concrete piles are made in site Now, the protection against corrosion of steel piles can be solved well In this area, all foundation piles were designed to be vertical piles in order to eliminate the negative influence of settlement of sub-soil as much as possible However, in this design, a possibility remains to adopt a structure consisting of vertical piles and coupled batter piles because they are more economical The structure chosen is the steel pipe piles under reinforced concrete deck-beam system (see picture) The width of Thi Vai River is very wide around Cai Mep Port but the slope of riverbed is very gentle Therefore, if the face line of wharf is allocated in a deepwater area, a large amount of land reclamation and strong revetment structure are required and it will disturb the smooth flow of the river On the contrary, if the face line of wharf is arranged in a shallow water area, a large amount of initial and maintenance dredging are required Hence, the middle of above two ideas was adopted for the Cai Mep Port, i.e the wharf and terminal yard are constructed separately and trestles are provided between them Considering the topographic and bathymetric conditions, the length of a trestle was determined to be 90m, which consists of bridges of 18m spans And from the viewpoint of smooth traffic flow between the detached pier and backup yard, the width of trestle was determined to be 20m 76 4-2-7 The maintenance methods based on kind of structures, materials used The major structure of berth is steel pipe piles under reinforced concrete deck The design lifetime is 30 years The reinforced concrete deck is needed to protect from corrosion In this case, we use specific concrete, i.e sulfate-stable concrete, that prevent seawater from intruding through inside The kind of cement that is used for this concrete is produced in Vietnam and its cost is not so much than normal cement Thus, we select this kind of concrete to prevent steel bar corrosion To protect steel from corrosion of seawater, we have some solutions, such as coating method, cathodic protection method, or the mixing of them Based on the quality of seawater, lifetime of structure, the affect of protection method, and the cost of each protection method, we have two solutions; the first, the mixing of coating and cathodic protection method, and the second, the Nippon steel precoated anticorrosion steel pipe pile Based on the research result, steel material corrosion rates are shown as following figure (see figure 4-4) Figure 4-4 Distribution of steel material corrosion rates [4] 77 The first solution For the sections below the mean low water level (MLWL), the cathodic protection method shall be applied as the standard corrosion control method For the sections above the water depth of 1m below the mean monthly-lowest water level (LWL), the painting method shall be applied We use layers epoxy paint for the coating with 500µ thickness, and sacrificeanode set for each pile The length of painting is 5.0m With this solution, we have to maintain after few years, because the painting will be removed after about 10 years, and sacrifice-anode will be deteriorated after about years The change of anode is not so difficult, but the painting under water is not easy although there is some companies that present the new method for painting under water [8] The second solution The steel pipe pile is precoated in factory with the special material, such as polyurethane-elastomer or polyethylene The length of cover is 15.0m average We choose polyethylene for this structure because the lifetime is 30 years The lifetime of this cover is 50 years [14] With this one, we not need to use cathodic, and to maintain also [14] 4-2-8 Comparative study of some cases of structure We assume that the structure in two solutions is the same We only compare the cost per steel pipe pile with the different corrosion prevent method The costs stated below are those for corrosion protection The original material cost of steel pipe pile is 13,000$US per pile * * 1$US = 15,000 VND (in 2000) 78 The first solution (per pile) The initial costs: - Pile: - Painting: 13,000 $US 43 $US - Sacrifice-anode: 520 $US - Total: 13,563 $US The maintenance cost for 30-year lifetime: - painting (2 times): 170 $US - Sacrifice-anode (4 times): 2,080 $US - Total: 2,250 $US The total cost (1): 15,813 $US If we want to extend its lifetime up to 50 years, the maintenance cost is: - Painting (4 times): 340 $US - sacrifice-anode (6 times): 3,120 $US - Total: 3,460 $US The total cost (2): 17,023 $US The second solution (per pile) The initial cost: - Pile: 13,000 $US - Cover: 340,200 yen = 2,835 $US** The maintenance cost: no The total cost: 15,835 $US ** 1$US = 120 yen 79 The comparison is shown as following figure: Cost ($US) The cost comparison of two solutions (50 year lifetime) 18000 17000 16000 15000 14000 13000 12000 11000 10000 10 20 30 40 50 60 Year The first solution The second solution Figure 4-5 The cost comparison of two solutions The total cost of two solutions is almost the same in 30 years However, in the first one, the maintenance method is not easy and it is very difficult to secure the quality Therefore, in this case, we can choose the second one If the lifetime is 50 years, it is noted that the second one is far better than the first one 4-3 LCM FOR THE EXISTING PORTS 4-3-1 How to apply LCM for existing ports Main constitutive structures in port facilities are generally made of steel and/or concrete Those construction materials will exhibit superior performances in marine environments, but they are difficult to be well maintained in good conditions; nevertheless, they are subjected to extremely severe environment from the viewpoint of materials deterioration Consequently, some reinforced concrete marine and coastal structures suffer from heavy deterioration, which may result in lack of their structural capacities against requirements The typical structural deterioration is caused by chloride ions in seawater that induce corrosion of rebars embedded in concrete Many studies have been conducted to date about the mechanism of chloride-induced deterioration and useful results are available to tackle the problems 80 Periodic maintenance is the only measure to be taken in reinforced concrete marine structures after commencement in service for avoiding heavy deterioration and consequent loss of structural capacities In addition, effective and rational maintenance can be achieved with understanding both the process and progress of deterioration and the relationship between materials deterioration and change in structural capacities For this purpose, it is important to establish a comprehensive maintenance management system that provides engineers with quantitative information on deterioration as well as several alternatives of maintenance work This system consists of the following five stages: - Inspection and quantification of current deterioration: basic data are supplied to the system regarding information on materials and structures as well as the results of inspection on current conditions of structural members - Evaluation of current deterioration: The estimated results of materials deterioration by the system are adjusted to those of inspection followed by modification of the calculation parameters - Prediction of future deterioration: The future deterioration process of structural members is predicted by using material degradation models with the modified parameters - Proposal of measures: Several methods of measures for repair and rehabilitation including their execution timing and frequencies are proposed from the viewpoints of estimated life-cycle cost and design lives - Decision of the most probable method: The most appropriate measure is selected by engineers among alternatives of proposals on the basis of benefit versus cost judgment Vietnam has many the existing port facilities that were built long time ago Most of them are deteriorated due to environmental actions, especially seawater, so they are unsatisfactory with requirements of cargo loading For these facilities, it is important to apply LCM for the maintenance, repair or rehabilitation of them 4-3-2 Estimation and prediction on progress of deterioration of reinforced concrete structures To find out an appropriate solution for maintenance or repair of existing structure, estimation and prediction on progress of deterioration is necessary Three 81 fundamental parameters have been proposed for the prediction by Dr Yokota and Dr Hamada1 : chloride content on the surface of concrete, an apparent diffusion coefficient, and the depth of concrete cover to a rebar embedded Using these three parameters, it is possible to calculate the chloride content in concrete at a certain position and time The progress of deterioration can be estimated and predicted in two ways, i.e calculating the chloride content and having visual inspection Alternative measures for rehabilitation can be proposed based on the results of these two measures 4-3-3 Proposal some rehabilitation methods Measures generally taken for rehabilitation to port structures were classified based on the past records of rehabilitation Methods and their characteristics are summarized in Table 4-4 Table 4-4 General method of repair and rehabilitation [10] Name Abbreviation Lifetime (in year) Note Crack injection CI Not applicable Surface coating SC 15 Sectional reform RS Long Cathodic protection CP 20 Desalination DS Long SC if required FRP covering FC 30 RS if required SC if required Crack injection has been widely used but can be applicable only in the early stage of deterioration Surface coating has been also used in the early stage of deterioration as well as subsidiary work to the other methods The life expectation of the method varies, but is fixed to 15 years in this system Cross-sectional reform includes patching and removal of concrete cover part followed by casting of new concrete This method is the most popular one for rehabilitation to degraded port structures Its cost varies depending on the extent of removal parts Surface coating was executed a few times with RS method Cathodic protection and desalination have been executed with surface coating When cathodic protection is applied, annual maintenance cost will increase 82 Chapter CONCLUSION Life Cycle Management Theory Life Cycle Management for construction project is a new concept Actually, it is an optimizing process of life cycle cost that covers the whole project cycle from surveying to maintenance This is a difficult subject because there are many aspects, and many parameters concerned The main issue is how far such aspects and parameters can be pursued because we cannot get 100% accuracy for all portions that we take into account The fundamental matter to choose the best solution is to maximize lifetime and to minimize the total cost of project Normally, comparison is made among alternatives in terms of life cycle cost within a given lifetime, and then the chosen solution has the minimum total cost Life Cycle Management is not only to apply for the new structures, but also for the existing structures With this application, the existing structures will be maintained, repaired or rehabilitated more efficiently Although it is difficult to consider and analyze many aspects in this theory, Life Cycle Management is being applied more and more widely in the world because of its benefit Present issues of construction project management in Vietnam Now, Vietnam’s economy is developing as presented in chapter 2, so the demand of infrastructure development is very high However, until now, the government has not had a suitable system of construction project management yet We lack of coordination project plan of infrastructure This is a big issue This leads on some problems in project management as mention in chapter The completed facilities are inefficiently used; it is not suitable with the transportation system; or we not have enough fund to continue constructing It means that funds are inefficiently utilized The present process in construction project pays attention only to planning, design and construction management, without maintenance It means that we select the best solution based only on the initial cost without taking into account of maintenance cost This leads on some problems such as the bad quality of structure 83 with high maintenance cost afterward More attention should be paid for maintenance or repair from the initial stage of projects In Vietnam, it is a normal practice that designers use the Design Standards to design structures However, the Design Standards is not updated This is a problem in Vietnam Until now, some design fields still use very old Design Standards published more than 10 years ago Thus, we have to use the old design methods and old technology to carry out structure design This is said to some circumscription in design The Application of Life Cycle Management in Vietnam Vietnam is in the stage of rapid economic growth since early 1990s This growth has led to an enormous amount of infrastructure investment including port facilities Therefore, appropriate quality of facilities is needed to efficiently utilize the limited financial resources Application of Life Cycle Management is important for investing port facilities in this regard Following aspects will be important factors for its application: (1) The concept of lifetime of facilities should be critically defined from the planning process Lifetime should be taken into account in determining the structure and materials of the facilities and also in determining the necessity for and extent of the improvement of the existing facilities Lifetime of facilities should be determined by examining the following aspects: a) Function of the facilities: The number of years until the facilities can no longer be usable due to the occurrence of problems in terms of the function of the facilities, for example the water depth of a mooring basin insufficient owing to the increase in vessel size b) Physical property of the facilities: The number of years until it is no longer possible to maintain the strength of materials composing the structures at the specified level due to processes such as corrosion or weathering of these materials It is a normal practice to adjust the physical lifetime to the functional one to minimize the total cost in a given lifetime (2) The policy setting and future socio-economic prediction are important for 84 determining the functional lifetime, scale of structure and its position Therefore, improving prediction technology and collection of necessary data are crucial for it (3) Human factor is important in every stage of project cycle Accurate surveying avoids over design that leads to high investment cost Appropriate planning avoids over capacity of facilities that result in wasteful investment Careful construction management secures high quality of product that leads longer lifetime compared with those by neglected management In this regard, human resource development in each stage is important to implement Life Cycle Management (4) “Maintenance” refers to a system consisting of series of linked activities involving the efficient detection of changes in the state of serviceability of the facilities and the execution of effective measures The concepts of the term relating to maintenance are as follows: a) Inspection / checking: Activities to investigate the state of the structure, the situation regarding damage and the remaining level of function, along with related administrative work, mainly composed of periodic and special inspections b) Evaluation: Evaluation of the level of soundness based on the result of inspection / checking, and judgment of the necessity or otherwise of repair, etc c) Maintenance: Activities carried out with the aim of holding back the physical deterioration of a structure and keeping its function within acceptable levels d) Repair / Reinforcement : Activities in which a structure that has deteriorated physically and/or functionally is partially reconstructed in order to restore the required function and/or structure Maintenance element should be taken into account in design process, because the total costs include initial cost and maintenance cost (5) The government should have a coordinate plan for infrastructure in general, and for each field of infrastructure The Ca Mau Fishing Port is an example for this matter After this port built, the road and navigation system are insufficient to transportation requirements 85 (6) We should be interested in the design standards, update the new technology and calculation methods Because of social-economic development, the scale of project is becoming bigger Designers must study and apply the new technology methods to increase structure’s safety, durableness and reduce its total costs (7) It is an experience from Japan That is the conjunction between construction companies and research institutes It helps the construction companies can carry out new technology methods or new materials quickly These are some of my proposals for the Application of Life Cycle Management System in Vietnam Because this is a new concept, and I have no long time to study about it, I can only analyze generally about this In addition, this thesis is the hopeful to open the good basis for me and other Vietnamese researchers to pursue further research in field of Life Cycle Management 86 Reference [1] Integrated Life Cycle Design of 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Leif Runge Schmidt, Wee Keng Chi John Wiley & Sons Ltd 1983 88