Thuyết minh thiết kế bản vẽ thi công cầu nhịp chính dạng dàn bailey nhịp dẫn dầm I18m tiếng anh

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TABLE OF CONTENT
VOLUME 1:
REPORT OF CONSTRUCTION DRAWING
I INTRODUCTION.................................................................................3
I.1 Project Overview............................................................................................. 3
I.2 Basic for Design.............................................................................................. 5
I.2.1 Legal basis................................................................................................... 5
I.2.2 Relevant documents..................................................................................... 5
I.2.3 Applied design standards and norms...........................................................6
I.2.4 Applied design standards and norms...........................................................6
I.2.5 Scale, technical standards and design solutions:.........................................8
II NATURAL CONDITIONS AND CURRENT STATUS OF PROJECT................9
II.1 Topography..................................................................................................... 9
II.2 Geo-technical................................................................................................. 9
II.3 Meteorological and hydrological characteristics...........................................13
II.3.1 Meteorological characteristics...................................................................13
II.4 Status of Existing bridge.............................................................................. 15
II.5 Material and dumping ground for unuseful material....................................16
II.5.1 Material..................................................................................................... 16
II.5.2 Dumping ground for unuseful material......................................................16
III SCALE AND TECHNICAL STANDARDS FOR PROJECT.........................16
III.1 Bridge.......................................................................................................... 16
III.1.1 Scale......................................................................................................... 16
III.1.2 technical standards.................................................................................. 18
III.2 Approach road............................................................................................. 19
III.2.1 Scale......................................................................................................... 19
III.2.2 Technical standards.................................................................................. 19

IV DESIGN SOLUTIONS.......................................................................19
IV.1 Bridge.......................................................................................................... 19
IV.1.1 Bridge location......................................................................................... 19
IV.1.2 Super-structure......................................................................................... 20
IV.1.3 Sub-structure............................................................................................ 21
IV.2 Approach road............................................................................................. 21
IV.2.1 Layout....................................................................................................... 21
IV.2.2 Longitudinal Profile................................................................................... 22
IV.2.3 Cross section............................................................................................ 23
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IV.2.4 Pavement structure.................................................................................. 23
IV.2.5 Embankment............................................................................................ 23
IV.2.6 Soft soil treatment.................................................................................... 23
IV.2.7 Slope protection at abutment...................................................................24
IV.2.8 Traffic safety............................................................................................. 24
IV.3 Lighting....................................................................................................... 25
V CHANGES AND ISSUES TO BE NOTES :.............................................25
VI ORGANIZING FOR BRIDGE CONSTRUCTION.....................................25
VI.1 Construction methods for main items.........................................................25
VI.1.1 Construction of concrete structures.........................................................25
VI.2 Order and construction procedure..............................................................27

VI.2.1 Preparation............................................................................................... 27
VI.2.2 Organizing for construction......................................................................27
VI.3 Some notes for bridges construction...........................................................31
VII CONSTRUCTION OF APPROACH ROAD............................................32
VII.1 Preparation................................................................................................. 32
VII.2 Embankment construction.........................................................................33
VII.3 Pavement construction............................................................................... 33
VII.4 Finishing..................................................................................................... 33
VIII REQUIREMENTS FOR MATERIALS AND CONSTRUCTION TECHNIQUES33
VIII.1 Material requirements............................................................................... 33
VIII.2 Specification of construction techniques...................................................34
IX MAJOR CONSTRUCTION EQUIPMENTS.............................................35
X CONSTRUCTION SCHEDULE.............................................................35
XI COST ESTIMATES...........................................................................35

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TRANSPORT ENGINEERING
DESIGN JOINT STOCK
INCORPORATED SOUTH
CENTER OF CONSULTING AND

NEW TECHNOLOGY APPLICATION

SOCIALIST REPUBLIC OF VIET NAM
Independence – Freedom – Happiness
------------------

Ho Chi Minh city, October 6th 2010

MEKONG DELTA TRANSPORT INFRASTRUCTURE DEVELOPMENT
PROJECT: 13 BRIDGES ON WATERWAY CORRIDORS NO. 2 - STAGE I COMPONENT B

MY AN BRIDGE
KM 108+161 WATERWAY CORRIDORS NO. 2
– THAP MUOI DISTRICT – DONG THAP PROVINCE
WORKING DRAWING

VOLUME 1: REPORT
I

INTRODUCTION
I.1
Project Overview
The project "Mekong Delta Transport Infrastructure Development" (WB5
project) to improve the transport infrastructure, reduce congestion on
critical roadway and waterways and reduce transportation costs from
company to markets. The upgrading of roads, waterways in the region
will bring enormous benefits, contribute to poverty alleviation, socioeconomic development and create conditions for inter-connection in the
regions, reducing rate of traffic accidents on roads and waterways.
Ensuring security and defense of the frontier region of Mekong Delta
provinces and will be the basis for research for development and

replicate the model of multi-modal transport.
The project "Mekong Delta Transport Infrastructure Development " was
performed on the 14 provinces of Ben Tre, Soc Trang, Ca Mau, Vinh Long,
An Giang, Long An, Tien Giang, Dong Thap, Tra Vinh, Hau Giang, Kien
Giang, Bac Lieu, Ho Chi Minh City, Can Tho city, included 04 Component
A, B, C, D.
Component B: Invest for dredging, upgrading 02 national waterway
corridors to get standard grade III (Corridor No. 2 and No. 3) and
construct protection works, installation signal buoys and light towers,
upgrade the existing bridge with reinforce concrete beams.
Corridor No.2 - the north corridor across Dong Thap Muoi and Long
Xuyen quadrangle, 253Km long, start from Ho Chi Minh (Km0 +000) and
ends at Vam Ray (T -Junction of channel Rach Gia - Ha Tien and Tam
Ngan) canal, Km253 +000). Phase I implementation from Km80 +000 Km253+000.
Projects of 13 bridge is part of Component B - Phase I of project, aiming
to upgrade and return the existing bridges crossing the Waterway
Corridor No. 2 to ensure navigational clearance and other requirements of
waterway after being dredged and upgraded. Those bridges in area of 03
provinces: Tien Giang, Dong Thap, An Giang, list of bridges is as follows:

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No
1

Name of
bridge
Thanh
Loc

Chain age
point as on
canal
Km
89+706

Name of canal

Chain age
point as on
road

Nguyen Van
Tiep

Designe
d load

Location

0.5xHL9
3

Tien
Giang

HL93

Tien
Giang

2

Thien Ho

Km
96+426

Nguyen Van
Tiep

3

My An

Km
108+161

Nguyen Van
Tiep

0.5xHL9

3

Đong
Thap

4

Ngan
Hang

Km
110+985

Nguyen Van
Tiep

0.5xHL9
3

Đong
Thap

5

Phong My

Km
143+494

Nguyen Van

Tiep

HL93

Đong
Thap

6

Kenh 7

Km
196+591

Tri Ton

0.5xHL9
3

An Giang

7

Kenh 10

Km
200+956

Tri Ton

0.5xHL9
3

An Giang

8

Kenh 12

Km
203+094

Tri Ton

0.5xHL9
3

An Giang

9

Tan Lap

Km
210+960

Tri Ton

0.5xHL9
3

An Giang

10

Cay Me

Km
222+704

Tri Ton

HL93

An Giang

11

An Luong

Km
226+786

Tam Ngan

0.5xHL9
3

An Giang

12

Dan Lap

Km
228+781

Tam Ngan

0.5xHL9
3

An Giang

13

Lo Gach

Km
232+659

Tam Ngan

0.5xHL9
3

An Giang

ĐT865

Km47+31
6 QL30

ĐT948

Information of project (*):
 Project : "Construct 13 bridges on waterway corridor No.2- component
B - Phase I under Project “Mekong Delta Transport Infrastructure
Development”
 Client: Vietnam Inland Waterways Administration
 Investment Representative: Project Management Unit of Waterways.
 Location: Tien Giang, Dong Thap, An Giang
 Profile scope: This design report is made for My An Bridge.
 Construction drawing document of My An bridge includes:
-

Volume 1: Commentary

-

Volume 2: Drawings

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-

Volume 3: Calculation sheets

-

Volume 4: Cost Estimate

(*) Information of project is from the Decision no. 741/QD-BGTVT for
project approval dated 06/4/2007 of the Ministry of Transport and terms of
reference in the contract no. CS-NW7 dated 15/01/2010.

I.2
I.2.1

Basic for Design

Legal basis
- Construction Law No. 16/2003/QH11 dated November 26 th 2003 of
National Assembly of Republic Socialist of Vietnam;
- Decree No.209/2004/ND-CP dated December 16th 2004 of Government
about management of construction quality;
- Decree No. 49/2008/ND-CP dated April 18th 2008 of Government about
amending and supplementing some articles of Decree No.209/2004/NDCP;
- Decree No. 12/2009/ND-CP dated February 12 th 2009 of Government
about management of construction investment projects;
- Decree 83/2009/ND-CP dated 15/10/2009 of the Government about
amending and supplementing some articles of Decree 12/2009/ND-CP

dated 12/02/2009 of Government on project management for
construction investment project;
- Decree 112/2009/ND-CP dated December 14th 2009 of Government
about investment management costs construction;
- Decision No. 957/QD-BXD dated September 29th 2009 of Ministry of
Construction announced on cost of service project management and
construction consultancy service;
- Decision No. 741/QD-BGTVT dated April 06 th 2007 of the Minister of
Transport about approving “Invest to Mekong Delta Transport
Infrastructure Development project "
- Decision No.2406/QD-BGTVT dated November 09th 2006 of Ministry of
Transport about approving the “standard Framework applied to survey
and design - Mekong Delta Transport Infrastructure Development project
".

I.2.2

Relevant documents
- Announcement No. 58/TB-BGTVT date January 23th 2009 of Ministry of
Transport (MOT) about conclusions of Deputy Minister Ngo Thinh Duc at
Steering Committee meetings for project " Mekong Delta Transport
Infrastructure Development”
- Document No. 7794/BGTVT-QLXD dated October 23th 2008 of Ministry of
Transport about adjusting some design contents of project "Mekong
Delta Transport Infrastructure Development"

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- Report No. 1326/QLXD-TD1 dated October 9th 2008 of Transport
Engineering Construction and Quality Management Bureau about survey
and inspect site of 13 bridges on waterway corridors No.2.
- Document No. 213/DT-DPDA dated July 14 th 2008 of Project Management
Unit of Waterways about location and scale of constructing 13 bridges
on waterway corridor No. 2 - WB5 project.
- Announcement No. 133/TB-BGTVT date April 08 th 2008 of MOT about
conclusions of Deputy Minister Ngo Thinh Duc at Steering Committee
meetings for project " Mekong Delta Transport Infrastructure
Development”
- Document No. 102/UBND-XDCB dated March 10th 2010 of Dong Thap
committee about the agreement of location of My An bridge on
waterway corridors No.2.
- The contract for consultancy services No. CS-NW7 dated January 15th
2010 between Project Management Unit of Waterways and Transport
Engineering Design Joint Stock Incorporated South (TEDI South) about
design consultancy for construction drawing & cost estimation, bidding
documents for 13 bridges on waterway corridor No. 2 - Stage 1.
- Document No. 151/DT-DA1 dated April 2th 2010 of Project Management
Unit of Waterways about survey for design, cost estimation and make
bidding documents for 13 bridges.
I.2.3

Applied design standards and norms
- Design document for dredging waterway corridor No. 2 made by
Association of BCEOM and Hai Dang JSC in 2008;
- Geological survey document “Mekong Delta Transport Infrastructure
Development project –technical design and bidding documents stages 1
Volume 5 – Bridge section '' made by BCEOM and Hong Anh Consultant
& Construction Company on December 2007,
- Topographical survey document made by Transport Engineering Design
Joint Stock Incorporated South (TEDI South) on May 2010;
- Geological survey document made by Transport Engineering Design
Joint Stock Incorporated South (TEDI South) on May 2010;

I.2.4
1.

No
I
1
2

Applied design standards and norms
According to the standards framework approved by Ministry of Transport as Decision
No. 2406/QD-BGTVT

Standards
Applied in survey works
Norms for surveying for topographic map,
scale: 1/500, 1/1000, 1/2000, 1/5000
Geological works in construction project –
General requirement

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Symbol

Note

96TCN 43-90
TCXDVN 309-2004
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3

8
9
II
1
2
3
4

Survey specification for highway
Specification of geological exploration
drilling

Specification of geological investigation and
design measures to stabilize embankment in
slip, landslides region
Specification for Cone penetration test (CPT
and CPTU)
Specification for defining Elasticity Modulus
of pavement structure by Benkelman
deflection
Technical survey for foundation construction
Calculate the flood flow specification
Applied in design work
Bridge design standards
Highway design standards
Specification for flexible pavement design
Design standard for inland waterway

5

Signaling rules for Vietnam inland waterway

4
5
6
7

9

Amend and implement Signaling rules for
Vietnam inland waterway
Foundation - Design standards.

Pre-stressed concrete anchor T13, T15 and
D13, D15
Steel reinforced electrometric pad

10

Standard of expansion joint

11
12
13
14

Traffic works in earthquake region
Regulation for road signs
Standard design for drainage networks
Specification of flood flow calculations
Decentralization of technical standards for
inland waterways
The impact of shrinkage and creeping
Standard design for urban and squares

6
7
8

15
16
17

22TCN 263-2000
22TCN 259-2000
22TCN 171-87
22TCN 317-04
22TCN 251-98
20TCN 160.87
22TCN 220-95
22TCN 272-05
TCVN 4054-2005
22TCN 211-93
22TCN 269-2000
4099/28-12/2000/QĐBGTVT
11/17-01-2005/QĐBGTVT
TCXD 205-1998

Replaced

22TCN 267-2000
AASHTO M251-92
AASHTO M297-95
AASHTO M183-96
22TCN 251-95
22TCN 237.01
22TCN 51-84
22TCN 220-95
TCVN 5664-1992
CEB-FIP 1990
20TCN 104-83

2. Other norms and standards

No.
1

Standards
Specification of survey design embankment
on soft soil.

Symbol
22TCN 262-2000

2

Specification for flexible pavement design

22TCN 211-2006

3

Geotextile in embankment on soft soil
Specification of project design and support
equipment for bridge construction
Specification of constructing and taking-over
mix macadam
Technological specification of constructing

22TCN 248-98

4
5
6

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Note
Replace 22TCN
211-93

22TCN 334-06
22TCN 249-98
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and taking-over asphalt concrete pavement
Technological specification of constructing
and taking-over asphalt pavement
Soil work – Codes for constructing and
taking-over
Specification of testing to determine CBR
index of soil, macadam
Specification of soil, macadam compaction, in
laboratory
Codes for constructing and taking-over
bridges
Pre-stressed concrete products- Technical and

taking-over requirements
Concrete - Request for natural moisturizer
protection
Cast-in-situ bored pile - standards for
constructing and taking-over
Pile - Method of testing by static pressure
axial load
Cast-in-situ bored pile - pulse ultrasonic
method to determine concrete uniformity
Steel for reinforced concrete
Rural roads- design standard
Specification of constructing and taking-over
pre-stressed concrete beams

7
8
9
10
11
12
13
14
15
16
17
18
19
3.

22TCN 271-01

TCVN 4447-87
22TCN 332-06
22TCN 333-06
22TCN 266-2000
TCXDVN 389:2007
TCXDVN 391:2007
TCXDVN 326-04,
22TCN 257-2000
TCXDVN 269-02
TCXDVN 385-2005
TCVN 1651-2008
22TCN 210-92
22TCN 247-98

And other current design specification, rules, and standards.

I.2.5

Scale, technical standards and design solutions:
1. According to the Decision No.741/QD-BGTVT dated April 06th 2007 of Ministry of
Transport
•

According to the Decision No.741/QD-BGTVT dated April 06th 2007 of Ministry of
Transport: RC. Bridge with one lane.

•

Report No. 1326/QLXD-TD1 dated October 9 th 2008 of Transport
Engineering Construction and Quality Management Bureau: Thien Ho

Bridge with 2 lans and HL93 live load.

•

Document No. 213/DT-DPDA dated July 14th 2008 of Project
Management Unit of Waterways about location and scale of
constructing 13 bridges on waterway corridor No. 2 - WB5 project.

•

Announcement No. 58/TB-BGTVT dated January 23 th 2009 of Ministry
of Transport: The clearance of Navigation is 6m height for all bridges
cross waterway corridor No. 2.

2. According to the Terms of Reference and other documents:
Scale


•

One lane, reinforced concrete permanent bridge;

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Technical standards


•

• Loading design for bridge: 0.5xHL93.

•

• Navigational clearance: BxH = 30m x 6m (H5%)
Bridge width


•
•
•


Vehicle lane
Wheel guard
Parapet

: 1 lanes x 3.5 m
= 3.5m
: 2 sides x 0.25m = 0.5m
: 2 sides x 0.25 m = 0.5m
Total:

4.5m

Design solutions
Arrangement of span: 5x18+33+5x18 (m).

II

NATURAL CONDITIONS AND CURRENT STATUS OF PROJECT
II.1

Topography

The topography of bridge area is Southern delta sediment mixture in sea and river,
particularly is Mekong River Delta, Dong Thap Muoi region. Relatively flat. Two main
rivers: Tien Giang and Hau Giang with dense system of canals, which serving for
transportation and for irrigation, divided this area. Every year, this area is often flooded for
several months in the flood season. Due to above characteristics, land is frequently
swamped and.
II.2

Geo-technical

According to geological survey documents made by Transport Engineering
Design Joint Stock Incorporated South in May 2010, the geology and
stratum at bridge position is summarized as follows:
1. Layer K: Surface course: Grey, blackish brown.
This layer only appears in boreholes on the ground. Thickness changes from 1.3m (MA-ĐT-71) to 3.6m (MA-ĐT-T6).
2. Layer 1: blackish grey, clay, soft state
The physical-mechanical characteristics are as following:
- SPT N30: N = 0 – 4

- Average natural moisture content

: W= 64.0 %

- Average natural density

: γ W = 1.59 (g/cm3)

- Average specific gravity

: γ S = 2.66 (g/cm3)

- Average void ratio: eO = 1.757
- Average liquid limit WL = 64.2%
- Average plastic limit WP = 29.6%
- Average plasticity index IP =34.6%
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- Liquidity index B = 0.99
- Average compression coefficient :a1-2 = 0.191 (cm2/kG)
- Direct shear test:

* Average cohesion : C = 0.071 (kG/cm2)
* Average internal friction angle:

ϕ = 3050

3. Layer 2: yellowish brown, bluish grey, sandy clay, firm state, thickness changes from 3.7m
to 7.2m.
The physical-mechanical characteristics are as following:
- SPT N30: N = 7 – 16
- Average natural moisture content : W= 22.3 %
- Average natural density

: γ W = 1.93 (g/cm3)

- Average specific gravity

: γ s = 2.69 (g/cm3)

- Average void ratio: e0 = 0.747
- Average liquid limit WL = 27.2%
- Average plastic limit WP = 17.1%
- Average plasticity index IP = 10.1%
- Liquidity index B = 0.51
- Average compression coefficient :a1-2 = 0.041 (cm2/kG)
- Direct shear test:
* Average cohesion : C = 0.144 (kG/cm2)
* Average internal friction angle:

ϕ = 18034

4. Layer 3: bluish grey, yellowish brown, clay with gravel, hard state, thickness changes from
1.5m to 4.0m.
The physical-mechanical characteristics are as following:
- SPT N30: N = 29 – 37
- Average natural moisture content : W= 20.3 %
- Average natural density : γ W = 1.96(g/cm3)
- Average specific gravity

: γ s = 2.71 (g/cm3)

- Average void ratio: e0 = 0.667
- Average liquid limit WL = 44.5 %
- Average plastic limit WP = 20.7%
- Average plasticity index IP = 23.8%
- Liquidity index B = -0.02
- Average compression coefficient :a1-2 = 0.019 (cm2/kG)
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- Direct shear test:
* Average cohesion : C = 0.43 (kG/cm2)
* Average internal friction angle:

ϕ = 20009

5. Layer 4: brownish grey, Sand with clay, medium dense state, thickness changes from 1.5m to
3.4m.
The physical-mechanical characteristics are as following:
- SPT N30: N = 16 – 25
- Average natural moisture content : W= 21.1 %
- Average natural density : γ W = 1.96 (g/cm3)
- Average specific gravity

: γ s = 2.68 (g/cm3)

- Average void ratio: e0 = 0.653
- Average liquid limit WL = 27.8 %
- Average plastic limit WP = 17.1%
- Average plasticity index IP = 10.6%
- Liquidity index B = 0.38
- Average compression coefficient :a1-2 = 0.025 (cm2/kG)
- Direct shear test:
* Average cohesion : C = 0.06 (kG/cm2)
* Average internal friction angle:

ϕ = 28008

6. Layer 5: whitish grey, yellowish brown, clay, very stiff state
The thickness from 2.7m to 8.0m.
The physical-mechanical characteristics are as following:
- SPT N30: N = 14 – 28
- Average natural moisture content : W= 25.6 %

- Average natural density : γ W = 1.94 (g/cm3)
- Average specific gravity : γ s = 2.71 (g/cm3)
- Average void ratio: e0 = 0.757
- Average liquid limit WL = 49.3%
- Average plastic limit WP = 21.7%
- Average plasticity index IP = 27.5%
- Liquidity index B = 0.14
- Average compression coefficient :a1-2 = 0.025 (cm2/kG)
- Direct shear test:
* Average cohesion : C = 0.466 (kG/cm2)
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* Average internal friction angle:

ϕ = 17057

7. Layer 6: yellowish brown, silty Clay, stiff state
The thickness from 4.7m to 13.5m.
The physical-mechanical characteristics are as following:
- SPT N30: N = 13 to 28
- Average natural moisture content : W= 29.6%

- Average natural density : γ W = 1.88 (g/cm3)
- Average specific gravity

: γ s = 2.69 (g/cm3)

- Average void ratio: e0 = 0.855
- Average liquid limit WL = 40.3%
- Average plastic limit WP = 21.4%
- Average plasticity index IP = 18.85%
- Liquidity index B = 0.43
- Average compression coefficient :a1-2 = 0.033 (cm2/kG)
- Direct shear test:
* Average cohesion : C = 0.253 (kG/cm2)
* Average internal friction angle:

ϕ = 19008

8. Layer 7: blackish grey, clay, very stiff state, the thickness from 4.0m to 6.0m.
The physical-mechanical characteristics are as following:
- SPT N30: N = 17 to 24
- Average natural moisture content : W= 31.9%
- Average natural density : γ W = 1.86 (g/cm3)
- Average specific gravity

: γ s = 2.7 (g/cm3)

- Average void ratio: e0 = 0.916
- Average liquid limit WL = 60.4%
- Average plastic limit WP = 24.6%
- Average plasticity index IP = 35.7%

- Liquidity index B = 0.20
- Average compression coefficient :a1-2 = 0.026 (cm2/kG)
- Direct shear test:
* Average cohesion : C = 0.45 (kG/cm2)
* Average internal friction angle:

ϕ = 17026

9. Layer 8: blackish grey, fine – size Sand with clay, dense state, the thickness from 4.5m to
6.6m.
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The physical-mechanical characteristics are as following:
- SPT N30: N = 31 to > 50
- Average natural moisture content : W= 21.2%
- Average natural density : γ W = 1.95 (g/cm3)
- Average specific gravity : γ s = 2.67 (g/cm3)
- Average void ratio: e0 = 0.661
- Average liquid limit WL = 29.6 %
- Average plastic limit WP = 20.7 %
- Average plasticity index IP = 9.0 %

- Liquidity index B = 0.06
- Average compression coefficient :a1-2 = 0.017 (cm2/kG)
- Direct shear test:
* Average cohesion : C = 0.072 (kG/cm2)
* Average internal friction angle:

ϕ = 31055.

Recommendation :



- The thickness of the soft soil layer is from 13,6m to 21,8m. The next is
clay, clay with sand stiff state to medium stiff, and last is fine-size sand with
clay, dense state. Tip of pile will be in layer 8 where SPT N30 from 31 to 50.
- Bridge is in the area with few of house, almost is temporary house.
Using the driven pile is suitable.
II.3
and hydrological characteristics
II.3.1

Meteorological

Meteorological characteristics

II.3.1.1 Temperature
Measurement results in Cao Lanh stations showed the average temperature is about 27.7 °, highest
temperature is 37.4°C in April and the lowest temperature is about 16.1°C in January. Monthly
average temperature, highest and lowest temperature is presented in the following table:
Table 1: Monthly average temperatures in Cao Lanh (Dong Thap) stations (oC)

Average
High
Low

I
25,4
34,1
16,1

II
26,3
34,5
19,8

III
27,7
36,7
20,5

IV
28,8
37,4
20,0

V
28,3
37,0
21,7

Month
VI
VII
27,5 27,4
35,2 34,0
21,5 22,0

VIII
27,2
34,2
22,0

IX
27,5
33,1
22,4

X
27,5
32,5
22,0

XI
27,1
32,4
19,5

XII
25,6
32,5

18,1

II.3.1.2 Humidity
Measurement and monitoring results in Cao Lanh stations showed average relative humidity of
about 82% annually. The June, July and August are often the most humid months of year with a
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value of 85 ~ 86%. The remaining months have average humidity of 75% or more. Results of
monthly average relative humidity are presented in the following table:
Table 2: monthly average relative humidity in Cao Lanh station (%)
I
80

II
80

III
76

IV
77

V
83

VI
85

Month
VII
VIII
86
86

IX
85

X
84

XI
81

XII
79

Average annual absolute humidity is of about 29.4%. The biggest monthly average absolute
humidity is about 29.4%. The biggest monthly absolute humidity is about 31.6%. Monthly average
absolute humidity is presented in the table below.
Table 3: Monthly average absolute humidity in Cao Lanh station (%)
I

II
25,6 26,9

III
27,9

IV
30,1

V
31,6

Month
VI
VII
31,2 31,0

VIII
30,9

IX
31,4

X
30,8

XI
29,4

XII

26,2

II.3.1.3 Rain
Project located in areas having average rainfall. The total of annual rainfall is about 1332.5 mm
with 119.7 rainy days. The most rainfall occurs in October with 257.7 mm value. According to
measurement results, date 22/09/1984 has the largest rainfall reached 183.6 mm. largest rainfall in
year is correspond to period of 1, 3, 5 days, usually fall into June, July and August. Measurements
results of average monthly rainfall and largest rainfall are presented in the table below:
Table 4: Average monthly rainfall measured at Cao Lanh station (mm)

High
Average

I
49,7
8,3

II
68,3
1,7

III
35,1
15,0

Month
IV
V
VI
VII VIII

IX
X
XI
XII
55,1 124,7 134,2 87,0 90,2 110,0 123,6 100,5 70,5
46,2 153,5 146,0 132,9 175,9 246,6 257,7 117,6 31,1

II.3.1.4 Sunny
This area is relatively sunny. According to measurement results in Cao Lanh station, the total
sunshine hours are 2717.9. Month with highest sunny is often in March with an average of 295 ~
300 sunny hours. Month with lowest sunny is often in June with average hours of sunshine is
about 160 ~ 170 hours. Measurement results of the monthly average sunlight hours are presented
in Table 5 as follows:
Table 5: Monthly average sunlight hours measured at Cao Lanh stations (hours)

Average

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Month
I
II
III IV
V
VI
VII VIII
IX
X

XI XII
273,4 261,1 295,9 259,2 231,1 160,6 207,1 188,2 186,3 200,6 221,1 233,1

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II.3.1.5 Hydrology and flood characteristics
The route crosses main drainage line of Dong Thap Muoi region. When designing this route,
should ensure conformity with general development plan and not obstruct the flow. Route must be
operated safely and smoothly during flood season.
Survey results show that traces of floods history in year 2000 were not faded. In terms of flood
peak, flood duration, total volume and risk level, the flood of year 2000 was the biggest flood
during recent 75 years. Total losses was about 4,000 billion, in which inundated area was up to 2.3
million hectares; about 500 people dead, inundated 865,166 households, 376 hospitals, 5,751
schools, 1,273 km of inter-provincial highways, 9,737 km of inter-district and inter-communal
roads, damaged dikes and embankments 1,470 km; lost 55,519 hectares of summer-autumn rice,
reduced productivity of 168,814 ha, inundated 93,265 hectares of crops, orchards and industrial
crops.
Due to the special nature of flood risk in year 2000, floods in year 2000 is selected as standards
by the Ministry of Agriculture and Rural Development, Ministry of Transport when calculating for
testing, calculating for design for irrigation and transportation works in Mekong delta provinces.
Bridge area is affected by tidal regimes of sea and internal rain. The flood impact on this area is
not large. High water levels occur in rainy season, in which reached the highest level in around
August ÷ September; remaining time is low water period, in which reached the lowest level in
about February ÷ March. Results of hydrology calculation are shown in detail in separate reports,
here only a summary of water level data used in design works as follows:

- Highest water level of frequency P = 1%

: +3,21

- Highest water level of frequency P = 2%

: +3,12

- Highest water level of frequency P = 4%

: +3,02

- Highest water level of frequency P = 5%

: +2,98

- The average water level

: +1.25

- Canal cross section :
•

Bottom width

: B=26.0m

•

Bottom level

: -3.26m

Notes: The elevation system is national system.
II.4
bridge

Status of Existing

My An bridge is a rural bridge. Existing bridge has spans arranged:
18m(wood) +12m(steel)+15m(steel)+3x12m(steel)=75m. Wooden deck
slab, 1.5m width, Girders are shape steel. Railing is shape steel has been
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rusted heavy. Two piers of middle span are shape steel, the other piers are
wood. The bridge is only used for motorbike and waking.
When the canal is dredged with the bottom width B=26m, the existing
bridge is not suitable to the width and high of navigation. Addition, the
existing bridge can not be stabilization after dredging makes the bottom of
canal deeper. So, we must build a new bridge, remove the existing bridge
complete then dredge the canal.

II.5
dumping ground for unuseful material
II.5.1

Material

and

Material
- Sand for concrete: from Tân Châu mine, transport to the site by
waterway, distance 95.44km including 59.5km river class 1 (Tien river)
and 35.94km canal class 3 (Nguyễn Văn Tiếp canal).
- All type of stone: from Antraco mine - Châu Lăng commune, Tri Tôn
district, transport to the site by waterway, distance 118.53km including
16.5km (Hau river) and 14.5km (Tien river) class 1 and 15.1km of river
class 2 (Vàm Nao river) and 36.49km of canal class 3 (Tám Ngàn and
Tri Tôn canal) and 35.94km of canal class 3 (Nguyễn Văn Tiếp
canal).
- Bitumen, steel, cement . . . are from local.
- All type of RC. pre-stressed girder: Use precast girders from Binh Minh
factory, transport to the site by waterway with the distance is 90.64km,
including 69.2km of river class 1 (Tien river), and 35.94km of canal
class 3 (Nguyễn Văn Tiếp canal).
- Bailey type frame: Use product of Co Khi An Giang factory, transport to
the site by waterway with the distance is 82.04km, including 16.5km of
river class 1 (Hau river), and 14.5km (Tien river) class 1 and 15.1km of
river class 2 (Vàm Nao river) and 35.94km of canal class 3 (Nguyễn
Văn Tiếp canal).

II.5.2

Dumping ground for unuseful material
- 13 bridges is a part of the Dredging national waterway corridor No.2, so
PMUW required use dumping ground from dumping ground report of
Design document for dredging waterway corridor No. 2 made by
Association of BCEOM and Hai Dang JSC in 2008;
- Dumping ground at km90+880 and far away from bridge 1.17km.

III

SCALE AND TECHNICAL STANDARDS FOR PROJECT
III.1

Bridge

III.1.1 Scale
- Bridge is steel, reinforced concrete and pre-stressed reinforced concrete.
- Design load 0.5xHL93.
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- Span for Navigational clearance :

The width of the navigational clearance B=30m, so we need a span with length
enough. We have a comparison for two options:
 First option: Truss type bailey 4.2HC is a product of the factory, load
applies is 0.5xHL93 with span length up to 36m. The width for the
carriage-way B=4.0m.
•

The advantage of Bailey truss:

+ Structure is light, easy to transport, construction. Each section is
3.02m length. Assembled at the site.
+ The high from bottom to the level of carriage way is only 93cm so we
can reduce the length of bridge and the height of the embankment at
the abutment.
+ Easy for maintaining and repairing.
•

Weak point:

+ The fee for maintaining and repairing of steel structure is higher than
concrete structure.
The second option: use pre-cast pre-stress reinforce concrete girder
type I, length 33m.


•

The advantage :

+ The fee for maintaining and repairing is low.

•

Weak point:

+ The height of girder is high: 1.65m and 20cm of deck slab addition
cause increase the length of bridge and the height of the embankment at
the abutment. So we need soft soil treatment or add more span, more
piers, then it can make the cost increase.
+ It is difficult to cast the pre-stress girder 33m at the site, launching is
difficult. If we buy it, we must transport 250km from factory to the site.
From comparison of 2 options, Consultant chooses the option of Bailey
for middle span because it is cheaper. Bridge length and embankment
height are limited, and construction is easier. This issue has been mention
in letter No. 213 213/ĐT-ĐPDA date July 14th 2008 of Project Management
Unit of Waterways and in announcement No. 133/TB-BGTVT date April 8th
2008 of Ministry of Transport.
- Span with two lanes:
+ We use the pre-cast pre-stress reinforce concrete girder type I. Girder
length is 18m and 15m, 14m, it is product of factory and convenient for
construction. And it has been use for a lot of projects in Me Kong delta.
+ Length of bridge > 200m and width is for 1 lane. Incase of two cars run
in 2 ways on the bridge because they can not see each other. So we need
2 lanes for span next to the middle span.
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+ The width of the carriage way Bxc=7.0m, parapet width: 2x0.25m, and
total is 7.5m.
+ There are 11 girders for 1 span, distance between girders is 70 cm. Deck slab is
reinforce concrete 30MPa 10cm thick and 5cm of reinforce concrete 30MPa for cover.
- Span with one lane:
+ There are 6 girders 18m long for 1 span, distance between girders is 70 cm.
Deck slab is reinforced concrete 30MPa 10cm thick and 5cm of reinforce concrete 30MPa for
cover.
- Sub-structure:
•

Foundations: Use the driven square piles type 45x45cm for piers and
abutments.

•

Abutments structure: Abutment type U, RC 30MPa cast in place;

•

Piers structure: using pier of dense-body format for span 33m long
and pier of two column-body formats for other piers. Pile cap, body
and capping are cast in place reinforced concrete 30MPa.

- Approach road: Double bituminous surface treatment with 2 layers
standard 3.0kg/m2.

III.1.2 Technical standards
- Design speed : 30km/h with class VI on plain.
- Designed load : 0.5xHL93;
- Earthquake Level: 6;
- Design frequency : P = 1%;
- Bridge width :
+ Vehicle lane

: 1 lanes x 3.5 m

+ Wheel guard

: 2 sides x 0,25m = 0.5m

+ Parapet

: 2 sides x 0.25 m = 0.5 m
Total:

= 3.5m

4.5 m

- Navigational clearance: follow the terms of reference and the written
approval of Ministry of Transport, the clearance requirements as follows:
•

Vertical clearance: 6.0 m (Vertical navigational clearance is from
water levels of frequency 5%);

•

Horizontal clearance: 30.0 m.

- Ship collision load: follow Decision 741/QD-BGTVT, Nguyen Van Tiep
canal was dredged to be grade III, based on standard 22TCN-272-05
with river grade III, selected ship collision load is self-propelled ships
300DWT or pulled barges 400DWT.

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- Lighting system: Because bridge is outside urban area, now not design
lighting, just set available positions on bridge.
III.2

Approach road

III.2.1 Scale
Road design: Class VI delta as standard TCVN 4054-05.
III.2.2 Technical standards
- Design speed: 30km/h;

- Cross section:
•

Vehicle lane

•

Earth roadside

: 1 lanes x 3,5m

= 3,5m

: 2 sides x 1,5m

Total:

= 3,0m
6,5m

- Geometry information: correspondence to design speed Vtk = 30km/h
follow standard TCVN 4054-05, principal parameters are as follow:
• Largest super elevation

: 6%

• Limit minimum horizontal curve radius

: 30m

• Common minimum horizontal curve radius

: 60m

• Non-super elevation minimum horizontal curve radius

IV

: 350m

• Distance of car brake sight

: 30m

• Distance of sight before reversing car

: 60m

• Passing sight distance

: 150m

• Maximum vertical slope

: 9%

• Minimum crest curve radius

: 400m

• Minimum sag curve radius

: 250m

DESIGN SOLUTIONS
IV.1

Bridge

IV.1.1 Bridge location
My An bridge cross Nguyen Van Tiep canal at chainage point km 108+161 of
canal. The distance between new bridge and the existing bridge is about
75m upstream (direction to Tien Giang) as Document No. 102/UBND-XDCB
dated March 10th 2010 of Dong Thap committee. This location was chosen to satisfy
the following requirements:
- Take advantage of old bridge to ensure traffic during new bridges
construction (do not need temporary bridges to ensure traffic);

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- Reduce clearance amount of houses at bridge end;

IV.1.2 Super-structure
- Span layout :
• Bridge is composed of 11 spans with reinforced concrete and prestressed reinforced concrete, layout : 5x18m + 33m + 5x18m, bridge
length (from end of wing wall of two abutment) is Lc=222,27m. The
selected span layout is to meet and satisfy the following
requirements:
 Middle span use 33m span to ensure horizontal navigational clearance of 30m.
 Limit the height of the embankment behind abutment to insure
stabilization of embankment, reduce soft soil treatment.
•

Level of the girder bottom is defined as follows:
 Hdam1 = H1% + 0,5m = 3,21m + 0,5m = 3,71m.
 Hdam2 = H5% + Hclearance = 2,98m + 6,0m = 8,98m.

In comparison of above results,
clearance.
•

suggest bridge level as navigational

Bridge cross section for each span type as follows:
 Middle span 33m: Bailey truss type, 4m width of carriage way.
 Next is the span of 2 lanes: 18m long. Carriage way is 7.0m:
including 11 girders RC. 45MPa pre-cast pre-stress, type I length
18m, 65cm height, distance between girders is 70cm. Deck slab is
RC. 30MPa 10cm cast in place.
 The other span of 1 lane: 18m long. Carriage way is 4.0m:
including 6 girders RC. 45MPa pre-cast pre-stress, type I length
18m, 65cm height, distance between girders is 70cm. Deck slab is

RC. 30MPa 10cm cast in place.

•

Using waterproofing membrane for deck slab which is sprayed on
concrete's surface.

•

Layer for cover deck slab is 5cm of reinforce concrete 30MPa.

• Cross slope 2% with beams I. Cross slope is created by altering the height of plinth for
beam I.
• Bridge longitudinal has coned curve radius R = 1000m, maximum
longitudinal slope 6%.
• Use rubber expansion joints.
• Handrail is hot-dip galvanized steel, minimum galvanized thickness is
90 µm.
• Electrometric bearing pad, dimensions (150x200x25)mm, a minimum
compressive strength 600KN.
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• The drainage system is zinc steel pipes Φ100mm along handrails, the
pipes is located along edge of parapet.
IV.1.3 Sub-structure
- Foundation:
Because of the bearing layer is deep, and the bridge is not in densely
populated areas, so using the square driven piles.
- Abutment structure:
•

Abutment with piles type, reinforced concrete 30Mpa, cast in place.

•

Foundation: driven piles with cross-section 45x45cm. There are 11 piles, estimated
length is 46m, the official length of piles will be decided after complete the trial pile.

• After abutment, putting transition slab, reinforced concrete 25Mpa, 3m long. Selected
soil under transitional slab is compacted reach K ≥ 0.98.
- Pier structure:
•

There are 3 types of piers:
 Piers for approach span with 1 lane: Using pier of 2 round columns format, pile
cap, body and capping are cast in place reinforced concrete 30MPa. Pier body is 2
columns diameter 80cm. Pier foundation include 10 driven piles 45x45cm,
estimated pile length is 46m, the official length of piles will be decided after
complete the trial pile.
 2 piers for approach span 1 lane and 2 lanes: Using pier of 2 round columns
format, pile cap, body and capping are cast in place reinforced concrete 30MPa.

Pier body is 2 columns diameter 80cm. Pier foundation include 12 driven piles
45x45cm, estimated pile length is 46m, the official length of piles will be decided
after complete the trial pile.
 Two piers (in water) of span 33m
Using pier of dense-body format,
reinforced concrete 30MPa. Pier
estimated pile length is 40m, the
complete the trial pile.

length (2 piers bearing ship impact pressure):
pile cap, body and capping are cast in place
foundation include 32 driven piles 45x45cm,
official length of piles will be decided after

(See detail in piers and abutment drawings)

IV.2
IV.2.1

Approach road

Layout

- Design principles
•

Routes are designed suit to design standards of road class VI delta,
Vtk=30km/h.

•

Limit clearance of permanent house and existing projects.

•

Take advantage of existing bridge to ensure traffic use old road for
local use.

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•

Connect approach road to the existing road to make sure that bridge
is in use after finished.

- Design results:

IV.2.2

•

New alignment is about 75m upstream from the existing bridge as

agreement on date March 10th 2010.

•

The intersection at the end point of alignment with the existing road:
Design the curve R=15m at the edge of pavement.

Longitudinal Profile
Design principles



- Create a Longitudinal profile to ensure favorable conditions and safety
for vehicles and drivers, thereby minimizing operating costs;
- Ensure enough clearance for the existing road cross under bridge.
- End point of alignment is connected with the existing road
- Ensure conditions of hydrology, hydraulics, and navigational clearance
follow requirement and minimum standards regulated for road class.
Controlled levels:



- According to hydrology report of My An bridge made by Transport
Engineering Design Joint Stock Incorporated South (TEDI South) on May
2010, water level as follows:
Water level as frequency (m)
No.
1

Bridge

My An

H1%

H2%

H4%

H5%

+3,21

+3,12

+3,02

+2.98

H

average

+1,25

- The road design level must meet following conditions:
•

Road shoulder level is higher than water level as frequency, with design speed V =
30km/h, TCVN 4054-05, so frequency of road design is P = 4%, minimum road center
line levels as follows:

 Hmin1 = H4% + 0,5m + Hcross-fall
 Hcross fall : height difference between center line and shoulder
H cross fall = 1,5 x 5% + 1,75 x 2% = 0,11m.
 Hmin1 = 3,02m + 0,5m + 0,11m = 3,63m.

•

Bottom level of pavement structure must be higher than regular water level, with day of
continuously flooded is 20 days for fine-grained sand embankment 30 cm, minimum
level of the center line as follows:
 Hmin2 = H regular + 0,3m + HKCAD + H cross fall

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 HKCAD: thickness of pavement structure.
HKCAD = 0,30m
 H cross fall = 1,5 x 5% + 1,75 x 2% = 0,11m.
 Hmin2 = 1,25m + 0,3m + 0,3m + 0,11m = 1,96m.
•

The existing level of PR no.846 is +3.42m, and the new approach road must be

connect to it. So, we suggest the design level of approach road must be equal with the
existing level.

•

Compare the calculated results, minimum level of embankment design follow condition
of existing road: Hmin = +3,42m.
Design Results:



Longitudinal profile bridge area is designed as follows:
•
•

All slopes are <= 6%;
At point of slope change: arrange sag curves with large radius. The longitudinal profile
on the bridge is approximate with the convex curves radius R=1000m.

IV.2.3 Cross section
- Scale of cross-section: Apply scale of cross-section of road class VI as
follows:
Vehicle lane
: 1 lanes x 3,5m
= 3,5m
Earth roadside
: 2 sides x 1,5m
= 3,0m
Total:
6,5m

• Surface cross-fall is 2% for approaching road (bituminous pavement) and 1,5% for
bridge surface (RC. pavement). Cross fall of side walk 5% (soil side walk)
•
IV.2.4

Talus slope 1/1,5;

Pavement structure
Apply pavement structure as follow:

IV.2.5

•

Double bituminous surface treatment 3.0kg/m2 on prime coat 1.0kg/m2;

•

Aggregate-base, 15cm thick, compacted K≥ 0,98;

•

Detritus sub-base course, 15cm thick, compacted K≥ 0,98;;

Embankment
Embankment is filled with sand K≥0,95. Talus cover is clay 1.0m thick.

IV.2.6

Soft soil treatment

Remove organic soil 50cm depth, spread 1 layer of woven geo-texttile
with tensile strength ≥100KN/m for stabilization of the embankment.
Embankment behind the abutment is ~3.75m high and need the soft soil
treatment. Base on the geo-technical report, the depth of the soft soil is

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about 17.6m – 18.1m. If we use the absolute treatment, it will be costly,
and because of rural road for light truck so we suggest that using the
wooden piles dia. 8-10cm, 4.0m long/one, 25 sticks/m2 to reduce the
subsidence and improve the stability. The length of embankment has
treatment is 10.0m from the end of wing wall and 15m to connect to the
basis embankment. The factor of the slope stability K ~ 1.4;
The embankment of the other section is about 2.58m height, it is
equivalent with the height of the existing road. The factor of the slope
stability K ~ 1.4;
IV.2.7

Slope protection at abutment

- To protect the slope away erosion from rain, the slope is protected with

the concrete block, which has a hole for grass grow. Toe of the slope is
concrete 20MPa dimension 40cm width and 60cm height on the wooden
piles dia. 8-10cm, 4.0m length/one, 25 sticks/m2.
- Length of protection:
•

25m length from wing-wall end.

•

The remaining is protected with grass grow.

IV.2.8 Traffic safety
- Painting line, sign board are designed follow Standard of road sign
22TCN 237-01. Road safety items are designed as follows:
-

Painting line:
• Deceleration paint : on the existing road and the approach road end
close to the intersection (see Deceleration Paint drawing for detail)
- Sign board
•

Sign board No. 115 "Limiting vehicle weight" : to banned vehicles
having entire weight.

•

Sign No. 440 "bridge name " to report information about bridge:
bridge name, drainage point, road ID (name), length, width.

•

Sign No. 207b and No.207c : "road junction" to report a crossroad
junction with non-priority road.

•

Sign No. 201a and No.201b : " attention curve" for attention the curve
of the road.

•

Sign No. 117 : "limit the height of clearance" to limit the height of
clearance for the road cross under the bridge.

•

Sign No. C2.1 and C2.3: signs of vertical and horizontal clearance of
waterway under bridge, arranged at two bridge side.

•

Sign No. B5.1: Show the motor-ship and primitive boat can go.

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•

Sign No. C1.1.3: Waterway sign board – Ship, boat only can go between 2 sign
board.

•

Sign No. C1.1.4: Waterway sign board – Forbid the Ship, boat go out of 2 sign
board.

- Corrugations handrails: At section of approach road close to the
abutment, install corrugations railing for traffic safety in approaching
road section. (Details see in corrugations drawing)
- Signed stakes: is arranged next to corrugations handrail up to the end of
approaching road. (Details see in drawing of lane printer and signs)
IV.3

Lighting

- Arrange Lighting: Currently bridge is outside urban area, not dense
population, now not design lighting, and just set available positions on
bridge.
V

CHANGES AND ISSUES TO BE NOTES :

- The bridge length and spans number were changed compared with
expectation in reference document because approaching road is too
high, no stability guarantee. In order to not need for special treatment
measures, PMU of Waterways agreed to extend bridge.
- Due to span supplement, there are some abutments and piers having no
geological survey data. This document is now referring data of the
nearest piers for design calculations. Before construction, it needs
additional drilling and geological testing at those locations to decide the
official pile length.
- (The above matters were approved by PMU of Waterways in document
No.151/DT-DA dated April 2nd 2010)

VI

ORGANIZING FOR BRIDGE CONSTRUCTION
VI.1
methods for main items.

Construction

VI.1.1 Construction of concrete structures
VI.1.1.1 Formwork requirement
- Formwork must meet the following requirements:
• Stable, no deformation when suffering own weight and horizontal pressure of concrete mortar that
is just poured as well as other loads in construction process to ensure proper structure boundary as
design.
• Formwork joints must be sealed to avoid mortar flowing out.
• Make sure no convex and concave stripes, pitting on concrete surface.

My An bridge

Working drawing

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