Chapter 4

Maximisation of Economic Benefits and Industrial

Development Strategies through the
Hanoi─Vientiane Expressway: The Case of Lao PDR

Leeber Leebouapao and Sthabandith Insisienmay

July 2019

This chapter should be cited as

Leebouapao, L. and S. Insisienmyay (2019), ‘Maximisation of Economic Benefits and Industrial
Development Strategies through the Vientiane─Hanoi Expressway: The Case of Lao PDR’, in
Ambashi, M. (ed.), Vientiane─Hanoi Expressway Project, ERIA Research Project Report FY2018
no.3, Jakarta: ERIA, pp.52─74.
 Chapter 4
Maximisation of Economic Benefits and Industrial Development
Strategies through the Hanoi–Vientiane Expressway:
The Case of Lao PDR

Leeber Leebouapao

Sthabandith Insisienmay

1. Introduction

Since gaining independence in 1975, Lao PDR has instituted several economic reforms, notably the New

Economic Mechanism, and adopted an open and more liberated market economy. International

economic cooperation began after the adoption of the New Economic Mechanism in 1986, and the

government’s vision, strategy, and national socio-economic development plans have determined the

terms of regional and international integration. Lao PDR’s Socio-economic Development Vision, 2030

anticipates the country’s economic and social development progress during 2015─2030 ‘to be able to

broadly and deeply integrate and connect with the region and the world’ (MPI, 2016). To this end, the

10-Year Socio-Economic Development Strategy, 2015─2025 includes a sub-strategy on improving

regional and international integration and connectivity in which the focal tasks are to upgrade and

develop transport infrastructure and improve logistics services (Box).

Box: Sub-Strategy on Improving Regional and International Integration

The sub-strategy on improving regional and international integration and connectivity under the 10-Year
Socio-Economic Development Strategy, 2015─2025 focuses on the following areas:
• implementing international cooperation commitments and mobilising financial resources in terms of
foreign direct investment and overseeing development assistance;

• participating in regional and international integration processes, particularly in the framework of the
Association of Southeast Asian Nations (ASEAN) Economic Community; ASEAN+6 (Australia, China,
India, Japan, Republic of Korea, and New Zealand); the Greater Mekong Subregion; and the World
Trade Organization;

52
 • creating a favourable investment and business environment and mobilising quality foreign direct
investment, accompanying expertise, transferable technology, and export market;
• developing local enterprises to enable them to integrate into regional and global supply chains; and

• upgrading and developing road, railway, and aviation infrastructure and improving logistics services
to make them convenient, safe, and modern.
Source: Government of Lao PDR (2016), 10-Year Socio-Economic Development Strategy, 2015–2025.

To promote trade and foreign direct investment, it is widely acknowledged that countries that are

landlocked, a condition that was once generally considered an impediment to economic development,

should instead be viewed as ‘land-linked’ in the context of promoting regional economic integration and

connectivity. Recognising this opportunity, the Government of Lao PDR has promoted regional and

international economic cooperation to economically integrate and connect the country with its

neighbours and with global value chains.

The launch of the East–West Economic Corridor (EWEC) integration scheme during the 8th Greater

Mekong Subregion (GMS) Ministerial Meeting in 1988 provided momentum for integration. As one of

the flagship initiatives of the GMS, the corridor adopted a holistic approach to developing a cost-effective

way of instituting an efficient transport system for moving goods and people in the subregion, while

simultaneously developing telecommunications and energy infrastructure, tourism, and a policy and

regulatory environment that facilitates and encourages private sector development. The corridor

traverses and links many member countries of the Association of Southeast Asian Nations (ASEAN),

passing though Da Nang, Dong Ha, Thua Thien Hue, and Quang Tri in Viet Nam (271 kilometres (km));

Dansavanh and Savannakhet in Lao PDR (229 km); Mukdahan, Kuchinarai, Kalasin, Khon Kaen,

Phitsanulok, Mae Sot, and Tak in Thailand (620 km); and Mawlamyline and Myawaddy in Myanmar (200

km). This provides opportunities for Lao PDR to access regional markets and attract more investment

from neighbouring countries.

Located in the centre of GMS and sharing borders with all GMS countries, Lao PDR has the potential to

create a transport hub (ERIA, 2016). Nevertheless, the mountainous topography and lack of

infrastructure are obstacles to further development and the fulfilment of this potential, and connectivity

within the country and with the region remains a major challenge. Lao PDR has poorer-quality roads

than Thailand and Viet Nam (Figure 4.1), and, unlike its neighbours, its roads do not meet weight

53
standards. The highway security system is inadequate and border facilities do not accord with

international standards (MPWT, 2015). Moreover, more than 80% of the roads are earthen or gravelled,

while concrete, asphalt, and paved roads make up less than 20% of the total length (Figure 4.2). Some

sections, particularly those connecting urban and rural areas, are impassable in the rainy season.

Figure 4.1: Road Quality Ranking, 2018

Thailand 59

Viet Nam 92

Lao PDR 94

Cambodia 99

0 20 40 60 80 100 120

Note: Figures indicate the rank amongst 137 countries. Economies are ranked on their quality of
road from 1 to 137.
Source: The Global Competitiveness Report, World Economic Forum.

Figure 4.2: Road Types, 2016 (%)

Concrete: 0.8 Asphalt: 1.5

Paved: 15.4

Earthen: 44.2

Gravelled: 38.1

Source: Ministry of Public Work and Transport, Lao PDR.

54
Many improvements are also needed in areas related to road infrastructure. Although Lao PDR has

improved its ranking in the Logistics Performance Index, which measures the physical movement of

goods within and across borders, it still ranks lower than Thailand and Viet Nam in all areas (Figure 4.3).

It ranks lower than Cambodia and Myanmar for the timeliness of shipments arriving at their destination

in the specified delivery time. It also ranks lower than Cambodia in the ease of arranging competitively

priced shipments, as represented by the international shipment index.

Figure 4.3: Logistics Performance Index, 2018

Customs
160
140
120
100
Timeliness 80 Infrastructure
60
40
20
0

International
Tracking and tracing
shipments

Logistics quality and

competence
Thailand Viet Nam Lao PDR Cambodia Myanmar

Source: Logistics Performance Index, World Bank.

The transport and logistics sector is therefore amongst the sectors prioritised for support. The ongoing

construction of the Lao PDR–China railway, as well as several planned highways connecting the country

to the region, particularly the Vientiane–Hanoi Expressway (VHE) under the EWEC scheme, and the

proposed construction of friendship bridges across the Mekong River are significant steps in this

direction.

As well as creating a smooth link between Vientiane and Hanoi, the development of the VHE is seen as

a missing part of Hanoi–Bangkok connectivity, which will provide economic benefits to the economy of

the entire Mekong region through increased international trade. The potential trade and investment

benefits from this expressway are therefore expected to be felt by Thailand and Viet Nam at the far ends

55
of the VHE route in addition to the Lao PDR. This paper focuses mainly on a case study of Lao PDR, but

it will also consider the potential qualitative benefits to be gained by Thailand and Viet Nam.

Section 2 provides more details of the transport plan and current development in the context of regional

and international economic integration and connectivity. Section 3 qualitatively assess the potential

economic development benefit for Lao PDR of the transport infrastructure connectivity provided by the

VHE. Section 4 provides concluding remarks.

2. Transport-Related Infrastructure Development and the Planned Vientiane–Hanoi

Expressway

As a landlocked country, land transport is the most important mode of transport in Lao PDR. Land

transport makes up almost 80% of total transport, river transport 18%, and air transport 2%. Effective

land transport infrastructure development is also crucial to overcome the constraints of low

population density and hilly terrain; provide an efficient connection between the northern, central,

and the southern economic centres of the country; and connect each centre with neighbouring road

networks. For this reason, the Eighth Five-Year National Socio-Economic Development Plan,

2015─2020 (Outcome 1, Output 7); the strategy on regional and international integration, 2016─2025

of the Ministry of Public Works and Transport (MPWT); and the national and sector plans all emphasise

two modes of land transport infrastructure development: roads and highways, and railways.

2.1 Roads and highways

The National Socio-Economic Development Plan focuses on improving and expanding existing roads

such as national roads, roads linking provinces to districts and villages, and ASEAN main roads. This is

in line with the MPWT’s Strategy on Regional and International Integration, 2016─2025, under which

the MPWT’s focal tasks are to upgrade existing national roads to regional highways and to construct

road networks and expressways. The study, survey design, and construction of the VHE – the shortest

connecting road between Vientiane Capital and Hanoi – is also one of the MPWT’s focal tasks specified

in the 2016─2020 strategy on road transport.

56
The VHE is a flagship initiative of the governments of Lao PDR and Viet Nam, and the two countries

have requested financing cooperation from the Government of Japan for its construction. In response

to this request, the Japan International Cooperation Agency (JICA) decided to collect data and

undertake a comprehensive analysis of the VHE. The JICA study proposed for government

consideration an alternative route that is less costly and impinges less on the national forest

reservation. According to the study, the first phase of construction, in 2021─2026, will be from

Vientiane Capital to Ban Viengkham. The density of vehicles will exceed 20,000 a day during this

period. The last phase, in 2028─2040, will be from Ban Viengkham to the Viet Nam border. Vehicle

density will exceed 10,000 a day during this period.

To capitalise on the development of the VHE, existing roads and highways in Lao PDR need to be

upgraded. Eight ASEAN highways (the AH3, AH11, AH12, AH13, AH15, AH16, AH131, and AH132), with

a total length of 2,835 km, need to be upgraded to meet ASEAN standards by 2025 in compliance with

the Master Plan on ASEAN Connectivity, 2025. However, the most important connecting main roads

to undergo upgrading are the AH12 (also known as the NR13 North), and the NR13 South, which

connect the expressway to the northern and southern parts of the country. At the same time, the

ongoing construction of the expressways from Vientiane Capital to Vangvieng (part of the 460 km

expressway from Vientiane Capital to the Chinese border) will link VHE to China in the north.

Construction is divided into four phases. The first phase, from Vientiane Capital to the town of

Vangvieng, in Vientiane Province, is under construction and expected to be completed by 2020. The

second phase, from Vangvieng to Luangprabang Province will run from 2021 to 2024. The third phase,

from Luangprabang Province to Oudomxay Province, will run from 2024 to 2027. The last phase, from

Odomxay Province to the town of Boten, in Luangnumtha Province, will run from 2027 to 2030.

2.2 Railways

Based on the MPWT’s strategy, seven railway projects with total length of 1,594 km are planned for

construction by 2030. These railway lines will run from (i) Vientiane Capital to the city of Nongkhai, in

Thailand; (ii) the town of Boten, on the Chinese border, to Vientiane Capital (the Lao PDR–China

Railway); (iii) Vientiane Capital to the town of Thakhaek to Mugla; (iv) Savannakhet to the town of Lao

Bao on the Viet Nam border; (v) Thakhaek via Savannakhet and Pakse to Vangtao (on the Thai border);

57
(vi) the city of Parse to Veunkham town on the Cambodian border; and (vii) Vientiane Capital,

connecting the Lao PDR─China Railway to the city of Nongkhai in Thailand. To date, only the project

connecting Boten to Vientiane Capital (the Lao PDR–China railway) is under construction.

The Lao PDR–China railway project is a joint investment of the governments of China and Lao PDR.

The Government of China will invest 70% of the $6 billion required and the Government of Lao PDR

will contribute the remaining 30%. Construction began in December 2016 with the boring of tunnels

and construction of bridges at various points along the route. By the end of 2018, about 55.7% of the

project’s total works had been completed, including 69 tunnels with a total length of 126,544 metres

and 96 bridges. This railway will provide the VHE with a northern link. More importantly, as part of

the Kunming–Singapore or Pan-Asian railway network concept, and more broadly, China’s One Belt,

One Road Initiative, this planned railway network will connect Kunming and Singapore via various

routes passing through Cambodia, Lao PDR, Myanmar, Thailand, and Viet Nam.

The other planned railways are still far from realisation. The ongoing Savannakhet–Lao Bao Railway

Project, privately funded by a Malaysian company and Government of Lao PDR, for example, was

approved in 2012 but has only reached the preliminary stage of installing corridor posts along the

route.

2.3 Bridges

The Government of Lao PDR also plans to construct new bridges across Mekong River, including

bridges connecting Lao PDR and Thailand’s major provinces, such as between the towns of Paksan and

Bueng Kan, Ban Paktaphan and Khemarath, and Vientiane Capital and Nongkhai (a railway bridge).

The design and determination of the location of the Paksan–Bueng Kan bridge, which is closest to the

VHE, were completed in 2018.

2.4 Dry ports

Other important factor needed to enhance the benefits of road infrastructure is the development of

dry ports. The first dry port in Lao PDR was established at the Savan Park Zone C in the Savan–Seno

Special Economic Zone (SEZ) in 2017. This is the only port in full operation so far. There are plans to

58
develop dry ports in the provinces of Bolikhamxay, Champasack, Khammuan, Luangnamtha, and

Vientiane.

For Vientiane, the development of a dry port at Thanaleng, close to the first friendship bridge, will be

further delayed as there is a need for an additional feasibility study following the completion of the

JICA-supported pre-feasibility study by Nippon Express Logistics Co. The memorandum of

understanding to conduct the additional study is being drafted. Another dry port in the process of

investment approval is in the Vangtao Economic Zone in Champasack Province. JICA has already

completed a feasibility study for this project. However, it is clear from the current situation that there

are not enough dry ports to support the future development of road transport infrastructure,

including the VHE. There is, however, a plan to develop such infrastructure near the Lao PDR border

checkpoints with Viet Nam, and these plans should be brought forward.

59
 Figure 4.4: Planned ASEAN Highways, Railways, and Bridges

AH = ASEAN highway, ASEAN = association of Southeast Asian Nations,

NR = national road.
Source: Google Maps, modified by the author.

60
 Figure 4.5: Dry Ports

AH = ASEAN highway, FS = feasibility study, NR = national road.

Source: Google Maps, modified by the author.

2.5 Soft infrastructure

In addition to hard infrastructure development, soft infrastructure is needed to improve the

institutional framework, procedures, and logistics services related to the road sector. This is an

important factor that needs to be in place to boost the benefits of the planned VHE. A great deal of

effort has also been made in this area. For instance, long-term transport strategies for environmentally

sustainable transport and logistics have been drafted for the government’s consideration. Since 2011,

the government has revised legislation to bring it more into compliance with regional and

international agreements to which it is committed. This includes the road transport law, the road

traffic law, the multimodal transport law, and the regulation of maximum permissible gross weight for

trucks (MPWT, 2015b).

61
Under the framework of the GMS Cross-Border Transport Facilitation Agreement, a pilot project on a

Lao PDR–Viet Nam single-stop inspection service has been implemented since December 2015 in the

common control area at the Lao Bao–Densavanh International checkpoint in the provinces of

Savannakhet in Lao PDR and Quant Tri in Viet Nam. The e-custom system installed by the project will

simplify cross-border administrative procedures by reducing the number of documents to be filled and

offices to be visited and, consequently, border-crossing time. A similar model will soon be applied in

Savannakhet–Mukdahan international checkpoint at the second Lao–Thai friendship bridge at another

end of the AH16 and later to other important international border checkpoints. There are also plans

to strengthen the Public Works and Transport Institute and training centres to enhance heavy freight

transport management and road safety management and promotion, improve the legislation in the

area of road traffic, and modernise the information system to manage vehicle registration and the

issuance of driving licences.

3. Potential Benefits of the Vientiane–Hanoi Expressway for Economic Development

in Lao PDR

3.1. Enhancing international and transit trade

As a landlocked country, any additional good road infrastructure connecting the country with its

neighbours will not only promote trade of the host country with its neighbours but will also enhance

the transit trade. A study by Rajvong (2010) on the impact of Road No.3 on trade in China, Lao PDR,

and Thailand showed that the establishment of the road in early 2008 doubled trans-border trade

between Thailand and China from $12.6 million in 2008 to $27.1 million in 2009. A similar effect could

also be expected from the development of the VHE.

Thailand, China, and Viet Nam are the Lao PDR’s top three trading partners (Figure 4.6). During 2010–

2017, trade with Thailand grew at an average annual rate of 8% and trade with Viet Nam grew by 16%

per year. Imports account for 70%─80% of the trade in goods with Thailand and 50% of that with Viet

Nam is (Figure 4.7). Moreover, almost all the trade in goods by the two countries is conducted by

inland transport. Therefore, there is no doubt that any planned expressways will facilitate and benefit

not only expansion of Lao PDR’s exports, but also, to a greater degree, those of Thailand and Viet Nam.

62
 Figure 4.6: Top 10 Trade Partners, 2013─2017 (%)

US, 0.54
HK, 0.37
CH, 0.29
AE, DE, other,
0.181.00 JP, 1.86 7.90

IN, 0.88

VN, 12.15
TH, 55.06

CN, 19.77

AE = United Arab Emirates, CH = Switzerland, CN = China, DE =

Denmark, HK = Hong Kong, JP = Japan,
TH = Thailand, VN = Viet Nam, US = United States.
Source: Author, based on data from the Ministry of Commerce
and Industry, Lao PDR.

Figure 4.7: Lao PDR Trade with Thailand and Viet Nam ($ billion)

35,000

30,000

25,000

20,000 22%

15,000

10,000
46%
5,000
78%
54%
-
Thailand Viet Nam

Export Import

Note: Figures exclude electricity trade.

Source: Author, based on data from the custom, Ministry of Finance, 2017.

The VHE passes through two provinces: Vientiane Capital and Bolikhamxay. In 2017, Vientiane Capital

had the highest trade volume amongst the provinces, followed by Savannakhet, Luangnamtha, and

63
Khammuan. Lao PDR trade through an international checkpoint at Bolikhamxay Province ranked fifth

(Figure 4.8).

Figure 4.8: Trade Volume by Checkpoint, 2017 (%)

25

20

15

10

FS = friendship bridge.
Source: Data from the custom, Ministry of Finance, 2017.

It is clear from Figure 4.9 that the expressway from the first friendship bridge in Vientiane Capital to

Namphao checkpoint at the Lao PDR–Viet Nam border will facilitate both export and import between

Lao PDR and Viet Nam, especially imports from Viet Nam to Lao PDR. Most of Lao PDR’s imports from

Thailand enter through the first friendship bridge in Vientiane Capital, while exports make up only 30%

of total trade through this checkpoint. Goods exported at the checkpoint include products such as

drinks, copper, aluminium, and furniture. Imports include vehicles, construction materials, and

medicines. On the other hand, Lao PDR imports mostly from Viet Nam through Naphao checkpoint in

Khammuan Province and through Namphao checkpoint in Bolihamxay Province. At Namphao

checkpoint, exports include white charcoal, wood products, rubber, coffee, and non-timber forest

products, while imports consist mostly of motorbike parts, construction materials, and fuel.

64
 Figure 4.9: Trade through Major Checkpoints (%)

100
90
80
70
60
50
40
30
20
10
0
FS I Vientiane SEZ Savan Boten Naphao Namphao
SENO Luangnamtha Kammuan Bolikhamxay

Export Import

FS = friendship bridge, SEZ = special economic zone.

Source: Data from the custom, Ministry of Finance, 2017.

Trade between Thailand and Viet Nam has increased steadily and in 2017 was about 4 times that

between Lao PDR and Thailand and 14 times that between Lao PDR and Viet Nam (Figure 4.10). Figure

4.11 shows that more than 50% of goods re-exported from Thailand to Viet Nam went through the

Namphao checkpoint in Bolikhamxay Province via National Road No. 8. Thai goods re-exported

through this checkpoint are mostly consumption goods and some electric products imported via the

first and third friendship bridges in Vientiane Capital and Khammuan Province. The second friendship

bridge in Savannakhet and National Road No. 9 to Lao Bao checkpoint in Savannakhet Province is an

alternative route for the import of goods re-exported from Thailand to Viet Nam. About 90% of the

goods moving through this checkpoint are consumption goods and the rest are live animals and

electrical products. Thai goods are also re-exported through Asian highway No.131 to Napao

traditional checkpoint in Khammuan Province. About 80% of the goods re-exported via this checkpoint

are electrical products and the rest are live animals. All of the goods re-exported from Viet Nam to

Thailand (most of which are consumption goods) are imported from Viet Nam via the Savan Lao Bao

checkpoint, transported through National Road No. 9, and re-exported to Thailand over the second

Lao–Thai friendship bridge in Savannakhet.

65
 Figure 4.10: Trade between Thailand, Viet Nam, and Lao PDR, ($ million)

TH-VN 18,000
16,000
18,000
16,000 14,000
14,000 12,000
12,000 10,000
10,000 8,000
8,000
6,000
6,000
4,000 4,000
2,000 2,000
- -
2014 2015 2016 2017 LA-TH LA-VN TH-VN

LA = Lao PDR, TH = Thailand, VN = Viet Nam.

Source: Association of Southeast Asian Nations Trade Statistics, 2017.

Figure 4.11: Goods Transit from Thailand to Viet Nam by Checkpoint

Napao Laobao
Khammuan Savannakhet
23% 24%

Namphao
Bolikhamxay
53%

Source: Data from the custom, Ministry of Finance, 2017.

Given that trade on this route is already well established, the development of the VHE is expected to

enhance Thailand’s exports to Viet Nam. On the other hand, the VHE will provide an alternative route

for Vietnamese goods exported to Thailand (in addition to National Road No. 9). While the transit

trade between Thailand and Viet Nam is expected to increase (whether directly or indirectly through

66
the VHE), a better road would increase both exports from and imports to Lao PDR. However, given

that Lao PDR will not be able to increase the variety and value of its exports in the very near future,

and imports make up more than 70% of Lao PDR trade with Thailand, imports are likely to continue to

outweigh exports.

3.2 Promoting trade from and investment in industrial estates

A region's industrial and employment base is closely tied to the quality of the transport system,

including its road infrastructure. For a land-linked country, a good road, or at least roads that connect

to other export gateways, such as airports or seaports, is not only necessary but crucial for foreign

investment decisions in industrial estates. Lao PDR’s experience with special economic zones (SEZs)

began in 2003 with the establishment of the Savan–Seno SEZ under Decree no. 148/PM. A total of 12

SEZs are now in operation. In 2017, the government decided to further develop the existing SEZs and

suspend the establishment of new ones.

The development of the VHE will directly involve at least five SEZs located in Vientiane Capital, all of

which operate as trade- and tourism-promoting zones. Two of them – Vientiane Industrial Trade Area

(VITA Park) 1 and Saysettha Development Zone 2 – play a particularly important role by serving as

industrial parks. These two SEZs benefit from a direct connection to the Thai road network via the Lao

PDR–Thai border checkpoints, particularly in Vientiane Capital, and have access to Bangkok harbour

via the existing Thai railway from Vientiane Capital. Although there is already an established road

connection for goods transport from VITA Park to Viet Nam, the SEZs will benefit from connection to

the freight train station of the Lao PDR–China high-speed rail link that will soon to be completed and

will provide a direct link to China’s railway system to further facilitate passenger and cargo transport.

Although most investors in these zones are from China, Denmark, Japan, Malaysia, Taiwan, and

Thailand, with their main targeted markets overseas, 40% of the transport was conducted through

Viet Nam from Vung Ang Seaport and the rest was through Thailand. All exports from Saysettha

1
VITA Park, known as a free-trade industrial economic zone, was established on 30 October 2009. The 110-
hectare park is a joint venture between the Government of Lao PDR, holding 30% of the ownership, and Nam
Wei Development Co., Ltd., holding 70% ownership. So far, about 35 companies from China, Denmark, Japan,
Lao PDR, Malaysia, Taiwan, and Thailand have invested a total of more than $110 million in the zone.
2
Saysettha Development Zone was established in 2010, covering 1,000 hectares. It is a joint venture between
the Government of Lao PDR and a Lao–Chinese private company. About 36 companies from China, Lao PDR,
Thailand, and Malaysia have invested an aggregate of more than $1,683 million in the zone.

67
Development Zone target the Thai market or transit through Thailand to destination markets such as

Hong Kong. For this zone, the VHE will provide more opportunities for investors interested in Viet

Nam, whether for market access or utilisation of Vietnamese seaports.

In addition to the SEZs in Vientiane, other zones in the central part of the country, such as Phoukhyo

Specific Economic Zones in Khammuan Province and Savan–Seno SEZ in Savannakhet Province, will

also be able to use the VHE as an alternative route to Hanoi in the future, given that the condition of

the AH131 road to Napao traditional checkpoint in Khammuan Province is worse than that of the AH15

to Naphao checkpoint in Bolikhamxay Province. Currently, there is no direct trade with Viet Nam from

these two zones, although a few companies in Savan–Seno SEZ already use Viet Nam’s Da Nang

seaport to export to China.

3.3. Increasing the number of tourists

Long-distance travel by car on normal roads is exhausting and time-consuming. The improved road

conditions of the expressway could have a substantial impact on the tourism industry by shortening

travel time. Tourist arrivals in Lao PDR have increased steadily to about 4 million in 2017. The largest

source market is Thailand, accounting for about 46% of international arrivals, followed by Viet Nam

(23%) and China (17%) (Figure 4.12). The Republic of Korea, in fourth position, is the fastest-growing

market. Lao PDR’s tourism industry is less developed than that of Thailand and Viet Nam. About half

of international visitors combined their visits to Lao PDR with a visit to Thailand.

68
 Figure 4.12: Top 10 Tourist Arrivals in Lao PDR by Source Country

2,000,000
1,800,000
1,600,000
1,400,000
1,200,000
1,000,000
800,000
600,000
400,000
200,000
-

Source: Author, based on data from the Ministry of Information, Culture and Tourism, Lao PDR, 2017.

As most of the well-known tourist sites in Lao PDR are in the central and western parts of the country,

road infrastructure that brings tourists from the eastern to the western parts is very important. Figure

4.13 shows the border checkpoints that the tourists from top 3 source markets (Thailand, Viet Nam,

and China) used to enter Lao PDR in 2017. Thai tourists entered Lao PDR at friendship bridges I, II, and

III along western parts of the border Lao PDR–Thailand border. The destinations of those entering via

the first friendship bridge were Vientiane Capital, Vanvieng, and Luangprabang in the northern part

of the country, so the VHE would not be so important for direct access. However, for tourists from the

northeastern part of Thailand, the VHE would provide access to tourist destinations in Hanoi. For the

75% of Chinese tourists that enter Lao PDR at Boten international checkpoint in Luangnamtha

Province, the Lao PDR–China railway would be a very important boost. Vietnamese tourists, on the

other hand, enter Lao PDR via the checkpoints along its eastern border with Viet Nam. Namphao

checkpoint in Bolikhamxay Province ranked second as a point of entry in 2017. Connecting the VHE to

that checkpoint could therefore boost the number of Vietnamese inland travellers to the central and

northern parts of Lao PDR.

69
Figure 4.13: Share of Tourists Entering Lao PDR by Port of Entry, 2017 (%)

Phou dou, Thai Tourists Houei Xay, Pakxan,

Xayabouli Bokeo Bolikhamxay
Nam Ngeun, 2%
1% 4%
Xayabouli
3% Vang Tao,
Nam Heuang Champasack
Bridge 8%
2% Mittha phab
Bridge III,
Khammouan
Wattay Airport 7%
2%
Thakhek
2%
Mittha phab Naphao,
Bridge I, Khammouan
Vientiane 0%
Capital Mittha phab
40% Bridge II, Luang prabang
Savannakhet Airport
27% 1%
Boten,
LuangNamtha
Dane Savanh 1%
(Laobao),
Savannakhet
1%

Nam Kanh, Viet Nam Tourists Phou Keua,

Xiengkhoung Attapue Houei Xay,
Wattay Airport 8% 7% Bokeo
2% 1%

Mittha phab
Bridge I,
Vientiane
Capital
Namphao,
10% Vang Tao,
Bolikhamxay
18% Champasack
Lalai, 2%
Saravanh
Pakse Airport
6%
0%
Nong Nok
Dane Savanh Khian
(Laobao), 1%
Savannakhet Nam Souy,
Naphao, Huaphanh
21%
Khammouan 2%
15% Mittha phab
Bridge III,
Khammouan
Mittha phab
3%
Bridge II, Luang prabang
Savannakhet Pang Hok Airport
2% 3% 0%

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 Mittha phab Chinese Tourists
Bridge I, Naphao,
Vientiane Khammouan
Capital Houei Xay, 0%
1% Bokeo
Wattay Airport 9% Luang prabang
Larn Tuai,
12% Airport
Phongsaly
1% 2%

Boten,
LuangNamtha
75%

Source: Author, data from Ministry of Information, Culture and Tourism, Lao PDR, 2017.

Plans for the development of railways and roads, including the VHE, foresee issues with the tourism
industry’s capacity to reap the benefits from the growing number of tourists. Lao PDR has 2,165
guesthouses and 569 hotels, with 50,600 rooms and 66,246 beds, of which less than 10% have a five-
star rating. Although the number of registered tour operators more than doubled to 336 during 2009–
2015, there are too few (604) active licensed tour guides to meet demand. Moreover, infrastructure
and facilities to enhance access to tourist sites also need to be further developed.

3.4. Other potential benefits of the Hanoi–Vientiane Expressway

Increasing flows of goods, reliable service deliveries, and higher business profits. Travel time is

expected to be shorter and travel cost lower on better roads, allowing companies to reduce their

transport costs. As trucks would be able to reach their destinations without major delays, existing

firms could ship goods more cheaply and improve their service as delivery schedules become more

reliable. More timely and reliable deliveries would enable firms to lower their production costs and

enhance productivity and profits. At the national level, the faster and cheaper movement of freight

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would help make businesses in the Lao PDR more competitive in the international market. As

mentioned earlier, the doubling of trading value as a result of the construction of the R3 road would

also imply more profits for existing traders or companies who could ship more goods in the same

amount of time.

Increasing employment and activities in other supporting industries. The VHE will generate a direct

impact on employment during the construction phase. Managers, specialists, and semiskilled and

unskilled labourers will also be called upon to construct new roads and resurface existing ones.

Indirectly, the construction is also expected to generate jobs in many other industries. For example,

highway construction will require more orders for construction materials from local companies, and

these companies will then need to hire more labour to process orders and deliver materials to

construction sites. Other supporting industries, such as agriculture and food processing, are also

expected benefit from supplying food to workers during the construction period. However, experience

from the Lao PDR–China railway construction project suggests that domestic companies that are

supposed to provide material and related goods for railway construction activities have not yet

benefited from the project. Most materials, including steel and cement, are imported from China,

because local materials do not meet the construction standards. Chinese companies also provide the

catering services, because local companies are not capable of providing services that meet the

exacting demands of the project. There is therefore an urgent need to improve the quality of

construction materials and the capacity of local companies to meet the demands of large-scale

construction projects.

4. Conclusion

In summary, Lao PDR has a holistic plan for land transport infrastructure development. This includes

improving existing ASEAN highway sections in the country, constructing major connecting bridges,

building the Lao–Chinese (Boten–Vientiane) railway, and initialising Savannkhet–Lao Bao railway and

other planned railways that are currently at the feasibility stage. For the VHE, the most important

connecting main roads to undergo upgrading are the AH12 or NR13 South and the AH12 or NR13

North, which connect the expressway to the southern and northern parts of the country. The ongoing

construction of the expressway system from Vientiane Capital to Vangvieng – part of the route to

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Chinese border – will connect Boten (on the Lao PDR–China border) with Namphao (on the Lao PDR–

Viet Nam border) through the VHE.

It is clear that Lao PDR and its neighbours would benefit greatly from the construction of the VHE as a

result of trade generated from the use of the road and spillover effects from connection to major

cities, industrial estates, and tourist sites along or near the road. However, such benefits also depend

on improving the soft infrastructure, or institutional arrangements. There is substantial progress in

this regard, including revisions of several legislative and regulatory frameworks, institutional change,

the piloting of single-stop inspection in the common control area at Lao Bao–Densavanh International

checkpoint. However, these improvements and initiatives need to be further strengthened so that

they are more closely aligned with the committed international, regional, and bilateral transport

agreements, particularly the GMS Cross-Border Transport Facilitation Agreement. Without such soft

infrastructure improvements to reduce the time and cost of custom clearance or quarantine, the

benefits from the VHE and other planned expressways will be lost.

All transport infrastructure plans will be equally important and supportive to the planned VHE, but

much will depend on whether Lao PDR can source enough financing for all the planned projects. In

addition to the new road, many existing roads also need budgets for upgrading if the synergistic effect

on the overall transport system is to be achieved. The transport infrastructure planned for 2016−2020

requires almost $10 billion, nearly four times more than the government could realistically mobilise

(MPWT, 2015b). Much of the financing for these infrastructure projects is expected to come from

multi- and bilateral development partner assistance. For example, the Asian Development Bank and

the governments of China and Thailand funded the upgrading of Route 3 in northwestern Lao PDR,

which connects China with Thailand through Luang Namtha and Bokeo provinces; and the

Government of Japan funded the upgrading of Route 9 in southern Lao PDR, which connects Thailand

and Viet Nam via Savannakhet Province.

The government’s limited budget has been used mainly for road maintenance and to construct a few

selected strategic roads or road sections. In the coming years, Lao PDR will face the challenge of

increasing demands for maintenance of the existing road infrastructure, particularly the greater need

for ongoing repairs to ensure the quality of the road network. Climate change will exacerbate these

challenges because the network is susceptible to damage from increasingly severe natural disasters.

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Reconstruction and repair of damaged roads will consume much of the limited budget for overall

infrastructure development. Currently, the road maintenance fund covers only one-third of the

budget needed. This poses a big challenge to Lao PDR and calls for prioritisation of the infrastructure

projects and continued assistance from development partners. While it will be important to prioritise

best practices in road maintenance, Lao PDR should also explore alternative means of financing the

construction of new roads, such as public–private partnership (PPP) contract structures as a way of

inviting private sector investment to the sector. So far, Lao PDR has only implemented PPPs in 16

energy projects (MPWT, 2014). Careful study and support are needed to expand the positive

experience with the PPP model to the road sector.

Experience shows that the capacity of local industry to support major construction projects remains

low. This prevents domestic companies from benefitting indirectly from such projects. Improving the

quality of construction materials and the capacity of local companies to meet the demands of major

construction projects is thus urgently needed.

References
Nishimura, N., F. Kimura, M. Ambashi, and S. Keola (2016), Lao PDR at the Crossroads: Industrial
Development Strategies 2016–2030, Jakarta: Economic Research Institute for ASEAN and East
Asia (ERIA), http://www.eria.org/publications/lao-pdr-at-the-crossroads-industrial-
development-strategies-2016-2030/ (accessed 18 February 2019).

Government of Lao PDR, Ministry of Public Works and Transport (MPWT) (2014), Ministry of Public
Works and Transport Presents Business Case for National Road 13 Public–Private Partnership
in Lao PDR, Vientiane: MPWT.

Government of Lao PDR, MPWT (2015a), 2030 Vision and the 2016–2025 Development Strategy of
the Public Works and Transport Sector (draft), Vientiane: MPWT.

Government of Lao PDR, MPWT (2015b), Five Year Development Plan of the Public Works and
Transport Sector for 2016–2020, Vientiane: MPWT.

Government of Lao PDR, Ministry of Planning and Investment (MPI) (2016), 2030 Vision and 10 Year
Socio-Economic Development Strategy (2016–2025), Vientiane: MPI.

Rajvong, A. 2010, Social-Economic Impact of R3 Road on Thailand, Lao PDR, and Yunnan Province (PRC)
with Focus on Lao PDR (Unpublished Master’s thesis), Chulalongkorn University, Bangkok.

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