Decision No. 07/2011/QD-TTg Approving the Master Plan for Transport Development in the Central Key Economic Region until 2020 and Orientations until 2030

Pursuant to …;

Approving the Master Plan for Transport Development in the Central Key Economic Region to 2020 and Orientations to 2030

Central Region up to 2020 and orientation towards 2030

______________________

PRIME MINISTER

Pursuant to the Law on Organization of the Government dated December 25, 2001;

Considering the proposal of the Ministry of Transport (report No. 7871/TTr-BGTVT dated November 9, 2010) on the Master Plan for Transport Development in the Central Key Economic Region to 2020 and Orientations to 2030,

DECISION:

Article 1. Approving the Master Plan for Transport Development in the Central Key Economic Region to 2020 and Orientations to 2030 with the main contents as follows:

I. DEVELOPMENT VIEWS

1. Developing transport in the Central Key Economic Region in accordance with the national strategy and master plan for transport development, national socio-economic development orientations, and those of relevant localities.

2. Developing transport in the Central Key Economic Region should fully leverage its geographical advantages and natural conditions as a bridge connecting northern and southern economies, and as a gateway to the sea for the Central Highlands-Western Region and the region.

3. Developing the transport system towards modernization, ensuring connectivity among different modes of transport to form an integrated and smooth system, meeting transportation needs well. Focus on investing in key transport projects with breakthrough characteristics that play a driving role in economic and social development and ensure national defense security for the region such as port systems, airports, expressways; prioritizing maintenance work to ensure efficient and sustainable operation of existing infrastructure.

4. Applying advanced transport technologies, especially multimodal transport and logistics services to improve service quality, reduce costs, enhance competitiveness; controlling and gradually reducing traffic accidents and minimizing environmental impacts during transport operations.

5. Ensuring sustainable development of the regional transport network, closely linking with urban and rural development plans, between plains and mountainous areas.

6. Diversifying investment sources, mobilizing maximum domestic and foreign resources, encouraging all economic sectors to participate in developing transport infrastructure and transport business.

7. Promoting human resource development, applying advanced technology, and strengthening international cooperation in regional transport development.

8. Allocating reasonable land for transport infrastructure development and enhancing traffic safety corridor management.

II. DEVELOPMENT OBJECTIVES

1. Objectives by 2020

a) Regarding transport: Meeting the demand for goods and passenger transport with high quality, reasonable prices, ensuring safety and convenience, controlling and gradually reducing traffic accidents and limiting environmental pollution based on rational transport organization, developing multimodal transport and logistics services. Gradually developing public transport in cities. Specific targets: total transport demand in the region by 2020 is 101 million tons of goods and 185 million passengers with an average annual growth rate of 8.5% - 9.5% for goods and 7.5% - 8.5% for passengers from 2010 to 2020. The volume of goods passing through the coastal port system in the region in 2020 is 40 - 50 million tons with an average annual growth rate of 15%, the number of passengers passing through airports in the region in 2020 is 15 - 16 million with an average annual growth rate of 12%.

b) Regarding transport infrastructure: Upgrading the technical level of existing national highways. Completing the Hue-Da Nang-Quang Ngai-Binh Dinh expressway. Upgrading the technical level of provincial roads and opening new necessary routes. Continuing to develop rural transport, with 70% of rural roads being paved. Building coastal roads according to planning. Upgrading the technical level of the Thong Nhat railway line, constructing branch lines connecting the national railway to coastal ports, industrial zones, and economic zones. Gradually upgrading and expanding the port system to meet demand; total capacity reaching 40 - 50 million tons/year by 2020. Gradually upgrading and expanding the airport system to meet demand; completing the Da Nang International Airport with a capacity of 4 million passengers/year by 2011. Total capacity of airports in the region reaching 20 - 25 million passengers/year and 3 million tons of cargo/year by 2020. Upgrading the technical level of existing river routes; striving to extend managed and exploited river routes.

2. Development orientation to 2030: Meeting the transport and transport service demands of society with high quality, international standards, reasonable and competitive prices, speed, and safety; facilitating connections between different modes of transport, between provinces and cities in the region, with the whole country and internationally. Basically completing and modernizing the transport infrastructure network. Continuing to construct other infrastructure projects according to planning.

III. MASTER PLAN FOR DEVELOPMENT

1. Master Plan for Transport Development Developing five major transport corridors in the region:

- Coastal Corridor: A part of the most important national North-South coastal corridor, following the current National Highway 1A, connecting cities, economic zones, and industrial zones along the coast in the region. This corridor includes all modes of transport: rail, road, and sea.

- Da Nang - National Highway 1A - (National Highway 9 - Lao Bao) and Da Nang - National Highway 14B - 14D - Nam Giang corridors: Two branches of the East-West economic corridor; these corridors not only serve the transport needs of the region but also serve transshipment for Laos and Northeast Thailand. - Da Nang - Central Highlands Corridor: A transport corridor connecting Da Nang Port with the Central Highlands, following the current National Highway 14B and Ho Chi Minh Road.

- Dung Quat - Central Highlands Corridor: A transport corridor connecting Dung Quat Port with the Central Highlands, following the current National Highway 24. - Qui Nhon - Central Highlands Corridor: An important transport corridor connecting Qui Nhon Port with the Central Highlands and neighboring Cambodia, following the current National Highway 19.

2. Master Plan for Infrastructure Development

a) Roads:

Main longitudinal axes:

- Expressway: By 2020, complete construction of the North-South expressway section through the Central Key Economic Region, approximately 470 km long, with a scale of 4 to 6 lanes; of which the Da Nang - Quang Ngai section, 130 km long, will be completed by 2015, while the remaining sections will be constructed and completed during the period from 2015 to 2020.

- National Highway 1A: The section within the Central Key Economic Region from Phong Dien to Cu Mong Pass, 460 km long. Expand some sections with high traffic volume to meet Class II road standards, with a scale of 4 lanes; replace all weak bridges; construct necessary bypasses at urban areas; complete construction of two tunnels through Phu Gia Pass and Phuoc Tuong Pass (Thua Thien Hue).

- Ho Chi Minh Road: The section within the region includes two branches: the western branch from Pe Ke Pass to Thanh My, 150 km long, has been built to meet Class IV road standards; the eastern branch from Cam Lo to La Son to Tuy Loan, 209 km long, will be constructed as an expressway during the period from now until 2020.

- Dong Truong Son Route: The section within the region is 175 km long, spanning two provinces: Quang Nam (142 km) and Quang Ngai (33 km). Complete the entire route to meet at least Class IV or V road standards.

- Coastal Road: Complete the coastal road within the region from Thua Thien Hue to Binh Dinh, meeting at least Class III road standards based on maximizing existing roads, combined with renovation and new construction for connectivity, including about 150 km of new construction and several bridges over rivers such as Cua Dai Bridge (Quang Nam, currently under construction), Tra Khuc II Bridge (Quang Ngai), De Gi Bridge, Tam Quan Bridge (Binh Dinh).

Main transverse axes:

Expressway: After 2020, construct the Quy Nhon - Pleiku expressway, 160 km long, with a scale of 4 lanes.

National Highway 49: From Thuong An Port to the border with Laos, 92 km long. Complete upgrading the entire route to meet at least Class IV road standards, with a scale of 2 lanes. The section from Hong Van Junction to International Border Gate S3, 9 km long, will be constructed to meet Class III road standards.

National Highway 14B: From Tien Sa to Thanh My, 74 km long. Currently, the Tien Sa - Tuy Loan section, 23 km long, is being expanded to meet Class I urban road standards with a base width of 48 meters and a surface width of 33 meters. Complete upgrading the remaining sections to meet Class III road standards, with a scale of 2 lanes.

National Highway 14D: From Giang to Dak Ta Oc Border Gate (Vietnam-Laos border), 75 km long. Complete upgrading to meet Class III to Class IV road standards, with a scale of 2 lanes; connect National Highway 14B and National Highway 14D into a single 14B route from Tien Sa to Ta Oc, 161 km long.

National Highway 14E: Complete upgrading the section from National Highway 1A (Cay Coc Junction - Thang Binh) to Khanh Duc Town (Ho Chi Minh Road), 79 km long, to meet Class IV road standards, with a scale of 2 lanes; the extension of National Highway 14E from National Highway 1A to the coastal road, 12 km long, will meet Class III road standards, with a scale of 2 lanes.

National Highway 24: From Thach Tru (Quang Ngai Province) to Kon Tum City, 169 km long; complete upgrading the entire route to meet Class III road standards, with a scale of 2 lanes. National Highway 24B: From Tra Khuc Bridge (National Highway 1) to Sa Ky Port, 18 km long, meets Class III road standards.

National Highway 19: Connects from Quy Nhon Port (Binh Dinh) to Le Thanh (Gia Lai), 238 km long; the section within the region from Quy Nhon Port to An Khe Pass, 77 km long, meets Class III road standards, while the section from Quy Nhon Port to the intersection with National Highway 1 is upgraded to meet Class I and Class II road standards, with a scale of 4 to 6 lanes.

National Highway 1D: From Quy Nhon (Binh Dinh) to Song Cau (Phu Yen), 35 km long, the section passing through Quy Nhon City follows urban planning standards, while the remaining section maintains Class III road standards, with a scale of 2 lanes.

Nam Quang Nam Road: From Tam Thanh through Tra My, Tac Po to Dak To, 209 km long, the section within the region is 140 km long (in Quang Nam Province). Upgrade to meet Class IV road standards, with sections through towns and market towns meeting Class III road standards; the section through Tam Ky City follows urban road standards.

Tra My - Dung Quat Road: From the junction at Bac Tra My Town (in Quang Nam) through Tra Bong and Binh Son districts (in Quang Ngai) to Dung Quat Port, 81 km long. Complete construction of the Dung Quat - Binh Long section to meet Class I road standards, with a scale of 6 lanes (according to the Dung Quat Economic Zone plan). Upgrade the Binh Long - Tra Bong section to meet Class I road standards, with a scale of 4 lanes, and the Tra Bong - Tra Thanh - Tra My section to meet Class III and mountainous Class IV road standards.

b) Railways:

Existing railways:

By 2020, complete upgrading the Thong Nhat railway to meet national railway standards; relocate stations to the outskirts of cities to align with urban planning and future high-speed North-South railway plans: Da Nang station to Hoa Khanh, Quy Nhon station to Dieu Tri.

New railways:

Construct branch railways connecting the national railway to seaports, industrial zones, and economic zones such as Cham May Port, Lien Chieu Port, Chu Lai Economic Zone, Dung Quat Port, and Nhon Hoi Quy Nhon Port.

Study constructing a tunnel for the Hai Van Pass railway, initially serving the Thong Nhat railway, later for the high-speed North-South railway; study constructing the Danang - Kon Tum railway as part of the Western Highlands railway from Danang - Kon Tum - Dak Lak - Buon Ma Thuot - Chon Thanh to Ho Chi Minh City.

c) Sea routes:

Develop and upgrade major ports to meet development requirements at different stages, specifically as follows:

- Da Nang Port: Develop Da Nang Port to serve as the international gateway port in the Central Region. Renovate and upgrade the Tien Sa wharf for ships of 30,000 to 50,000 DWT, container ships of 4,000 TEU, with a modern passenger terminal capable of handling up to 100,000 GRT cruise ships. Construct a new Son Tra (Tho Quang) wharf area for ships of 5,000 to 20,000 DWT (reduced load) to serve storm shelter and security defense functions, replacing existing Han River wharves that need relocation. Develop the Lien Chieu wharf area to gradually take on the role of the main wharf of the international gateway port of Da Nang, receiving ships of 50,000 to 80,000 DWT, container ships of 4,000 to 6,000 TEU.

- Dung Quat Port: National general-purpose port type I, regional hub, including two main berthing areas, namely Dung Quat I (currently existing) and Dung Quat II (newly developed in My Han Bay), and satellite berths at Sa Ky.

The Dung Quat I Berth Area serves general cargo, containers, accommodating vessels with 10,000 to 50,000 DWT; dedicated berths for exporting products from the Dung Quat oil refinery for vessels with 10,000 to 30,000 DWT; dedicated berths for heavy industrial facilities for vessels with 20,000 to 70,000 DWT; and maritime works serving shipbuilding and repair up to 300,000 DWT. This is the main investment development area of the port in the initial phase. The Dung Quat II Berth Area: specialized berths for crude oil, coal, ore carriers with 100,000 to 350,000 DWT directly serving the Dung Quat petrochemical plant and large-scale steelmaking complexes, with general cargo berths supporting the expanded Dung Quat economic zone in subsequent phases.

- Quy Nhon Port:

National general-purpose port type I, regional hub within the Vietnamese seaport system. Serving northern Central Vietnam, the Central Highlands, and the border economic region of the three Indochinese countries.

 The Quy Nhon - Thi Nai Berth Area: the main berth area, key investment focus until 2015, comprising general-purpose container berths for vessels with 10,000 to 30,000 DWT, and dedicated berths for vessels with 5,000 to 7,000 DWT.

The Nhon Hoi Berth Area: gradually developing in scale suitable for actual market needs, primarily serving as a combined dedicated and general-purpose berth area directly supporting large-scale centralized industrial facilities to be established there, accommodating vessels with 20,000 to 50,000 DWT.

In addition to these two berth areas, studying the construction of local berths such as Dong Da, De Gi, Tam Quan, etc., for smaller vessels with a role as satellite berths of the port.

- Thua Thien Hue Port:

Local general-purpose port type II within the Vietnamese seaport system, consisting of the main Chien Mai Berth Area and satellite Thu An Berth.

The Chien Mai Berth Area has the primary function of handling general cargo, directly serving the Chien Mai industrial park and part of transit goods for Laos. It includes dedicated berths for shipbuilding and repair services and international domestic passenger services. Accommodating cargo vessels with 30,000 to 50,000 DWT and passenger vessels up to 100,000 GRT.

The Thu An Satellite Berth accommodates vessels with 3,000 to 5,000 DWT.

- Ky Ha Port (Quang Nam):

Local general-purpose port type II within the Vietnamese seaport system. Mainly developing on the right bank of the Song Truong Giang River, accommodating vessels with 5,000 to 20,000 DWT, including general-purpose and dedicated berths directly serving the Chu Lai and Nui Thanh industrial parks.

- Ben Dinh Port (Quang Ngai): Constructing the Ben Dinh Port on Ly Son Island as a local general-purpose port, directly serving Ly Son Island; accommodating vessels up to 1,000 DWT.

d) Air Transport

- Da Nang International Airport:

Continuing to invest in and develop Da Nang International Airport as the central airport of the Central Region. By 2020, complete new investments and upgrades to reach Category 4E according to ICAO standards, ensuring the reception of B747-400 aircraft or equivalent, with a capacity of 10 million passengers/year and 200,000 to 300,000 tons of cargo/year; by 2030, continue to expand and enhance operational capacity, reaching 20 million passengers/year and 500,000 tons of cargo/year.

- Chu Lai International Airport:

Investing in and developing Chu Lai International Airport to reach Category 4F according to ICAO standards. By 2020, complete Phase 1 investment with a capacity of 1 million tons of cargo/year. By 2030, continue to upgrade and develop Chu Lai International Airport into the largest national cargo transfer center, ensuring the reception of B747-400 aircraft or equivalent, with a capacity of 5 million tons of cargo/year and 4 million passengers/year.

- Phu Bai International Airport:

Investing in and developing Phu Bai International Airport to reach Category 4E according to ICAO standards, capable of receiving A320/A321 aircraft or equivalent. By 2020, achieve a capacity of 5 million passengers/year and 100,000 tons of cargo/year. Continue to expand capacity to reach 9 million passengers/year and 300,000 tons of cargo/year by 2030.

- Phu Cat Domestic Airport:

Investing in and developing Phu Cat Domestic Airport to reach Category 4D according to ICAO standards, capable of receiving A320/A321 aircraft or equivalent. By 2020, achieve a capacity of 0.5 million passengers/year and 5,000 tons of cargo/year. After 2020, expand and strengthen capacity based on actual needs.

e) Inland Waterways

Upgrading and renovating inland waterway routes managed by localities to Class IV and V; major rivers including the Huong River, Tam Giang Lake, Han River, Truong Giang River, and Thu Bon River to Class I to IV; adding approximately 200 km of coastal lagoons and river mouths to management and transportation exploitation; installing navigational aids to ensure safe transportation. Building some river berths to meet residential and tourism needs.

f) Urban and Local Transportation

Developing urban and local transportation according to approved provincial and city master plans.

3. Priority Investment Projects

Priority investment projects include infrastructure projects that connect the transportation network, driving regional development such as constructing new expressways Danang - Quang Ngai and Cam Lo - Tuy Loan, upgrading and expanding National Highway 1A, 49, 49B, and 24; expanding, upgrading, and deepening Danang, Quy Nhon ports, and Danang International Airport; developing Chu Lai International Airport.

4. Land Reserve for Transportation Development

The land reserve for transportation infrastructure development in the Central Economic Zone until 2020 is 430 km², accounting for 1.5% of the total area of the region (excluding land reserved for transportation within city centers).

IV. MAJOR SOLUTIONS AND POLICIES

- Encourage enterprises to innovate and modernize road transport vehicles to ensure comfort, safety, and environmental protection; improve technical standards for roads to be compatible with ASEAN road standards to ensure international connectivity and integration. Amend regulations and systems appropriately to facilitate the passage of motorized transport vehicles from neighboring countries, particularly Thailand, through Vietnam's territory.

- Develop railway transportation to reduce pressure on road transportation, especially inter-regional transportation. Enhance the quality of railway transportation services, particularly regional trains.

- Encourage economic sectors to participate in marine transportation and maritime services. Innovate loading and unloading technologies at transportation hubs, apply advanced transportation technologies, especially multimodal transportation.

- Improve air transportation service quality based on increasing flight frequency and appropriate scheduling; rationally connect transit flights in a timely, convenient manner.

2. Solutions and policies for developing traffic infrastructure

- To fully exploit and effectively utilize traffic works within the area, construction and upgrading of traffic works must comply with specialized planning, regional planning, avoiding localism that leads to investment waste.

- Prioritize investment in breakthrough projects that create regional connections (projects along vertical axes of regions, roads connecting coastal ports to the Central Highlands and international transport corridors).

- Leverage internal resources, create favorable conditions to attract investment capital from various economic sectors to build and upgrade traffic infrastructure under various forms: public-private partnership (PPP); bond issuance; build-operate-transfer (BOT); build-transfer (BT), invest-recover-fees-transfer, concession fee transfer...

- Continue to seek official development assistance (ODA) funds from countries and international financial organizations in diverse forms.

- Allow provinces and cities to auction land use rights to raise capital for developing traffic infrastructure within their jurisdictions.

- Allocate reasonable land for developing traffic infrastructure in both the short term and long term.

Article 2. Implementation

1. The Ministry of Transport shall take the lead, coordinate with provincial People's Committees directly under the central government in the region and relevant ministries and sectors to unify responsibility allocation, management organization, and implementation of the plan. During the implementation process, timely review and adjustment should be conducted to meet practical requirements.

2. Relevant ministries, sectors, and provincial People's Committees directly under the central government in the region shall cooperate to determine investment capital, establish appropriate mechanisms and policies to ensure synchronized and timely implementation of the plan.

3. Solutions and policies for ensuring traffic safety - Complete the legal system, improve traffic safety management organizations from central to local levels towards sustainable traffic order and safety. Strongly decentralize management work (especially national highway management), patrol, inspection, and violation handling. - Strengthen and enhance the effectiveness of propaganda, dissemination, education combined with enforcement of traffic laws. - Develop transportation infrastructure systems that ensure safety corridors, subject to traffic safety assessment linked to the construction of intersections, public drainage structures, and black spot remediation. - Improve the quality of training, licensing, and management of vehicle drivers; the quality of vehicle inspections. - Enhance rescue and disaster relief efforts to minimize losses caused by traffic accidents.

Article 3. This Decision takes effect from March 10, 2011.

Article 4. THE MINISTERS, HEADS OF GOVERNMENT-LEVEL MINISTRIES, HEADS OF GOVERNMENT-LEVEL AGENCIES, AND CHAIRMEN OF PROVINCE AND CITY PEOPLE'S COMMITTEES DIRECTLY UNDER THE CENTRAL GOVERNMENT SHALL BE RESPONSIBLE FOR ENFORCING THIS DECISION./.