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Vinh Thinh Bridge Construction Project on NH2C Quarterly Report

YOOSHIN – SAMBO Joint Operation March 2011
TABLE OF CONTENT
CHAPTER 1: GENERAL .......................................................................................... 8
1.1 Introduction ....................................................................................................... 8
1.2 Project implementation information .................................................................. 8
1.3 Limitations of the Project .................................................................................. 9
1.4 Legally basics ................................................................................................... 9
1.5 Scope of the Consultantcy services ................................................................. 10
1.5.1 Preconstruction ........................................................................................... 10
1.5.2 Assistant to construction bidding ................................................................. 10
1.5.3 Construction supervision ............................................................................. 10
1.6 Organization chart for detailed design step ..................................................... 10
CHAPTER 2: STANDARDS AND CRITERIA .................................................... 12
2.1 Scale of the project ......................................................................................... 12
2.2 Applied standards ........................................................................................... 12
2.3 Road design criteria ....................................................................................... 18
2.3.1 Highway criteria .......................................................................................... 18
2.3.2 Intersection design criteria .......................................................................... 18
2.3.3 Typical cross-section ................................................................................... 19
2.4 Bridge design criteria ...................................................................................... 20
2.4.1 Navigation clearances ................................................................................. 20
2.4.2 Major design load (static load, live load,…) .............................................. 20
2.4.3 Load and impact (temperature, humidity, ship impact and seismic) ............ 22
2.4.4 Load combinations ....................................................................................... 24
2.4.5 Service limit state ........................................................................................ 25
2.4.6 Strength limit state and extreme limit state .................................................. 26
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2.5 Soft soil treatmeant design criteria ................................................................. 26
2.5.1 Settlement criteria ........................................................................................ 26
2.5.2 Stability criteria ........................................................................................... 27
CHAPTER 3: SURVEY AND INVESTIGATIONS ............................................... 28
3.1 General conditions .......................................................................................... 29
3.1.1 Topographic conditions ............................................................................... 29
3.2 Topographical survey ...................................................................................... 29
3.2.1 Establishment of primary control network ................................................... 29
3.2.2 Establishment of secondary control network ............................................... 30
3.2.3 Topographic survey and mapping ................................................................ 31
3.2.4 Centerline survey ......................................................................................... 32
3.2.5 Vertical aligment survey .............................................................................. 32
3.2.6 Cross-section survey .................................................................................... 33
3.2.7 Existing structures survey ............................................................................ 33
3.2.8 Other surveys ............................................................................................... 33
3.3 Hydrological survey and analysis ................................................................... 33
3.3.1 Natural features ........................................................................................... 33
3.3.2 Data collection ............................................................................................. 34
3.3.3 Meteorology ................................................................................................. 34
3.3.4 Rain .............................................................................................................. 34
3.3.5 Humidity ...................................................................................................... 34
3.3.6 Wind ............................................................................................................. 35
3.3.7 Hydrology survey ......................................................................................... 35
3.3.8 Meteorological and Hydraulic calculation .................................................. 35
3.3.9 Navigation clearances ................................................................................. 37
3.4 Geotechnical survey ........................................................................................ 38
3.4.1 Description of geological condition in previous studies. ............................. 38
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3.4.2 Location of soil investigation ....................................................................... 38
3.4.3 Work scope and criteria ............................................................................... 39
3.4.4 Result of soil investigation ........................................................................... 40
3.4.5 Description of soil condition ........................................................................ 40
3.4.6 Soil profile ................................................................................................... 43
3.5 Construction Material Investigation ............................................................... 47
3.5.1 Stone Quarries ............................................................................................. 48
3.5.2 Soil Borrow Pits ........................................................................................... 48
3.5.3 Sand Stockpiled Area ................................................................................... 48
3.6 Other survey and investigations ...................................................................... 49
3.6.1 Other site investigations .............................................................................. 49
3.6.3 Investigation of replacement of small roads and channels .......................... 50
3.6.4 Existing drainage system in intersection area .............................................. 51
3.6.6 Existing pavement ........................................................................................ 52
3.6.7 Existing Intersection .................................................................................... 52
3.6.9 Meeting with related authorities .................................................................. 53
CHAPTER 4: DESIGN OF THE ROAD ................................................................ 54
4.1 Feasibility Study Report Revision ................................................................... 54
4.1.1 Main road revision ...................................................................................... 54
4.1.3 Intersection revision .................................................................................... 55
4.1.5 Supporting road revision ............................................................................. 55
4.1.7 Pavement revision ....................................................................................... 56
4.1.8 Summary of major changes from Feasibility Study ...................................... 56
4.2 Aligment design .............................................................................................. 57
4.2.1 Horizontal alignment ................................................................................... 57
4.2.2 Vertical alignment ........................................................................................ 58
4.3 embankment design ....................................................................................... 60
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4.3.1 Cross-section ............................................................................................... 60
4.3.2 Details of cross-section ................................................................................ 60
4.3.3 Material for embankment ............................................................................. 61
4.3.4 Slope protection for embankment ................................................................. 61
4.4 Culvert design ................................................................................................. 62
4.5 Intersection with NH32 design ........................................................................ 62
4.5.1 Analysis of site condition ............................................................................. 62
4.5.2 Solution to increase safety of approach road to Duong Lam village ........... 63
4.5.3 Result of NH32 intersection design .............................................................. 63
4.6 Red River Intersection .................................................................................... 65
4.7 Realigment of existing cannel and local road. ................................................ 66
Supporting road of dike design...................................................66
4.7.1 Specifications for supporting road ............................................................... 66
4.7.2 Measurement of underpass .......................................................................... 66
4.7.3 Determination of uderpass location ............................................................ 67
4.8 Pavement design ............................................................................................. 68
4.8.1 Pavement of new road .................................................................................. 68
4.8.2 Strengenth of existing pavement ................................................................... 69
4.8.3 Traffic safty and miscellaneous facilities .................................................... 69
4.9 Soft soil treatment desigN ............................................................................... 70
4.9.1 Design concept ............................................................................................. 70
4.9.2 Soft soil treatment analysis .......................................................................... 70
4.9.3 Calculation methodology ............................................................................. 72
4.9.4 Result of soft soil treatment .......................................................................... 80
CHAPTER 5: DESIGN OF THE BRIDGE ............................................................ 81
5.1 Review of feasibility study ............................................................................. 81
5.1.1 Box girder .................................................................................................... 81
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5.1.2 Super-T girder ............................................................................................. 82
5.2 Outline of the bridge ....................................................................................... 83
5.3 Superstructure of FCM bridge design ............................................................. 84
5.3.1 General introduction .................................................................................... 84
5.3.2 Typical cross-section ................................................................................... 84
5.3.3 Construction sequences ................................................................................ 84
5.3.4 Tendon arrangement and segmental division ............................................... 85
5.3.5 Envelop of bending moment, shear force under SLS .................................... 87
5.3.6 Stress diagram under SLS ............................................................................ 87
5.3.7 Envelop of bending moment, shear force under ULS ................................... 88
5.3.8 Strength capacities under ULS ..................................................................... 89
5.3.9 Envelop of bending moment, shear force under ELS ................................... 90
5.4 Superstructure of approach bridge design ....................................................... 90
5.4.1 General introduction .................................................................................... 90
5.4.2 Typical cross-section ................................................................................... 91
5.4.3 Beam arrangement of plane curve .............................................................. 91
5.4.4 Slab detail on pier cap ................................................................................. 92
5.4.5 Tendon arrangement .................................................................................. 93
5.4.6 Stress diagram under Service Limit State in Stage I .................................... 93
5.4.7 Stress diagram under Service Limit State in Stage II ................................... 94
5.4.8 Stress diagram under Service Limit State in Stage III .................................. 94
5.4.9 Flexural Resistance in Strenghth Limit State ............................................... 94
5.4.10 Shear Resistance in Strenghth Limit State ................................................. 95
5.4.11 Construction method .................................................................................. 95
5.5 Design of substructure .................................................................................... 95
5.5.1 Pile Capacities ............................................................................................. 95
5.5.2 Abutment, Pier design ................................................................................ 101
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5.5.3 Pile foundation analysis. ............................................................................ 107
5.5.4 Internal force of pier and abutment in all states. ....................................... 108
5.5.5 SLS checking .............................................................................................. 110
5.5.6 ELS, ULS checking .................................................................................... 112
5.5.7 Reinforcement arragement summary. ........................................................ 115
5.6 Design of miscellaneous ............................................................................... 119
5.6.1 Furniture Design ........................................................................................ 119
5.6.2 Drainage Design ........................................................................................ 120
CHAPTER 6: ENVIRONMENTAL MANAGEMENT ....................................... 121
6.1 Introduction ................................................................................................... 121
6.1.1 General ...................................................................................................... 121
6.1.2 Terms ......................................................................................................... 121
6.1.3 Environmental Management ..................................................................... 121
6.1.4 Plan for environment management ........................................................... 124
6.2 Organization chart for environment management ......................................... 124
6.3 Method of environment management ........................................................... 125
6.3.1 Policy for Environment Preservation ......................................................... 125
6.3.2 Measures to raise awareness about environment ...................................... 125
6.3.3 Concrete procedure to attain the required environmentally standards ..... 126
CHAPTER 7: GENERAL CONSTRUCTION METHOD .................................. 127
7.1 Study of the site conditions ........................................................................... 127
7.1.1 Water level for construction ..................................................................... 127
7.1.2 Construction time ....................................................................................... 128
7.1.3 Other consideration ................................................................................... 128
7.2 Construction schedule ................................................................................... 129
CHAPTER 8: BIDDING DOCUMENT AND COST ESTIMATION ................ 130
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8.1 Assistant to preparing of bidding document .................................................. 130
8.1.1 General ...................................................................................................... 130
8.1.2 Volume I – bidding procedures .................................................................. 131
8.1.3 Volume II – Technical Specifications ........................................................ 132
8.1.4 Volume III – Detail Design Documents ..................................................... 132
8.2 To preparing of cost estimation ..................................................................... 133
8.2.1 General ...................................................................................................... 133
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55439433.doc
Vinh Thinh Bridge Construction Project on NH2C Quarterly
Report YOOSHIN – SAMBO Joint Operation
March 2011
CHAPTER 1: GENERAL
1.1 INTRODUCTION
Together with technical infrastructure development in all regions, the plan is expected
to build the ring road connecting surrounding urban areas of Hanoi (Ring road No.5)
from Vinh Yen City- Son Tay City- Hoa Lac Town, Xuan Mai Town, Mieu Mon-
Dong Van-Hung Yen City - Hai Duong City-Chi Linh- Bac Giang City-Song Cong
Township.
Among these areas, Vinh Thinh Bridge is an important item crossing Red River that
connect Vinh Yen City to Son Tay City. It is also one of important cities in the central
cities system of Hanoi City. At present, the connection between central cities from
Hai Duong, Hung Yen, Dong Van, Xuan Mai, Hoa Lac and Son Tay City is
essentially formed and ensure continuity. However, all vehicles on this connecting
alignment when crossing the Red River linked N.H. No.2 to Vinh Yen City and Viet
Tri City are still using ferry-boat. Therefore, construction investment of Vinh Thinh
Bridge is necessary.
Thang Long Project Management Unit has signed the Consultant Service Contract
with YOOSHIN – SAMBOO Joint Operation to implement consultant serivce for
Vinh Thinh Bridge Construction Project on NH2C.
1.2 PROJECT IMPLEMENTATION INFORMATION
Items Description
Project name Vinh Thinh Bridge Construction Project on NH 2C
The Owner Vietnam Ministry of Transportation (MOT)
Project Management Thang Long Project Management Unit (PMU-TL)
The Consultant Yooshin – Samboo Joint Operation
The Apprail Design
Consultant
-
Date of commencement 8 September, 2010
Detailed design period and bidding 8 months + 4 months
Construction supervision 36 months
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March 2011
1.3 LIMITATIONS OF THE PROJECT
Items Contents
Location
Son Tay town of Hanoi city, Ha Tay Province and Vinh Phuc
Province
- Starting point: Sta.4+313 at the Son Tay side.
- Ending point: Sta.9+800 (200m from the left hand side of Red River
dyke)
Scope New bridge and road construction
Length
- Total : 5.5km
- Bridge: 4.4km
- Road: 1.1km
Capital App. 137,182,000 USD
1.4 LEGALLY BASICS
 Construction law issued on 26/11/2003.
 Decree No.12/2009/ND-CP dated 12/02/2009 of the Government on project
management of work construction investment.
 Decree No.209/2004/ND-CP dated 16/12/2004 and Decree No. 79/2008/ND-
CP of the Government on quality management of construction works.
 Decree No. 99/2009/ND-CP and Decree No.03/2008/ND-CP of the
Government on cost management of work construction investment.
 Decree No. 12/2009/ND-CP dated 10/2/2009 of the Government on project
management of work construction investment.
 Current regulations on work construction investment management Decision
No.1290/QD-TTg dated 26/9/2007 of the Prime Minister on issuing national
list to appeal foreign investment within the period from 2006 to 2010.
 Decision No. 490/QD-TTg dated 5/5/2008 of the Prime Minister approved for
construction plan of regions of Hanoi City up to 2020 and towards 2050.
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 Decision No. 823/QD-BGTVT dated 29/03/2005 of Ministry of Transport
approved for Investment Report of Vinh Thinh Bridge on NH 2C.
 Decision No. 1869/QD-BGTVT dated 29/06/2009 of Ministry of Transport
approved for Investment Project of Vinh Thinh Bridge on NH 2C.
 Decision No. 1779/QD-BGTVT dated 06/2009 of Ministry of Transport
approved for Criteria applicable for Vinh Thinh Bridge construction project on
NH 2C.
 Consultant service contract No.1589/ HD/HDTV-VT dated 20/08/2010
between PMU Thang Long and Yooshin – Sambo.
1.5 SCOPE OF THE CONSULTANTCY SERVICES
1.5.1 Preconstruction
The Consultant will carry out comprehensive surveys including their appropriate
reports and drawings and prepare detailed engineering designs of the scope of works
confirmed by PEA and EDCF.
1.5.2 Assistant to construction bidding
The Consultant will (i) assist PMU to prepare, in accordance with the EDCF’s
Guidelines and Procedures on Procurement of Civil Work Contracts, the final bid
documents for the contract packages; (ii) print the necessary copies required by PMU
for bidding all contracts; and (iii) assist PMU to evaluate the bids submitted by
interested bidders.
1.5.3 Construction supervision
As the Engineer, the Consultant will have all of those powers which are defined in the
conditions of contract, with the exception of the following, which will be retained and
exercised by the Employer generally on the advice of the Engineer (i) issuing the
order to commence the works; (ii) approving variation order which have financial
implications; (iii) approving significant variations in quantities; (iv) approving
subletting of any part of the works; and (v) approving extensions of time to civil work
contracts.
1.6 ORGANIZATION CHART FOR DETAILED DESIGN STEP
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Report YOOSHIN – SAMBO Joint Operation
March 2011
Notes:
1. MOT: Ministry Of Transportation
2. PMU-TL: Thăng Long Project Management Unit
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MOT
PMU - TL
Sun - Rae Oh
Project Manager
Regional MOT offices
Local Government Unit
and other government
agencies
Administrator
And other staffs
Hoang Thanh Hai
Deputy Project Manager
Sr.Bridge Engr
(4) Bridge Engr
Local Prof. Staff
Byung - Gu Kang
Sr.Road/Pavement Engr
Hung - Jae Cho
Sr.Geotech/Mat Engr
In – Kyu Lee
Sr. Hydrological Engr
(3) Road Engr
Local Prof. Staff
(2 Geotechnical Engr
Local Prof. Staff
(1) Hydological Engr
Local Prof. Staff
Traffic Engr
Local Prof. Staff
Topo Expert Surveyor
Local Prof. Staff
Hyeok -San Kwon
Document Specialist
(2) Document Specialist
Local Prof. Staff
Young – Cheol Cheon
Home Ofice Prof.
Staff (Korea)
Vinh Thinh Bridge Construction Project on NH2C Quarterly
Report YOOSHIN – SAMBO Joint Operation
March 2011
CHAPTER 2: STANDARDS AND CRITERIA
2.1 SCALE OF THE PROJECT
Based on Decision no.1779/QD-BGTVT dated 6/2009.
+ Road Works:
 Road Level: Grade III in delta
terrain condition.
 Design
speed: 80km/h
 Longitudinal grade:
Imax = 5%
 Minimum curve radius: Rmin = 250m
 Road cross section: embankment = 17.5m, pavement
=16.5m
+ Bridge structure: Prestressed concrete bridge
 Total length: 4,413.6m
 Live load: HL93
(22TCVN 272-05)
 Design flood frequency: P1%
 Earthquake class: 8 as MSK
 Bridge pathname: Super T
bar, 40m span
 Abutment pier: Cast-in-situ on bored
pile foundation
 Navigation clearance: BxH
= 80 x 10m
 Bridge cross section width:
B= 16.5m
2.2 APPLIED STANDARDS
No. STANDARDS Number
A Applied for design, survey activities
1 Construction geodetic – General requirements TCXDVN 309 - 2004
2 Standard of surveying topographic map 96TCN 43-1990
3 Process of highway survey 22TCN 263 - 2000
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No. STANDARDS Number
4 Process of enginerring geological exploratary drilling 22TCN 259 - 2000
5
Process of engineering geological investigation and stable
method design for bases in avalanche and slip areas.
22 TCN 56-1998
6 Process of geological survey for waterway works 22TCN 260 - 2000
7
Specifications for measuring and processing GPS data in
work surveying
TCXDVN 364 - 2006
8
Process of design survey for highway bases backfilled in soft
ground.
22TCN 262 - 2000
9 Process of trans-static testing (CPT and CPTU) 22TCN 317 - 2004
10 Techincal survey for design and pile foundation construction 22TCN 160 - 1987
11 Process of vane shear test 22TCN 355 - 2006
12
Process of bridge testing on highway- Technical
requirements
22TCN 243 - 1998
13
Process of testing and base intensity evaluation and soft
pavement struture of hiwgway by FWD dynamic measuring
device.
22TCN 335 - 2006
14 Process of water sample analysis used in traffic works 22TCN 61 -1984
15 Specific caculation for flood flow. 22TCN 220 - 1995
16
Testing process for determining general elastic modules of
soft pavement by Benkelman deflection measuring rod
22TCN 251 - 1998
17 Process of environment impact assessment 22TCN 242 - 1998
18
Specifications for bridges design, culvert in limited state
(applied for culvert design and auxiliary works)
22TCN 18 - 1979
19 Specifications for bridge design 22TCN 272 - 2005
20 Urban road- Design reqirements TCXDVN 104 - 2007
21 Specifications for highway design TCVN 4054 - 2005
22 Process of soft pavement design 22TCN 211 - 2006
23 Process of rigid pavement design 22TCN 223 - 1995
24 Load and impact TCVN 2737 - 1995
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No. STANDARDS Number
25
Design specifications for soft ground treatment by sand drain
item in construcion
22TCN 244 - 1998
26
Process of work design and auxiliary equipments in bridge
construction.
22 TCN 200 - 1989
27 Regulations of road signal 22TCN 237 - 2001
28
Outside artificial lighting and urban infrastructure technique
- Design standards.
TCXDVN 333 - 2005
29 Specifications for traffic works design in earthquake areas. 22TCN 221 - 1995
30 Specificaions for earthquake-proof construction design.
TCXDVN 375 - 2006
22TCN 211 - 1995
31
Specifications for artificial lighting design on roads, streets
and urban squares.
TCXDVN 259 - 2001
32 Specifications for drainage system design 22TCN 51 - 1984
33 Soft ground reinforcement by cement pillar. TCXDVN385 - 2006
34 Pile foundation- Design standards TCXD 205 - 1998
35 Engineer fabric in embankment construction on soft ground. 22 TCN 248 - 1998
36 Specifications for highway design (intersection design) 22 TCN 273 - 2001
37 Neo prestressed concrete T13, T15, & D13, D15 22TCN 267 - 2000
38 Elastomeric pad with steel plate
AASHTO M251 - 06
–UL; ASTM D4014-
03 (2007)
39 Specifications for expension joint
AASHTO M297 –
1996; AASHTO
M183 - 1996
40 Specifications for technical gradation of domestic waterway TCVN 5664 - 1992
41 Planning trees used publicly in urbans - Design standards TCXDVN 362 - 2005
42 Climate data used in construction design TCVN 4088 -1985
B Applied for construction and acceptance activities
1 Land activities, norm of construction and acceptance TCVN 4447 - 1987
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No. STANDARDS Number
2
Process of acceptance inspection of soil density in
transportation.
22TCN 02 -1971
QĐ4313/2001/QĐ-
BGTVT
3
Process of construction organization design and buiding
design–Norm of construction acceptance
TCVN 4252 - 1988
4
Process of construction and engineer fabric acceptance in
road works on soft ground
22TCN 248 - 1998
5 Mortar and concrete aggregate- Test method TCVN 7572 - 2006
5 Mortar and concrete aggregate– Technical requirements TCVN 7570 - 2006
6 Bridge, culvert-Norm of construction and acceptance 22TCN 266 -2000
7
Specifications for construction and acceptance of sand drain
item in road works on soft ground
22 TCN 236 -1997
8
Testing process for determining CBR index of soil and
ballast
22TCN 332 -2006
9 Process of soil and ballast densification in laboratory 22TCN 333 -2006
10
Process of construction techonology and acceptance of
plastic concrete pavement
22 TCN 249 -1998
11
Process of plastic materials sampling used for road, airport
and wharf
22TCN 231 -1996
12 Process of testing asphalt materials 22TCN 279-2001
13
Testing process for determining dentisy of base and
foundation by sand pouring cup
22 TCN 346 - 2006
14
Concrete struture and precast concrete- Norm of construction
and acceptance.
TCXDVN 390 - 2007
15 Concrete – Requirements for natural moist-air curing TCXDVN 391 - 2007
16 Pre-cast RC box culvert. Technical requirements TCXDVN 392 - 2007
17
Product of pretressed concrete – Technical requirements and
acceptance
TCXDVN 389 - 2007
18 Drainage reinforced concrete pipe TCXDVN 372 - 2006
19 Process of tessting asphalt concrete 22TCN 62 -1984
20
Specifications for construction and acceptance of stabilized
aggregate in pavement struture for highway
22TCN 334 -2006
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No. STANDARDS Number
21 Process of testing mineral dust used for asphalt concrete 22TCN 58 - 1984
22
Specifications for construction and acceptance of pavement
struture by natural grading
22 TCN 304 - 2003
23
Testing process for determining the roughness of pavement
by sand siesieving sand
22 TCN 278 - 2001
24
Specifications for measuring flatness of pavement by 3m
measuring-tape.
22 TCN 16 - 1979
25 Cement-Testing method
TCVN 6016, 6017 –
1995; TCVN 4029 ÷
4032– 1985
26 Cement – Classification TCVN 5439 - 1991
27 Complexed Portland cement – Techincal requirements TCVN 6260 - 1997
28 Portland cement - Techincal requirements TCVN 2682 - 1999
29 Cement, fineness determination motheod TCVN 4030 - 2003
30 Auger-cast piles 22TCN 257 - 2000
31
Auger-cast piles- Specifications for construction and
acceptance.
TCXDVN 326 -
2004; 22TCN 269 -
2002
32
Auger-cast piles– Supersonic method to determine
homogeneity of pile concrete
TCXDVN 358 - 2005
33
Pile driving and pressing, specifications for construction and
acceptance
TCVN 286 - 2003
34 Motar – Physico mechanical rates TCVN 3121 - 2003
35 Motar- Techincal requirements TCVN 4314 - 2003
36
Specifcations for testing and evaluation – flatness of
pavement according to the international rough index (IRI)
22 TCN 277 - 2001
37
Water for mixing concrete and motar–Techincal
requirements
TCXDVN 302 - 2004
38 Pile load test method TCXDVN 269 - 2000
39
Specification for construction and acceptance of prestressed
concrete bridge girder
22TCN 247 - 1998
40
Liquid paint used for traffic signal on cement concrete
bottom and asphalt concrete bottom.
22TCN 282 ÷ 285-
2002
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No. STANDARDS Number
41
Stone and brick struture – Norm of construction and
acceptance
22 TCN 4085 -1985
42
Monolithic concrete structure – Norm of construction and
acceptance
TCVN 4453 - 1995
43 SPT test 20 TCN 174 - 1989
44
In-water concrete construction sequence by mortar raising
method
22 TCN 209 - 1992
45 Heavy concrete- maintenance requirements TCVN 5592 - 1991
46 Concrete – Grading concrete according to strength TCVN 6025 - 1995
47
Heavy concrete – Method of determination of physico
mechanical rates
TCVN 3105÷3120 -
1993
48
Heavy concrete – Undestroyed method undisturbed method
by combined use of sonic test machine and rebound hammer
to determine the strength.
TCXD 171 - 1989
49 Hot-rolled concrete TCVN 1651 - 2008
50
Hot-rolled Cabon steel used for construction – Technical
requirements.
TCVN 5709 - 1993
51 Prestressing steel TCVN 6284 - 1997
52
Construction land– Method of determination of soil physico-
mechanical properties in laboratory.
TCVN 4195 ÷ 4202 –
1995
53
Specifications for constructon and aceptance of precast
reinforced concrete
22TCN 159 -1986
54 Testing process for physico mechanical rates of stone 22TCN 57 - 1984
55 Construction sand- Techincal requirements TCVN 1770 - 1986
56 Construction sand– Method of determination of mica content TCVN 4376 - 1986
57 Sand, ballast, pebble used in construction
TCVN 337 ÷ 346-
1986
58 Mass concrete – Norm of construction and acceptance TCXDVN 305-2004
59 Cement concrete 22TCN 60-1984
60
Heavy concrete – Method of determination of prism
intension and resilient modul when quiet compressing
TCVN 5726 - 1993
61 Checking method of slump of concrete. TCVN 3106-1993
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No. STANDARDS Number
62 Checking method of concrete intension development TCVN 3118 - 1993
63 Concrete chemical admixture TCXDVN 325-2004
64 Hot plastic concrete plant 22TCN 225-1999
65 Method of soil sampling, packing, transporting and keeping TCVN 2683-1991
2.3 ROAD DESIGN CRITERIA
2.3.1 Highway criteria
Item Unit Standard Remark
Road classification Highway Class III flat area
Design speed km/h 80
Minimum radius of horizontal curve m
-limited minimum : 250
-normal minimum : 400
-non-super elevation minimum :
2,500
Maximum longitudinal slope % 5
Minimum length of grade change
section
m 200
Minimum radius of vertical
curve
Crest m -limited minimum : 4,000
Minimum Radius of vertical
curvature
Crest m -normal minimum : 5,000
Minimum Radius of vertical
curvature
Sag m -limited minimum : 2,000
Minimum Radius of vertical
curvature
Sag m -normal minimum : 3,000
Minimum length of the vertical
curvature
m 70
Maximum super-elevation rate % 8
Minimum length of super elevation
runoff
m 70
Minimum stopping sight distance m 100
2.3.2 Intersection design criteria
Item Unit Standard Remark
Left turning speed km/h 30
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Right turning speed km/h 40
Minimum radius of horizontal curve m
- V=30km/h : 30
- V=40km/h : 60
Minimum length of deceleration lane m 80
Minimum length of acceleration lane m 120
2.3.3 Typical cross-section
2.3.3.1 Typical cross-section
Embankment section of project Bridge section of project
National Road 2C National Road 32
2.3.3.2 Considering emergency lane for bridge section
a. Needs
If it is not cost effective to provide width of right shoulder in compliance with
standard, it is suggested to minimize the width of shoulder and arrange emergency
lane with the interval 750m which can provide more spaces for broken cars or
crashed cars in order to make sure the safety and capacity of highway.
b. General structure
Section Plan

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2.3.3.3 MOT decisions related to standards
Width of cross section on embankment B=17.5m, pavement width B=16.5m, included
; 4lanes 4 x 3.5=14.0m, median strip 1.5m, safety lane for two sides 2x0.5=1.0m, soil
shoulder 2x0.5=1.0m.
2.3.3.4 Conclusion
After meeting with client and considering MOT decision, in result, the width of bridge
section will be provided with 16.5m without emergency lanes in proportion to future
expanding plan of NR 2C and financial efficiency.
2.4 BRIDGE DESIGN CRITERIA
2.4.1 Navigation clearances
The Red River is Class I of Water Way so the Minimum Clearance Horizontal Across
River is 80m, the Vertical Clearance is 10m.
2.4.2 Major design load (static load, live load,…)
Dead load
Dead loads shall include the weight of all components of the structure, appurtenances
and utilities attached thereto, earth cover, wearing surface and future overlays.
The following densities specified in Table 1 for each material is used for dead loads.
And the weight of utilities shall be decided due to the site investigations.
Table 1: Densities
Material Density (kg/m
3
)
Aluminum Alloys 2800
Bituminous Wearing Surfaces 2250
Cinder Filling 960
Compacted Sand, Silt or Clay Due to soil investigation
Concrete
Low-density 1775
Sand-low-density 1925
Normal 2400
Loose Sand, Silt or Gravel, Soft Clay Due to soil investigation
Rolled Gravel, Macadam or Ballast 2250
Steel 7850
Stone Masonry 2725
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Water
Fresh 1000
Salt 1025
Live load
According provision 3.6 in 22TCN 272-05 the vehicular live loading named HL-93
consists of a combination of the:
- Design Truck or Design Tandem, and
- Design Lane Load
(For fatigue load, the distance between 145 kN axles shall be constant of 9000 mm)
Figure 1: Design Truck
Figure 2: Design Tandem Figure 3: Design Lane Load
Earthquake Loads
- Earthquake intensity : 8 at MSK
- Analysis method
The minimum analysis requirements for seismic effects shall be as specified in Table
2 depend on structural type, seismic zone, importance category, and part of the
structure.
The connections between the superstructure and substructure shall be designed for the
minimum force requirements.
Also the minimum seat width requirement shall be satisfied.
UL = uniform load elastic method
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1.200m
110kN
m
110kN
m
9.3 kN/m
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SM = single-mode elastic method
MM = Multi-mode elastic method
TH = time history method
Table 2: Minimum Analysis Requirements for Seismic Effects
2.4.3 Load and impact (temperature, humidity, ship impact and seismic)
Temperature
2.4.3.1.1 Uniform temperature (TU)
Base on the investigation data of temperature for bridge on FS, we chose
uniform temperature (TU) to design like that:
+ Plus uniform temperature (+∆ T) = 24.8
0
C
+ Minus uniform temperature (-∆T) = -24.4
0
C
2.4.3.1.2 Temperature gradient (TG)
Base on the specification for bridge design 22TCN-272-05, article
3.12.3.
The vertical temperature gradient in concrete superstructures may be
taken as shown:
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Seismic
Zone
Single-
Span
Bridges
Multi-span Bridges
Other Bridges Essential Bridges Critical Bridges
Regular Irregular Regular Irregular Regular Irregular
1 No need No need No need No need No need No need No need
2 No need SM/UL SM SM/UL MM MM MM
3 No need SM/UL MM MM MM MM TH
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Parameter Positive TG (
0
C) Negative TG (
0
C)
T
1
+23 -7
T
2
+6 -1
T
3
+3 0
Humidity
Humidity is effect to calculate the creep and shrinkage. In this area, we
chose humidity is 84% to analysis.
Ship impact
Class of waterway is I so we chose like that:
Design vessel: + self-propelled vessel: 2000 DWT
+ towed barge: 500 DWT
(Base on table 3.14.2-1, 22TCN-272-05)
Design collision velocity:
+ Mean annual stream velocity, V
s
: 1.5 m/s (respect frequency P5%)
+ Design impact velocity for design vessels:
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Item.
V
T
V
MIN
X
C
X
L
X V
(m/s) (m/s) (m) (m) (m) (m/s)
Self-propelled vessel 5.45 2.15 20 270 58.25 4.95
Towed barge 3.75 2.15 20 270 58.25 3.51
Design vessel Design impact velocity, V (m/s)
Self-propelled vessel 4.95
Towed barge 3.51
(Base on table 3.14.3-1, 22TCN-272-05 and 3.14.6, AASHTO LRFD 2007 4
th
edition)
2.4.4 Load combinations
Load combination following: Specification for bridge design 22 TCN 272 - 05
LOAD
COMBINATION
DC DW LL WA WS WL FR TU TG SE EQ CT CV PS
IM CR EL
CE SH
BR
STRENGTH -I gp gp 1.75 1.00 - - 1.00 0.5/1.2 gTG 1.00 - - 1.00
STRENGTH -II gp gp 1.35 1.00 - - 1.00 0.5/1.2 gTG 1.00 - - 1.00
STRENGTH -III gp gp - 1.00 1.40 - 1.00 0.5/1.2 gTG 1.00 - - 1.00
STRENGTH -IV 1.5 gp - 1.00 - - 1.00 0.5/1.2 - - 1.00
STRENGTH -V gp gp 1.35 1.00 0.40 1.00 1.00 0.5/1.2 gTG 1.00 - - 1.00
EXTREME EVENT-I gp gp gEQ 1.00 - - 1.00 - - - 1.00 - 1.00
EXTREME EVENT-II gp gp 0.50 1.00 - - 1.00 - - - - 1.00 1.00 1.00
SERVICE-I 1.00 1.00 1.00 1.00 0.30 1.00 1.00 1.0/1.2 gTG 0.50 - - - 1.00
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2.4.5 Service limit state
Stress Limits for Prestressing Tendons
Condition
Tendon Type
Stress-Relieved
Strand and Plain
High-Strength Bars
Low Relaxation
Strand
Deformed High-
Strength Bars
Pretensioning
Immediately prior to transfer
0.70 f
pu
0.75 f
pu
At service limit state after all
0.80 f
py
0.80 f
py
0.80 f
py
Posttensioning
Prior to seating - short-term f
s
may be allowed
0.90 f
py
0.90 f
py
0.90 f
py
At anchorages and couplers
immediately after anchor set
(f
pt
+∆ f
pES
+ ∆f
pA
)
0.70 f
pu
0.70 f
pu
0.70 f
pu
At end of the seating loss zone
immediately after anchor set
(f
pt
+∆f
pES
+ ∆f
pA
)
0.70 f
pu
0.74 f
pu
0.70 f
pu
At service limit state after losses
(f
pe
)
0.80 f
py
0.80 f
py
0.80 f
py
Compressive Stress Limits Prestressed Concrete at Service Limit
State After Losses, Fully Prestressed Component
Location Stress Limit
• In other than segmentally constructed bridges due to the sum
of efective prestress and permanent loads
• Insegmentally constructed bridges due to the sum of effective
prestress and permanent load
• In other than segmentally constructed bridges due to live load
and one-half the sum of effective prestress and permanent
loads
• Due to the sum of effective prestress, permanent loads and
transient loads and during shipping and handling
0.45f
c
(Mpa)
0.45f
c
(Mpa)
0.40f
c
(Mpa)
0.60
ϕ
wf
c
(Mpa)
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2.4.6 Strength limit state and extreme limit state
Each component and connection shall satisfy Equation 1 for each limit state, unless
otherwise specified. For service and extreme event limit states, resistance factors shall
be taken as 1.0, except for bolts, for which the provisions of Article 6.5.5 (in 22 TCN
272-05) shall apply. All limit states shall be considered of equal importance.

· Φ ≤ Υ
r n i i i
R R Q η
(1)
for which:
95 . 0 ≥ ·
I R D i
η η η η
(2)
For loads for which a maximum value of
i
Υ
is appropriate:
0 . 1
1
≤ ·
I R D
i
η η η
η
(3)
where:
i
Υ
= load factor: a statistically based multiplier applied to force effects
Φ = resistance factor: a statistically based multiplier applied to nominal resistance, as specified
in Sections 5, 6, 10, 11 and 12 (22 TCN 272-05)
i
η
= load modifier: a factor relating to ductility, redundancy and operational importance
D
η = a factor relating to ductility, as specified in Article 1.3.3 (22 TCN
272-05)
R
η = a factor relating to redundancy as specified in Article 1.3.4 (22 TCN 272-05)
I
η = a factor relating to operational importance as specified in Article 1.3.5 (22 TCN 272-05)
i
Q
= force effect
R
n
= nominal resistance
R
r
= factored resistance:
n
R Φ
2.5 SOFT SOIL TREATMEANT DESIGN CRITERIA
2.5.1 Settlement criteria
Soft ground shall be treated to ensure the conditions as depicted below:
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2.5.1.1 Main road
- Residual settlement (Sr) is less than: 10cm for approach sections, 20cm for others
sections including culvert and under passing sections.
- Consolidation degree is not less than 90% or speed of residual settlement is less than
2cm per year.
2.5.1.2 Cross road
Soft ground shall be treated in accordance with the standard for cross road as depicted
below:
- For road with the designed speed V=80Km/h, residual settlement (Sr) is less than:
10cm for approach sections, 20cm for others sections.
- For road with the designed speed, the requirements are respectively 20cm and 30cm.
- No treatment for the road with the designed speed V=40Km/h and lower one.
2.5.2 Stability criteria
Following conditions shall be confirmed for stability against sliding:
- Factor of safety is not less than 1.2 in period of filling and waiting for consolidation,
and
- Factor of safety is not less than 1.4 at the end of final period of waiting for
consolidation.
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CHAPTER 3: SURVEY AND INVESTIGATIONS
Survey work was conducted in accordance with the Scope of the survey work and it’s
schedule are approved by PMU Thang Long and the Ministry of Transport.
Carried out topographic surveys, including horizontal and vertical alignments, and
road and river cross-sections, establishment of topographic maps, horizontal control
points, bench marks and permanent reference beacons as required for the preparation
of detailed engineering designs to enable construction quantities to be accurately
calculated.
Carried out necessary investigations on geology, and hydrology of the whole project
and make geological and hydrological documents for detail design and structure
calculation and bill of quantity. This investigation included bore holes at the new
foundation positions and the cores have been logged, sampled and tested.
Studied the existing surface hydrological and hydro-geological regimes, based on an
analysis of rainfall and flood records, including subsurface water characteristics,
supplemented by detailed field investigations. Established adequacy of road
embankment levels, and capacity of culverts and side ditches. Combined with local
relating agencies to confirm the locations and scale of drainage system.
Assessed cross drainage requirements as appropriate to existing structures where
these are otherwise structurally sound. Confirmed the arrangements and
configurations of the bridge spans and developed details for erosion protection for
bridge piers.
Investigated the suitability of locally available construction materials, and where
necessary, located quarries and borrow pits and assessed the quality and quantity of
materials and hauling distance.
Tested soil samples by classification (liquid limit, plastic limit, and California
Bearing Ratio); undisturbed samples shall be tested for the determination of the main
mechanical characteristics. Construction materials have been tested for grain-size
distribution and plasticity characteristics, unit weight and water absorption, Los
Angeles abrasion, bitumen adhesion, petrographical analysis and chemical water
analysis and any other tests deemed necessary. Carried out appropriate tests at
suitable intervals along the proposed alignment and the results analyzed to determine
the residual strength of the pavement.
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3.1 GENERAL CONDITIONS
3.1.1 Topographic conditions
The studied route does not goes through Son Tay city, crosses the fields, Red river
and floodplain, cuts the marshes off the residential areas and links to the existing road.
The route goes through cultivated fields and off flood plain fields so the topographic
conditions are fairly flat. The altitude difference is quite low but high in Red river and
marsh area towards Vinh Tuong.
In projected area, the population is distributed into many areas. For example, Son Tay
city and Vinh Tuong town are the most populous. In the rest areas, the population is
concentrated under hamlets and distributed mainly in the traffic axis of the areas such
as National Road 32, Local Road 78A, National Road 2C, etc.
3.2 TOPOGRAPHICAL SURVEY
The main purpose of the survey work is to obtain topographical data for the detailed
design. The survey work includes the following main works:
• Establishment of primary control network ( National grade IV network by GPS
measurement ).
• Establishment of secondary control and technical altitude network.
• Specific survey of Bridge plan, alignment plan, profile and cross section,
interchange and other works.
3.2.1 Establishment of primary control network
Establishment of Horizontal control network
The horizontal control network is performed by using Global positioning system
technology (GPS), satellite signal receiver and its corresponding software and
equipments.
Distance of control points confirm with the regulations of the survey standards and
ensured for long stability. Points are placed outside the scope of the acquisition land.
Distance between GPS points are about 2.5 km. There are 5 GPS points in the whole
project.
Establishment of vertical control network
The vertical control network is established in accordance with method of geometric
measurement with auto electrical machine and barcode rod. The vertical control
network is designed to coincide with the horizontal control network. Adjustment
calculation according to private software of Bureau of land survey. Adjustment result
of primary control network is presented as following:
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Table 3.1 Coordinate and elevation of GPS points
No Point name
Coordinate Elevation
X (m) Y (m) H (m)
1 GPS01 2339366.335 549574.830 12.946
2 GPS02 2340750.271 550083.402 14.527
3 GPS03 2341494.586 550648.917 15.831
4 GPS04 2342400.156 550896.761 12.248
5 GPS05 2344455.184 552132.592 17.687
3.2.2 Establishment of secondary control network
Secondary traverse network:
Based on established coordinate and elevation network of the grade IV control
network. The survey team established the secondary traverse and technical altitude
network. The process includes the following steps:
- Selection of benchmark locations.
- Secondary traverse network is located between GPS points that have been
established above. The benchmark shall be stable to ensure long life, easily
visible and located outside the scope of the acquisition land. Distance between
points is from 80 to 350metre ( 200 metre average). To confirm to the standard
for highway 22TCN 263-2000.
- The measurements are done by total station equipment.
Technical altitude network
- Technical altitude network coincides with secondary traverse network.
- Levelling by gradient and sliding rod, levelling 2 times.
- Adjustment Result of secondary traverse and technical altitude network is
presented as following:
Table 3.2 Coordinate and elevation of GPS points
name
COORDINATE
NOTE
X - NORTHING Y - EASTING ELEVaton
GPS-01 2339366.335 549574.830 12.946 GPS class IV
DC1-1 2339515.748 549682.259 11.520
DC1-2 2339781.785 549662.281 12.819
DC1-3 2339930.824 549633.860 12.748
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DC1-4 2340095.505 549617.756 12.407
DC1-6 2340181.185 549784.072 10.545
DC1-7 2340214.809 549609.087 10.634
DC1-8 2340324.368 549611.088 11.443
DC1-9 2340405.245 549741.237 10.633
DC1-10 2340545.453 549852.858 18.092
DC1-11 2340684.311 549935.677 12.895
DC1-12 2340800.715 549980.305 14.324
DC1-13 2340779.163 550029.080 14.271
GPS-02 2340750.271 550083.402 14.527 GPS class IV
GPS-03 2341494.586 550648.917 15.831 GPS class IV
DC3-1 2341523.671 550547.566 16.020
DC3-2 2341570.287 550447.962 15.767
DC3-3 2341670.952 550462.029 14.834
DC3-4 2341766.020 550482.418 14.672
DC3-5 2341714.380 550696.605 13.929
DC3-6 2341828.215 550717.442 13.245
DC3-7 2341921.958 550813.245 14.454
DC3-8 2342045.056 550835.583 12.802
DC3-9 2342158.338 550857.406 12.618
DC3-10 2342300.005 550877.318 12.695
GPS-04 2342400.156 550896.761 12.248 GPS class IV
DC4-01 2342641.503 551032.693 12.517
DC4-02 2342767.483 551185.747 12.057
DC4-03 2342919.815 551202.613 12.452
DC4-04 2343006.731 551250.092 12.949
DC4-05 2343091.740 551375.190 12.711
DC4-06 2343261.432 551431.563 13.030
DC4-07 2343418.902 551512.065 13.417
DC4-08 2343657.445 551517.961 12.660
DC4-09 2343727.046 551726.322 12.349
DC4-10 2343818.613 551797.441 11.989
DC4-11 2343958.162 551819.079 12.415
DC4-12 2344190.044 551942.833 12.495
DC4-13 2344736.880 552151.752 10.221
DC4-15 2344870.630 552031.605 10.936
DC4-15A 2344698.821 551918.063 10.088
DC4-16 2344501.497 551891.763 17.449
GPS-05 2344455.184 552132.592 17.687 GPS class IV
3.2.3 Topographic survey and mapping
Horizontal alignment
- The horizontal alignment is surveyed and drawn to the scale of 1/1000.
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- The scope of topographic survey is 100 m for each side from alignment
centerline. All topographic characteristics as well as construction obstackles of
the trip sufficiently shown in the drawing. Coordinate and elevation points are
inserted and shown in drawings, including the coordinate national points, grade
IV GPS points and secondary control network
Interchange
- The scope of interchange plan is 100 m for each side from alignment centerline
of ramps. The interchange plan is scale of 1/500. The other items are indicated
in scope and schedule of survey work.
Culvert
- The scope of culvert plan is 100 m for each side from alignment centerline of
culverts ( for underpass ) and 300 m for each side from main alignment
centerline.
- For pipe culvert, the scope of plan measurement is 100m for each side from
alignment centerline.
- The plan is indicated in scale of 1/500. The plan clearly show the direction of
water flow as well as the contours and grades of the terrain. The skew angle
between the culvert and road alignment is also indicated in the drawing.
Bridge
- The bridge plan is surveyed and drawn to the scale of 1/1000.
- It’s included two parts:
- On land: The scope of topographic survey is 100 m for each side from
alignment centerline.
- In water: The scope of topographic survey is 500m for each side.
3.2.4 Centerline survey
- Specific survey of the centerline of the alignment road includes determining
the center point locations, measuring the distance and level between center
points. The average distance between point is not more than 20m. The center
stakes are made of timber, steel.
3.2.5 Vertical aligment survey
- The longitudinal profile is surveyed and drawn to the vertical and horizontal
scale of 1/100 and 1/1000 respectively.
- The longitudinal profile described the natural terrain as well as control points,
intersecting points and so on.
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3.2.6 Cross-section survey
3.2.6.1 Cross section of the main alignment and ramps of interchange
- The measurement scale is 1/300.
- The limit of measurement is 50 m both sides from centerline
3.2.6.2 Cross section of the residential intersecting road
- The measurement scale is 1/200.
- The limit of measurement is 20 m both sides from centerline.
3.2.7 Existing structures survey
- Survey and investigation of under ground construction: water supply system,
water drainage system, communication system, ect.
- Survey and investigation of residential road, canal system …
3.2.8 Other surveys
- Investigation and statistics of acquisition land.
- Agree with local authorities about the place which would be collected for
waste material construction.
3.3 HYDROLOGICAL SURVEY AND ANALYSIS
3.3.1 Natural features
Vinh Thinh Bridge will span the Red River. The red river is the biggest river in the
north of Viet Nam. Vinh Thinh bridge is situated at the intersection of 3 major rivers:
the Thao river, the Lo river, the Da river. The concentration of water area is 143.700
Km2 tính đến trạm thủy văn Sơn Tây (The station is 3200 m away from the bridge,
downwards the river.)
The longtitude and latitude of Sontay Hydrological station is 105030’ E and
21009’22” N.
The station measures water level from 1902 to 1954. From 1954 till now, it measures
water level, water volume, silt, water temperature in order to serve the purpose of
storm and flood precaution, argriculture irrigation, aquatic product raising for the
North Delta including Hà Nội, Hải Dương, Hưng Yên, Bắc Ninh, Thái Bình, Nam Hà.
In Son Tay, there is also a meteorological station.The longtitude and latitude of it is
105030’ E and 21008’ N. It measures all the features: temperature, rain, wind,
moisture, vaporization. It sas set up in 1958 and it has been serving as a
meteorological station since then.
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Vinh Thinh bridge is located near the 2 above stations (about 3~4 km away from
them). So the use of their data to serve for the purpose of design Vinh Thinh project is
suitable.
3.3.2 Data collection
Based on the Scope and Schedule of Survey Works approved in 2010 by PMUTL and
MOT, Yooshin- Sambo Joint Operation has collected data on hydrology, typical
features, water level, water quantity, cross sections, and water velocity as to the
document. The data on meteology from 1960 to 2010 includes all the features such as:
rain, wind, temperature, humidity, vaporization. The results have been accepted.
Data collection for river bed changes was completed. These data shall be used for
analysic, calculation and focast of river flow and bed changes.
3.3.3 Meteorology
Climate of the basin is wet tropical – monsoon climate. Dry season lasts from October
to April with the rainfall occupying only 15-25 % of annual rainfall. Rainy season
starts in May and ends in September but distributes unevenly with time and space of
the basin. The rainfall contrast is shown most clearly between two areas of China and
Vietnam.
The route goes through Son Tay weather station, 3.5 km away from the estimated
location of bridge (meteorological observation station since 1961 up to now).
- Annual average temperature:
23,4
0
C
- Average temperature of January – the coldest month:
16,2
0
C
- Average temperature of July – the hottest month:
28,9
0
C
- Absolute maximum average:
41,0
0
C
- Absolute minimum average:
4,5
0
C
3.3.4 Rain
The average rainfall of many years reaches 1,839 mm; the number of annual rainy
days is about 1,402. July and August have the highest annual rainfall with total
amount accounting for 35% of the annual rainfall. Total rainfall in rainy season
reaches 1,416.2 mm, accounting for 80% of total annual rainfall. The highest daily
rainfall is measured at 508 mm in July of 1971.
3.3.5 Humidity
This area has fairly high humidity; monthly average humidity reaches 84%. The
humid period lasts from February to April, coinciding the wet rainy period in spring.
Dry season lasts only 2 months, from November to December, coinciding the hot and
dry Northeast monsoon period with average humidity of 81-83 %.
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3.3.6 Wind
The factor causing strong winds of over 15m/s is storms. Whirlwind and waterspout
are the factor causing extremely strong wind. The period of widespread storms in this
area is about from July to September, among which August has the largest number of
storms with maximum wind speed of V= 34 m/s ES (on 06 May 1965). The average
wind speed in many years is 1.60 m/s.
3.3.7 Hydrology survey
3.3.7.1 Survey:
Survey works have been finished. The measurement of bridge centre line, upwards
and downwards cross sections, flood level along the route has been finised. So has the
measurement of waterway, canal and culvert cross section.
3.3.7.2 Measurement:
- Measure water velocity at Pier P8 to P13.
- Set up a station to measure the water level in 10 days at 3 locations: away from the
bridge 2000m upwards the river, bridge centreline, and away from the bridge 3200 m
downwards the river.
- The results have been approved.
3.3.8 Meteorological and Hydraulic calculation
3.3.8.1 Meteorological calculation
Based on the collected measurement data which has been checked and processed,
figures for design were produced. Due to climate change in recent years, there has
been a lot of changes in Northern Delta and Son Tay area. Rain, temperature,
humidity have been abnormally changed. Generally there has been sudden change in
quantity as well as time.
a. Wind and wind velocity
Generally there is few high wind or storm in Hà Nội and Sơn Tây. However the
bridge area crossing river is large where there is few of obstacle due to topography
and terrain objects so wind velocity can be more than 28m/s.
b. Rain
Rain is one of factors changing the climate in Son Tay – a neighboring area of delta
and mountain where rainfall stands at an average level of the Northern Delta.
Maximum day rainfall: x = 216mm
Maximum month rainfall x = 594mm
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Maximum year rainfall x = 2263mm
Average year rainfall x = 1622.2mm
Main rainfall focuses in 3 months of rainy season: July, August and September
reaching 1,054mm
Rainy period causing flood in interior field usually lasts for 3 or 5 days.
c. Air temperature character
Temperature at Son Tay meteorological station from 1991 ~ 2010
Annual average temperature: 23.4 °C,
Highest temperature: 41.6°C appear on date 02/5/1994,
Lowest temperature: 6.3°C appear on date 23/9/1999.
d. Relavtive humidity character %
In general, the area humidity is quite high, the highest relative humidity is 98%. The
humidity difference between dry and rainy season is 60%,
Average humidity is 84%
Lowest relative humidity is 57%
Lowest absolute humidity is 16%
e. Evaporation character:
The area humidity is quite high, so amount of evaporation is little. The highest
evaporation happens in every summer, June and July or winter, November and
December.
Max evaporation : 9.9 mm/day, night
Average evaporation : 2.5 mm/day and night
Min evaporation : 0.1 mm/day and night
3.3.8.2 Hydraulic calculation:
Hydraulic calculation is processed. It requires the statistics of geological survey,
geotechnical properties, grain size gradation, geotechnical cross sections, topogragic
details, size, details of abutments and piers
After studying topography documents, hydrology survey, river bed development
evaluation before and after bridge construction (project set up step) along with
collected documents, investigative hydrological survey at detailed design, calculation,
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examination and comparison result with topographic, geologic observation documents
met the actual situation’s requirements.
a. Recommended data should be used in the process of design Vinh thinh bridge
H1% = 16.25m, Q1% = 31 584m3/s
Htk = 16.30m, Qtk = 27 730 m3/s
H5% = 15.51m(navigation flood level), Q5% = 25035 m3/s
H10% = 15.13m (flood season), Q10%=22155 m3/s(flood season)
H10% = 8.55m (annually average), Q10% = 2583 m3/s (average)
H95% = 3.85m, Q95% = 1694m3/s
Hmin = 2.51m (appeared at 7h, 20/2/2010)
Average design speed Vtk = 2.15m/s
b. Scour depth and elevation after scour at piers in river bed
Pier location P7 P8 P9 P10 P11 P12 P13 P14
Depth after
general scour
and local scour
10.29 10.85 19.46 17.99 13.41 9.83 12.84 3.5
Elevation after
scour
-6.70 -
10.88
-
19.78
-
16.65
-
10.22
-6.23 -
10.55
6.71
Although the scour on the bank has very soft geology soil (layer 1b and 1a), due to
topography and geology effect, velocity Vbãi ≤ 0.5~0.7m/s so after calculation there
is almost no scour, scour appears at some some hydraulic piers but not big scour,
biggest scour depth is 0.43m
After completion of bridge construction, it should be measured before and after flood
season to examine and follow scour at piers and river bed in order to have appropriate
scour prevention method.
3.3.9 Navigation clearances
Pursuant to Vietnamese standard TCVN (5664-1992) on inland waterway technical
classification which was issued in 1992 upon river level. Moreover, refer to some
bridges which was designed pass through the Red river.
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No. Bridge name Designe navigation clearance standard
P%
Water level
h(m)
Height h(m) Width B(m)
1 Thăng Long 11.12 10 >80
2 Vĩnh Tuy 5 12.64 10 >80
3 Thanh Trì 5 12.50 10 >80
4 Yên Lệnh 5 8.05 10 >80
5 Tân Đệ 5 5.70 10 >80
In comparison with Vietnamese standard TCVN 5664-1992, river level I, natural river
with the water depth of h>3m, bottom width >90m, curve radius >700m – The Red
river where Vinh Thinh bridge is over is river level I. Therefore, navigational
clearance for Vinh Thinh bridge shall be designed (navigation spans) with high water
level H5% = 15.51m, and navigational clearance h = 10m (Clearance from water level
H5%), cross clearance B >80m as decided in FS approval decision is appropriate.
3.4 GEOTECHNICAL SURVEY
3.4.1 Description of geological condition in previous studies.
The place of project implementation locates in turning point of Red river and is
flooded in rain season so it has a thick alluvial layer formed by a flow on the
geological foundation. The common geological foundation in these locations can be
described at direction from earth surface of clay, and, weathered rock, and soft rock.
In some locations, clay and sand can replace each other.
3.4.2 Location of soil investigation
The supposed Vinh Thinh Bridge shall connect Son Tay Toywn – Ha Noi City and
Vinh Tuong District – Vinh Phuc Province.
+Initial point: interchange with National Highway 32 at station
Km4+313 (design station).
+Final point: cross the left bank of Red (Hong) river in the direction of
Vinh Phuc Province about 200m at station Km9+800 (design station).
+Road option: at the interchange with National Highway 32 cross Red
river at the location which is far 150m from the current Vinh Thinh Ferry (Son Tay
Bank) on the side of downstream, to Vinh Tuong District of Vinh Phuc Province far
60m from Lieu Tri pumping Station on the side of downstream. After that, the line
crosses the left bank of Red (Hong) river about 200m. Total length is 5.487km.
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3.4.3 Work scope and criteria
3.4.3.1 Scope of soil survey
The soil investigation work is carried out in the Detailed Design phase to have data
for designing and construction of VINH THINH BRIDGE – National Highway 2C,
included the main items as follows:
• Drilling and sampling.
• Standard Penetration Test SPT.
• Field Vane shear test.
• Laboratory test.
• Material resources investigation
• Making report on soil investigation.
The soil investigation will be performed in high accuracy, efficiency, safety and
according to the requisition of Client and Consultants
3.4.3.2 Criteria of Soil Investigation
Field work:
 Standard for drilling in geotechnical investigation : 22 TCN 259-2000
 Standard for geotechnical investigation of waterway works : 22 TCN 260-2000
 The method for sampling, packaging, transporting and preserve of undisturbed
samples : TCVN 2683-91
 Standard for Standard Penetration test (SPT): TCXD 226-99
 Standard for field Shear Vane Test : 22 TCN 355-06
Laboratory Testing:
 Testing method for determining the shear strength in the laboratory: TCVN 4199-
95
 Testing method for determining specific gravity of soil : TCVN 4195-95
 Testing method for determining natural water content of soil : TCVN 4196-95
 Testing method for determining grain size distribution of soil : TCVN 4198-95
 Testing method for determining liquid limit and plastic limit of soil: TCVN 4197-
95
 Testing method for determining natural wet unit weight of soil : TCVN 4202-95
 Testing method for compression test of soil : TCVN 4200-86
 Standard for soil classification of soil : TCVN 5747-93
 Standard for Unconfined compression test : ASTM D 2166
 Standard for Triaxial compression test (UU and CU) : ASTM D 2850
 Standard for Consolidation test : ASTM D 2435
Basis for drilling termination:
+ Borehole for embankment and underpass box culvert: N (SPT) > 50 for cobble or
N> 15 for noncohesive soil (sand) or N > 8 for cohesive soil, minimum 1.0m shall be
drilled into the soil.
+ Borehole for bridge : the drilling will be terminated if :
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- In the soil, N value is:
> 50 for noncohesive soil with continuous 12m of the thickness, or;
> 30 for cohesive soil with continuous 10m of the thickness;
> 50 for cobble layer with continuous 12m of the thickness
- In the rock:
* Weathered rock with continuous 8m of the thickness, or ;
* The rock layer has RQD > 50% with continuous 5m of the thickness.
* Total of depth drilling into rock is 10m in the case there are both 2 types of
rock above.
Besides, based on design requiements, design engineers decide drilling stop height so
that it can satisfy the design requirements.
3.4.4 Result of soil investigation
Following the proposed schedule the JV of YOOSHIN and SAMBOO has promptly
expedited the geotechnical investigation for Vinh Thinh Bridge Construction Project.
• The drilling work has been started on 7 October 2010 just as the proposed plan
• At present, all survey works including investigation work, drilling works, test in-
situ, laboratory test, documentations… have completed meet the requirements of
criteria and surveyed results were approved.
Summary of Soil Investigation
No. Items Unit Q’ty Remarks
1 Required Borehole Hole 105
2 Finished Borehole Hole 105
3 Percent of B.H Finished % 100 (2)/(1)=(3)
4 Proposed Drilling Length m 5495
5 Finished Drilling Length m 3870.6
6 Percent of Finished Drilling Length % 70.4 (7)/(6)=(8)
3.4.5 Description of soil condition
3.4.5.1 Geology of site
Generally, the project area is characterized by relatively flat terrain. Change in
elevation of terrain surface is very minimal. The terrain surface is segmented by
irrigation canals and ponds. The main geologic feature is characterized by
accumulated relief and sedimentation of Holocene deposits belonging Quaternary
period. This is the youngest sediment formation in the Project area. According to
Hoang Ngoc Ky, 1978 this sedimentation is classed in Thai Binh Formation (Q23 tb)
with the fluvial origin. They are composed of brownish grey sand and silt in the lower
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part, and silt, clay in th upper, 5 to 35.5 m thick. These sediments belongs to the river
bed and river bank facies.
The surface of the project area is covered with fluvial sediments including
cobble,sand, silt in the lower part and silty clay, clay in the upper and underlaid by
bed rock of claystone, siltstone, sandstone laminated with the diffrerent weathered
degree. The bed rock at Son Tay side was locally metamorphosed becoming quart
biotite schist with very hard state
3.4.5.2 Soil conditions
In order to evaluate geotechnical condition in Vinh Thinh Bridge contruction area,
105 boreholes in which 98 boreholes at locations of 2 abutments and 96 piers
(symboled EB1, EB2, EB3, PC1, BC1 A1, from P1 to P96, A2, BC2 & EB4 in the
direction from Son Tay side to Vinh Phuc side), field tests and laboratory tests have
been completely carried out. All drilled boreholes are satisfactory on proposed
technical requirements including the condition for drilling termination. Based on the
result of geotechnical investigation and serve foundation design of each separately
pier of bridge, the stratigraphy of the project areas can be divided in to five (5) main
soil categories from the ground surface as follows:
1. Category 1: Cohesive soil consists of:
• Layer 1a: Clay, brownish grey, medium stiff to stiff, somewhere is soft. This layer is
encountered in 45/105 boreholes and distributed in Vinh Phuc side from P46. Its
thickness changes from 2.0 m (P51) to 12.7 m (P56). SPT value changes from 2 to 14.
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• Layer 1b: Sandy clay, brownish grey, yellowish grey, very soft to stiff. This layer is
encountered in 63/105 boreholes and extensively distributed in the study erea. Its
thickness changes from 1.1 m (P92) to 11.2 m (P85). SPT value changes from 1 (P16
& P78) to 13.
• Layer 2: Clayey sand, brownish grey, plasticity. This layer is encountered in 22/105
boreholes. Its thickness changes from 0.7 m (A1) to 7.4 m (P32). SPT value changes
from 3 (P16) to 17.
2. Category 2: Non cohesive soil consists of:
• Layer 3a: Fine sand, brownish grey, light grey, loose to medium dense. This layer is
encountered in 62/105 boreholes and extensively distributed in the study erea. Its
thickness changes from 1.7 m (P27) to 32 m (P12). SPT value changes from 4 (P… )
to 47.
• Layer 3b: Medium sand mixed gravel, brownish grey, light grey, medium dense to
very dense. This layer is encountered in 83/105 boreholes and extensively distributed
in the study erea. Its thickness changes 0.3 m (EB4) to 24.5 m (P15). SPT value
changes 15 to >50
• Layer 3c:Gravel mixed sand, whitish grey, yellowish grey, medium dense to very
dense. This layer is encountered in 19/105 boreholes and mainly distributed in Vinh
Phuc side from P46. Its thickness changes 1.8 m (P92) to 12.4 m (P59). SPT value
>50, somewhere changes from 11 to 34
3. Category 3: Non cohesive soil consists of:
• Layer 4: Cobble mixed gravel, multicolored, size 2-6 cm, very dense. This layer is
encountered in 68/105 boreholes and extensively distributed in the study erea. Its
thickness changes 0.6 m (P81) to 22.6 m (P14). SPT value >50.
4. Category 4: Cohesive soil consists of:
• Layer 5: Silty Clay, spotted brownish grey, brownish yellow, medium stiff to stiff.
This layer is encountered in 7/105 boreholes and locally distributed in Son tay side
(from P2 toP8). Its thickness changes 4.6 m (P8) to 18.2 m (P2). SPT value from 3 to
20
• Layer 6: Sandy clay mixed grit, spotted brownish grey, brownish yellow, medium
stiff to hard. This layer is encountered in 8/105 boreholes and locally distributed in
Son tay side (EB1, EB2, EB3, PC1,BC1, A1, P1 & P2). Its thickness changes 6 m
(EB1) to 14.2 m (PC1). SPT value from 5 to 40
5. Category 5: Bed rock consists of claystone and sandstone laminated with high
thicknes of each rock. All boreholes didn’t drill through this layer yet.
• Layer 7: claystone, greenish grey, in different weathered degree. This rock layer is
encountered in most of boreholes. In the upper part (symboled 7a), claystone was
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completely weathered and became silty clay, greenish grey, yellowish light grey, stiff
to hard with SPT value of from 10 to >50 and thicknes of from 1 m (P85) to 24 m
(P2). Underlaid is claystone (symboled 7b) which can be taken rock samples with
RQD value of from 0-22% (P6) to 80-90% (P80 & P82).
• Layer 8: Sandstone, blackish grey, whitish grey, in different weathered degree. This
rock layer is encountered in boreholes located mainly at Son Tay site. In the upper
part (symboled 8a), sandstone was completely weathered and became silty sand,
greenish grey, very dense with SPT value of from 20 to >50 and thicknes of from 0.9
m (PC1) to 10.9 m (P2). Underlaid is sandstone (symboled 8b) which can be taken
rock samples with RQD value of from 0-26% to 20-100% (P4).
3.4.6 Soil profile
Soil profile can be seen as in attached drawings. Stratigraphy of the project areas can
be tabled bellow
Boring
No.
STA No.
Thickness(m)/Description
Total
Depth
(m)
RQD
(%) Clay, Silty
clay / SPT
Fine, medium
Sand/ SPT
Cobble/ SPT
Bed
Rock
EB1
Km
0+144.168
6.5m/5÷ 8 - - 8.8m 15.3 -
EB2
Km
0+180.545
8.2m/9÷ 15 - - 7.8m 16.0 -
PC1 Km4+895.360 14.5m/19÷ 40 - - 0.9m 15.4 -
EB3 Km4+962.800 9.5m/14÷ 22 - - 6.8m 16.3 -
BC1 Km5+030.240 6.0m/8÷ 19 - - 9.0m 15.0 20
A1 Km5+121.060 18.0m/3÷ 26 - - 17.3m 35.3 0÷ 26
P1 Km5+160.260 12m/15÷ 22 - - 8.m 20.0 0÷ 40
P2 Km5+200.260 23.6m/11÷ 34 - - 34.9m 58.5 0
P3 Km5+240.260 28.5m/5÷ 10 - - 16.5m 45.0 0÷ 4
P4 Km5+280.260 18.8m/7÷ 14 - - 32.1m 50.9
20÷ 10
0
P5 Km5+320.260 16.2m/5÷ 20 - - 8.5m 24.7 0÷ 30
P6 Km5+359.710 16.5m/7÷ 16 - - 11.6m 28.1 0÷ 22
P7 Km5+409.710 10.1m/3÷ 6 - - 16.6m 26.7 38÷ 64
P8 Km5+499.710 5.2m/38÷ 42 5.4m/7÷ 42 - 10.00m 20.6 0÷ 90
P9 Km5+619.710 - 15.0m/9÷ 37 - 13.8m 28.8 10÷ 31
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Boring
No.
STA No.
Thickness(m)/Description
Total
Depth
(m)
RQD
(%) Clay, Silty
clay / SPT
Fine, medium
Sand/ SPT
Cobble/ SPT
Bed
Rock
P10 Km5+739.710 - 22.5m/5÷ 34 4.0m/>50 10.9m 37.4 8÷ 62
P11 Km5+859.710 - 24.8m/7÷ 25 22.6m/>50 2.10m 49.50
48.5÷ 5
7
P12 Km5+979.710 - 39.5m/5÷ 65 7.3m/>50 5.87m 52.67 60÷ 80
P13 Km6+099.710 - 41.5m/6÷ 38 5.0m/>50 9.50m 56.00 23÷ 45
P14 Km6+189.710 8.6m/4÷ 6
41.07m/11÷ >5
0
- - 49.67 -
P15 Km6+239.710 10.8m/4÷ 9 41.2m/19÷ 50 - 21.5m 73.50 0÷ 65
P16 Km6+279.160 9.8m/1÷ 8 32.4m/18÷ >50 2.8m/>50 10.8m 55.80 0÷ 53
P17 Km6+319.160 10.6m/1÷ 8 26.6m/12÷ 40 1.5m/>50 10.8m 49.50 20÷ 64
P18 Km6+359.160 9.0m/3÷ 5 25.5m/10÷ 43 1.9m/>50 7.10m 44.50 0÷ 31.4
P19 Km6+339.160 11.3m/7÷ 13 15.2m/11÷ 21 13.2m/>50 - 39.70 -
P20 Km6+439.160 11.0m/3÷ 7 14.8m/15÷ 27 8.5m/>50 - 34.30 -
P21 Km6+479.160 11.0m/2÷ 7 14.0m/7÷ 21 13.0m/>50 - 38.00 -
P22 Km6+519.160 11.0m/6÷ 8 14.0m/14÷ 22 14.05m/>50 - 39.05 -
P23 Km6+559.160 5.3m/6÷ 7 19.5m/9÷ 23 9.86m/>50 - 34.66 -
P24 Km6+599.160 5.0m/6÷ 7 21.8m/9÷ 19 8.92m/>50 - 35.72 -
P25 Km6+639.160 4.6m/4 23.9m/6÷ 20 8.5m/>50 - 37.00 -
P26 Km6+679.160 10.0m/1÷ 10 18.5m/15÷ 30 8.5m/>50 - 37.00 -
P27 Km6+719.160 9.7m/5÷ 6 18.4m/13÷ 29 9.27m/>50 - 37.37 -
P28 Km6+759.160 9.3m/5÷ 7 19.3m/15÷ 31 9.03m/>50 - 37.63 -
P29 Km6+799.160 8.9m/2÷ 6 18.7m/11÷ 29 8.94m/>50 - 36.54 -
P30 Km6+839.160 5.7m/6÷ 7 20.9m/5÷ 30 10.60m/>50 2.22m 39.42 0
P31 Km6+879.160 5.7m/3÷ 8 19.0m/10÷ 28 10.8m/>50 2.30m 37.80 0
P32 Km6+919.160 10.0m/10÷ 15 14.5m/14÷ 36 12.30m/>50 - 36.80 -
P33 Km6+959.160 7.8m/3÷ 13 15.1m/13÷ 34 14.99m/>50 - 37.89 -
P34 Km6+999.160 7.8m/5÷ 9 15.4m/11÷ 47 10.10m/>50 1.90m 35.20 0
P35 Km7+039.160 11.2m/5÷ 17 13.5m/13÷ 29 9.00m/>50 2.80m 36.50 0
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Boring
No.
STA No.
Thickness(m)/Description
Total
Depth
(m)
RQD
(%) Clay, Silty
clay / SPT
Fine, medium
Sand/ SPT
Cobble/ SPT
Bed
Rock
P36 Km7+079.160 10.5m/5÷ 9 12.5m/19÷ 28 16.0m/>50 - 39.00 -
P37 Km7+119.160 7.80m/5÷ 9 23.7m/8÷ >50 - 10.20m 41.70
47÷ 75.
26
P38 Km7+159.160 10.7m/5÷ 9 22.5m/10÷ >50 - 10.00m 43.20
8.4÷ 10
0
P39 Km7+199.160 8.6m/6÷ 15 14.6m/11÷ 42 7.4m/>50 13.40m 44.00 0÷ 32.2
P40 Km7+239.160 8.6m/4÷ 8 19.0m/11÷ 33 7.4m/>50 12.50m 47.50 0÷ 50
P41 Km7+279.160 7.8m/5÷ 6 19.2m/11÷ 26 9.10m/>50 - 36.10 -
P42 Km7+319.160 6.8m/5÷ 7 20.4m/11÷ 28 7.8m/>50 11.27m 46.27 2.8÷ 56
P43 Km7+359.160 7.30m/5÷ 8 19.80m/6÷ 22 6.50m/>50 10.90m 44.50 0÷ 72
P44 Km7+399.160 7.8m/5÷ 7 19.20m/10÷ 26 9.30m/>50 2.50m 38.80 12
P45 Km7+439.160 3.7m/2÷ 4 22.70m/6÷ 45 8.27m/>50 - 34.67 -
P46 Km7+479.160 5.50m/2÷ 9 22.30m/8÷ 28 10.0m/>50 - 35.80 -
P47 Km7+519.160 6.50m/2÷ 7 18.70m/12÷ 30 11.06m/>50 - 36.26 -
P48 Km7+559.160 3.20m/3÷ 5 26.30m/7÷ 30 3.30m/>50 5.92m 44.50 51÷ 56
P49 Km7+599.160 4.20m/3÷ 5 26.80m/6÷ 30 1.20m/>50 10.70m 42.90 0÷ 84
P50 Km7+639.160 5.70m/2÷ 3 21.80m/6÷ 26 4.20m/>50 9.10m 40.80 50÷ 57
P51 Km7+679.160 6.50m/6÷ 8 20.50m/11÷ 26
5.20m/33÷ >
50
9.00m 41.20 33÷ 46
P52 Km7+719.160 11.0m/2÷ 8 16.60m/13÷ 24 8.90m/>50 11.95m 48.45 65÷ 68
P53 Km7+759.160 9.0m/3÷ 4 16.80m/13÷ 25 8.90m/>50 - 34.70 -
P54 Km7+799.160 12.5m/3÷ 8 13.90m/10÷ 24 7.80m/>50 8.40m 42.60 45÷ 49
P55 Km7+839.160 10.50m/2÷ 8 14.30m/16÷ 27 12.00m/>50 - 36.80 -
P56 Km7+879.160 12.70m/2÷ 7 11.80m/15÷ 24 10.80m/>50 10.00m 45.30 8÷ 48
P57 Km7+919.160 11.80m/2÷ 8 15.90m/16÷ 29 11.48m/>50 - 39.18 -
P58 Km7+959.160 22.40m/3÷ 15 6.60m/11÷ 18 7.50m/>50 8.20m 44.70 0÷ 45
P59 Km7+999.160 15.20m/4÷ 8 10.30m/15÷ 25 12.39m/>50 - 37.89 -
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Boring
No.
STA No.
Thickness(m)/Description
Total
Depth
(m)
RQD
(%) Clay, Silty
clay / SPT
Fine, medium
Sand/ SPT
Cobble/ SPT
Bed
Rock
P60 Km8+039.160 15.60m/2÷ 4 16.20m/11÷ 20 4.00m/>50 8.50m 44.30 19÷ 42
P61 Km8+079.160 9.70m/2÷ 4 20.00m/11÷ 22 4.00m/>50 15.30m 49.00 11÷ 46
P62 Km8+119.160 11.70m/2÷ 7 17.30m/11÷ 23 7.00m/>50 11.00m 47.00 <50
P63 Km8+159.160 13.90/2÷ 7 17.60m/11÷ 24 4.80m/>50 10.00m 46.30 9÷ 40
P64 Km8+199.160 13.0m/3÷ 5 18.50m/11÷ 21 4.00m/>50 8.00m 43.50 0÷ 42
P65 Km8+239.160 16.70m/4÷ 8 15.50m/8÷ 14
4.50m/11÷ >
50
6.90m 43.60 51÷ 56
P66 Km8+279.160 6.50m/7÷ 8 14.00m/5÷ 21
20.2m/12÷ >
50
8.70m 45.40 11÷ 49
P67 Km8+319.160 9.80m/6÷ 8 13.00m/15÷ 30
17.2m/21÷ >
50
- 40.00 -
P68 Km8+359.160 10.20m/5÷ 7 9.30m/8÷ 35 16.05m/>50 - 35.55 -
P69 Km8+399.160 7.80m/5÷ 6 13.30m/13÷ 25
14.5m/24÷ >
50
- 35.60 -
P70 Km8+439.160 8.70m/4÷ 8 10.80m/15÷ 20 12.90m/>50 - 32.40 -
P71 Km8+479.160 7.80/3÷ 4 11.20m/12÷ 19 12.50m/>50 - 31.50 -
P72 Km8+519.160 6.80m/6÷ 9 12.70m/16÷ 20 8.90m/>50 - 28.40 -
P73 Km8+559.160 7.00m/6÷ 11 16.50m/12÷ 25 8.30m/>50 - 31.80 -
P74 Km8+599.160 8.50m/8÷ 14 16.00m/16÷ 26 8.50m/>50 - 33.00 -
P75 Km8+639.160 12.80m/6÷ 19 16.00m/17÷ 20 8.50m/>50 - 37.30 -
P76 Km8+679.160
16.00m/10÷ 2
0
9.20m/15÷ 16
11.8m/16÷ >
50
10.20 32.40 20÷ 80
P77 Km8+719.160 17.20m/8÷ 15 14.80m/16÷ 20
5.50m/21÷
22
10.50 48.00 40÷ 90
P78 Km8+759.160
32.50m/1÷ >5
0
11.60m/14÷ 22 3.0m/19÷ 23 - 47.10 -
P79 Km8+799.160 25.20m/1÷ 10 12.80m/15÷ 22 - 10.10 48.10 30÷ 75
P80 Km8+839.160 25.60m/3÷ 17 12.90m/12÷ 23 - 6.60 45.10 80÷ 90
P81 Km8+879.160 18.80m/3÷ 12 17.60m/11÷ 25 0.6m/>50 6.40 43.40 70÷ 75
P82 Km8+919.160 15.70m/2÷ 7 17.10m/10÷ 35 - 6.40 39.20 80÷ 90
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Boring
No.
STA No.
Thickness(m)/Description
Total
Depth
(m)
RQD
(%) Clay, Silty
clay / SPT
Fine, medium
Sand/ SPT
Cobble/ SPT
Bed
Rock
P83 Km8+959.160 8.70m/6÷ 8 21.30m/12÷ 29 13.50m/>50 - 43.50 -
P84 Km8+999.160 13.60m/3÷ 20 15.10m/14÷ 36 5.80m/>50 8.60 43.10 0÷ 75
P85 Km9+039.160 11.20m/6÷ 10 20.30m/16÷ 31 6.5m/>50 11.5 49.50 0÷ 55
P86 Km9+079.160 9.30m/7÷ 11 24.20m/15÷ 33 4.5m/>50 11.50 49.50 10÷ 55
P87 Km9+119.160 11.40m/6÷ 10 20.90m/16÷ 25 5.9m/>50 10.80 49.00 51÷ 52
P88 Km9+159.160 8.10m/6÷ 9 22.40m/14÷ 26 10.70m/>50 3.70 44.90 0
P89 Km9+199.160 13.30m/6÷ 12 17.40m/12÷ 29 10.10m/>50 - 40.80 -
P90 Km9+239.160 7.90m/6÷ 9 24.30m/15÷ 34 8.00m/>50 - 40.20 -
P91 Km9+279.160 7.80m/4÷ 9 22.40m/10÷ 24 10.00m/>50 - 40.20 -
P92 Km9+319.160 5.80m/6÷ 10 24.10m/12÷ 23 8.30m/>50 - 38.20 -
P93 Km9+359.160 14.50m/6÷ 16 14.50m/12÷ 14 13.10m/>50 - 42.10 -
P94 Km9+399.160 9.40m/5÷ 10 17.10m/17÷ 26 12.70m/>50 - 39.20 -
P95 Km9+439.160 7.70m/8÷ 9 15.80m/14÷ 31 12.90m/>50 - 36.40 -
P96 Km9+479.160 10.50m/3÷ 9 15.40m/13÷ 31 10.50m/>50 - 36.40 -
A2 Km9+518.160 9.80m/4÷ 15 17.00m/15÷ 31 10.00m/>50 - 36.80 -
BC2 Km9+580.160 13.80m/4÷ 10 5.00m/25÷ 34 - - 18.80 -
EB4 Km9+660.000 8.20m/4÷ 10 5.00m/25÷ 34 - - 18.80 -
3.5 CONSTRUCTION MATERIAL INVESTIGATION
A large quantity of materials is demanded for the project in constructing roadbed,
pavement, and bridge system. Especially, crushed stone & yellow sand for cement
concrete and asphalt concrete. The material construction survey has been carried out
in purposes of finding Material Sources surrounding the project area. All material
samples have been transferred to the approved Laboratory for testing under the testing
requirements approved by the Consultant.
The detail informations of material construction sources can be shown in the tables
below:
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3.5.1 Stone Quarries
Item Son Tay Site Vinh Phuc Site
Company
Name
Sunway Quarry
Company
Che Quarry
Company
Bao Quarry
Company
Trung Mou
Quarry
Company
Distance
(km)
About 28 About 30 About 45 About 35
Materials in
Origin
Bazarth
(Igneous Rock)
Limestone
(Sedimentary
Rock)
Riolite
(Metamophic
Rock)
Riolite
(Metamophic
Rock)
Estabilited
years
1995 ~ 2025 2006 ~ 2016 2002~2030 1994~2014
Remain
Reserve
(Nov.2010)
2 Millions m^3 5 Millions m^3 10 Millions m^3 5 Millions m^3
Delivery Site
Nhat Thanah
Bridge
NH 413
Local Bridge
Cank River
Bridge
(Noi Bai
Airport)
Nhat Thanh
Mixing Plant
Noi Bai Airport
Machines
Capacity
(Ton/h)
250 ~ 450 Ton/h
(Totally:700
Ton/h)
75 Ton/h
(Totally:150
Ton/h)
250 ~ 500 Ton/h
(Totaly:1050
Ton/h)
60 ~ 80 Ton/h
(-)
Crushing
Machines
2 Machines 2 Machines 3 Machines 6 Machines
3.5.2 Soil Borrow Pits
Item Son Tay Site Vinh Phuc Site
Company
Name
Puzolan
Borrow Pit
Vinaconex
Borrow Pit
Company
Name
Puzolan
Borrow Pit
Distance
(km)
About 4 About 10
Distance
(km)
About 4
Located
Sondong
Village
Trieu dong
hamlet, co
dong Village
Located
Sondong
Village
Soil
Description
Silty Clay
with grits
Silty Clay
with grits
Soil
Description
Silty Clay
with grits
Reserve
> 1000,000
m^3
> 1000,000
m^3
Reserve
> 1000,000
m^3
ExplorationCondition Very Easy Very Easy
ExplorationConditio
n
Very Easy
3.5.3 Sand Stockpiled Area
Item Son Thay Site Vinh Phuc Site
Company
Name
Binh Minh Material Company Vinh Thinh Material Company
Distance
(km)
1.0 About 0.2
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Located
l.0km from Vinh Thinh Bridge on
Right Side
0.2km from Vinh Thinh Bridge on
Left Side
Soil
Description
Black Sand & Yellow Sand
=> Sand Exploited from LO River
Black Sand & Yellow Sand
=> Sand Exploited from LO River
Supplying
Capacity
8,000 m^3/day 10,000 m^3/day
Exploration
Condition
Easy Easy
3.6 OTHER SURVEY AND INVESTIGATIONS
3.6.1 Other site investigations
Purpose Pictures
 Project location check
- Check the realizability of
horizontal alignment and major
obstacles in project area
- Survey general site conditions
 Determination of under box
location
- Investigate land utilization
within surrounding dike
- Check the dike horizontal
alignment for developing and plan
of supporting road
Intersection revision
- Check the operation condition
of traffic flow
- Investigate existing three -
legs intersection
- Check condition of access
road
 Existing drainage facilities check
( include underground drainage)
- Investigate existing drainage
and irrigation system
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3.6.2
3.6.3 Investigation of replacement of small roads and channels
Conducted the site survey on existing roads and available canal system; provide
underpass boxes and drainage culverts if necessary to avoid disruption of existing
roads and canals within construction area.
For project roads, there are no interrupted roads but only an interrupted irrigation
canal, therefore, a plan for pipe culvert arrangement should be arranged.
Surveyed the condition of roads and canals which are conflicted with abutment to
relocate plan if needed.
Station No of pier
Condition of existing road
Remark
Type of pavement Width(m)
5+062.46 Cement Concrete 5.0 major dyke
5+359.71 P6 Cement Concrete 2.0
6+279.16 P15 Cement Concrete 3.5 minor dyke
6+369.54 P18 Brick line 2.0
6+479.16 P21 Cement Concrete 2.0
6+920.00 P32 Cement Concrete 3.0
7+039.16 P35 Brick line 2.0
7+159.16 P38 Brick line 2.0
7+501.70 Soil bank 1.5
7+602.35 Soil bank 1.0
7+999.16 P59 Soil bank 1.5
8+188.00 Brick line 2.0
8+339.00 Cement Concrete 3.0
8+567.00 Brick line 2.0
8+679.16 P76 Soil bank 2.5
9+061.69 Soil bank 3.0
9+175.00 Soil bank 1.7
9+280.00 P91 Soil bank 2.0
There are 6 conflicted existing roads found within the process of bridge bed
excavation during construction; therefore, a temporary movement plan was set up.
Similarly, there are 3 segments conflicted with bridge abutment positions, as the
result, a permanent re-location plan was arranged.
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Existing cannel
Station No of pier
Condition of existing cannel
Remark
Type of cannel Width(m)
6+703.50 Concrete cannel 6.0
7+639.16 P50 Soil cannel 1.5
7+719.16 P52 Soil cannel 8.0
8+239.16 P65 Concrete cannel 9.0
8+280.00 P66 Concrete cannel 9.0
8+759.16 P78 Soil cannel 13.0
There are 2 segments conflicted with bridge pier positions, as the result, permanent
movement relocation was arranged.
3.6.4 Existing drainage system in intersection area
There are 03 existing transverse culverts and many existing catch basins in the
intersection area which is located at the beginning point of project.
All existing culvert structures and other underground facilities related with drainage
and irrigation system are carefully investigated in order to collect adequate
information for the evaluation of their existing conditions as well as their existing
flow capacity
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3.6.5
3.6.6 Existing pavement
The pavement condition of existing NR32 section has the same level with project road
as the table below
The pavement condition of existing NR32
Station NR32 Remark
Pavement
structure
Pavement
condition
- The Opening year of NR32 : 2008 year
- The type of pavement : Asphalt concrete
pavement
- Present road surface condition : good
- The total width of pavement : 22.5m
Survey for existing pavement structure assessment by test pit at km4+620 has been
carried out.
3.6.7 Existing Intersection
At the beginning point of project there is Three-legs intersection (NR32 and NR2C)
without traffic signal. Traffic volume is not high in the intersection; therefore LOS
(level of service) of intersection is quite good at present. Yet, conflictions occur
between means of transport which caused by the close location of 3 intersections. The
possibility of traffic accident is high due to the mixed traffic flow.
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3.6.8
3.6.9 Meeting with related authorities
Authority Purpose Remark
Son Tay Water Supply
Company
- Get information about existing water
supply facilities.
- Suggestion received: Setting up new
facilities in construction area will be more cost
effective than moving the old system to a new
position.
Son Tay Urban and
Environmental
Company
- Get information about existing
underground drainage system
- Compare drawings provided by authority
and real site condition (accompanied by local
authority)
3.6.10
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CHAPTER 4: DESIGN OF THE ROAD
Review and update the previous studies such as pre-feasibility study and feasibility
study executed, including geometric features, required intersections, type and
condition of existing structures, pavements, and other major features based on related
documents provided by PEA.
On the basis of traffic counts and projected traffic levels, pavement structure studies,
axle load considerations, determine the most cost-effective improvement option for
each road section.
Carry out road safety audits on the proposed roads and incorporate approved
recommendations on any diversions, bypasses, intersection improvements and
realignments and widening and other facilities to eliminate hazards.
4.1 FEASIBILITY STUDY REPORT REVISION
4.1.1 Main road revision
Horizontal alignment plan taken from result of feasibility study report revision
practically follows the standard, yet, some items of profile that need to be
supplemented and revised as below:
- During F/S stage, existing ground elevation was not surveyed in detailed,
therefore, it is required to revise the difference between the existing ground
and finished ground at the beginning point of project and Son Tay bypass.
- In some cases, bridge sections are provided with minimum slope of 0.3%
without vertical curve. As this may affect structure and driver's
comfortableness, vertical curvature should be arranged based on standards.
The vertical plan in bridge section in F/S stage
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4.1.2
4.1.3 Intersection revision
The type of intersection planned in F/S stage is roundabout with additional right
turning way. This additional way will be the solution for right turning vehicles. The
roundabout will be only used for turning left and going straight. This is considered as
an improvement method to increase capacity and safety.
In F/S stage, the direction between Trung Ha Bridge and Tich Giang Bridge was
planned with 2 directions to increase accessibility of Duong Lam village, yet, it can
result more traffic accidents caused by driver’s confusion and capacity reduction.
Therefore, the section between Trung Ha Bridge and Tich Giang Bridge should be
adjusted to be one direction and used special traffic method to access Duong Lam
village.
The Intersection plan in F/S stage
4.1.4
4.1.5 Supporting road revision
In order to ensure inhabitant’s rights of way on dyke, the result of right dyke’s plan
revision for supporting road in F/S stage as follows:
- Location of box culverts on supporting road and alignment of supporting road
on right dyke is evaluated to be suitable.
- Box culvert of supporting road on left dyke locates at the berm of dyke,
therefore, bed excavation of culvert can affect the dyke safety. As a result, the
location of box culvert should be moved to the toe of dyke to avoid any
impact on main dyke.
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- In the process of revising plan for supporting road on left dyke, it is suggested
to maintain original land acquisition. For inevitable case, additional land
acquisition should be minimized.
The Plan for supporting road and box culvert of Left Dyke in F/S stage
4.1.6
4.1.7 Pavement revision
As the result of calculating pavement’s thickness in F/S stage, it is required to revise
the following contents:
- Reasonable traffic distribution based on the result of traffic survey and traffic
demand forecast.
- Converting other axle load into standard design axle load.
- Calculating bearing capacity of ground based on soil characteristic (CBR, C,
φ) according to laboratory test of soil taken from borrow pit.
4.1.8 Summary of major changes from Feasibility Study
Item F/S Stage Detailed Design Stage
Alignment
Do not provide vertical curve at
VIP (vertical intersection point)
consisting of minimum
longitudinal curve on both sides at
bridge section
→ Reduce driver’s
comfortableness
Minimize the affect on bridge
structure and increase passage
advantage by arranging enough
vertical curve for each VIP
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Intersection
Plan the section between Trung
Ha bridge and Tich Giang bridge
into 2 ways road
→ Reduce road capacity volume
and traffic safety of passage by
increasing conflict points
→ Accessibility of Duong Lam
Village is quite good.
Plan the section between Trung
Ha bridge and Tich Giang bridge
into 1 way right turning ramp way
→ Reduce conflict, increase
traffic safety and road capacity
→ Duong Lam village’s
accessibility will be somewhat
reduced in comparison with F/S
stage.
Supporting
Road
Plan to locate supporting road on
the berm of left dyke.
→ Reduce the safety of the dyke
during he process of bed
excavation
→ No need to obtain additional
land acquisition for providing
underpass
Locate supporting road near toe of
left dyke
→ Increase the dyke safety on
underpass culvert construction
→Need to obtain additional land
acquisition
Pavement
Axle load coefficient of each type
of vehicles is not suitable with
standard
→ Asphalt concrete surface
course : 5cm
→ Asphalt concrete binder
course : 7cm
Apply suitable axle load
coefficient for each type of
vehicles to be equivalent to
standard
→ Asphalt concrete surface
course : 5cm
→ Asphalt concrete binder
course : 10cm
4.2 ALIGMENT DESIGN
4.2.1 Horizontal alignment
4.2.1.1 Study
As can be seen from analysis result, plan of horizontal alignment in F/S stage is
highly appreciated, usable for detailed design therefore, consultant only revise some
plans for vertical alignment in detailed design stage.
IP R(m)
L of spiral
(m)
Super elevation
(%)
Remark
1 250.0 - 2
Speed should be limited to 40km/h at the
entrance of roundabout
2 3,000 -
non-super
elevation
3 2,000 70 2
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4.2.1.2 Design result
Alignment direction: From the point intersects with NH32 and crosses Red River at
position which is about 150m downstream from Vinh Thinh ferry (Son Tay bank) to
Vinh Tuong District area, Vinh Phuc Province at position which is 60m downstream
from Lieu Tri pump station. Then, alignment directs and passes left dyke of Red
River about 200m.
Alignment plan is designed to ensure the design speed of 80 km/h with the value of
Rmin = 250m. It is guaranteed to satisfy required control, coordinated with regional
topography and minimize the impact upon the regional ecological environment.
Alignment design on plan result:
No
Radius
R(m)
Quantity
Length
(m)
Ratio compared
with alignment
length (%)
1 0 ≤ R < 250 0 0 0.00%
2 250 ≤ R < 400 1 146.09 2.66%
3 400 ≤ R ≤ 2500 1 330.66 6.03%
4 R > 2500 1 455.03 8.29%
Tổng cộng 3 931.78 16.98%
4.2.2 Vertical alignment
4.2.2.1 Connection with existing road NR 2C at the beginning point
Vertical alignment at the beginning point should be adjusted to use the result of
centerline survey in order to match the elevation of existing national road. The
number of VIP (vertical intersection point) in the beginning part of project will be
minimized to improve driver's convenience.
F/S
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D/D
4.2.2.2 Vertical curve provision for smoother vertical intersection points (VIP)
In some cases, bridge sections are provided with minimum slope of 0.3% without
vertical curve. As this may affect structure and driver's comfortableness. This will be
revised as following:
F/S
D/D
4.2.2.3 Design result
Section is designed according to standard: class III terrain. Longitudinal section is
designed to guarantee that the road shoulder is higher at least 50 cm than water level
frequency 4%. Maximum longitudinal slope is 5%, minimum slope length L = 200m,
maximum radius of crest vertical curve R = 4000, maximum radius of sag vertical
curve R = 2000, minimum vertical curve length L = 70m, maximum slope length
regarding longitudinal slope L4%=900m, L5%=700m
No Longitudinal slope (%) Length (m) Ratio (%)
1 0 ≤ I < 0.5 3553.44 64.76%
2 0.5 ≤ I < 2.5 1485.28 27.07%
3 2.5 ≤ I ≤ 4 252.25 4.60%
4 I > 4 195.99 3.57%
Total 5486.96 100.00%
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4.3 EMBANKMENT DESIGN
4.3.1 Cross-section
Cross section design will follow approved Decision No. 1869/QD-BGTVT dated
29/06/2009. Refer to 2.3.3 for more details.
- Width of cross section on embankment: 17.5m, number of lanes: 4x3.5m = 14
m, median: 1.5m, safety lane: 2x0.5m = 1m, shoulder: 2x0.5m = 1m.
- Width of cross section on bridge section: 16.5m, lanes: 4x3.5m = 14 m,
median: 0.5m, safety lane: 2x0.5m = 1m, safety barrier: 2x0. 5 m = 1m
4.3.2 Details of cross-section
Embankment is designed by soil filling method. Normal embankment slope has
grade 1:m = 1:1.5, high embankment from> 6 m must have benching with width
2.0m/1 to ensure stable condition (cross slope of benching icross = 2% lean to
embankment).
Base layer beneath the pavement structure layer must be compacted with K = 0.98
thickness ≥ 50 cm, layers below compacted soil layers must guarantee minimum
density K = 0.95. For backfill, soil organic layers must be moved at least 30cm
before filling up.
Embankment slope are usually protected by grass which can create landscape beauty,
easy care and maintenance.
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4.3.3 Material for embankment
Base on material investigation result, there are two option for embankment material:
Comparison between soil and sand as filling material
Classification Soil Sand
Typical Cross
Section
Strength and
weakness
- Water permeability is very low,
therefore, it can prevent
efficiently water penetration
through slope
- Existing dyke is also consisting
of silty clay, therefore, it won't
cause any problem such as
material separation because of
same filling material
- The shear strength is high in
compare with clay, yet, it will
decline suddenly if water penetrate
happens
- The grading of dredging sand is
almost big and rough; therefore, it
is not suitable for preventing water
penetration.
- For slope protection, it should be
provided specific method such as
filling of cohesive layer
- The price for using sand is higher
than using soil. In addition,
specific equipment should be
provided for vibrating compaction
In result, consultant chooses soil for embankment to increase workability,
maintenance, slope safety in rainy season etc. Embankment section of this project is
too short with 000.0m at the beginning point and 000.0m in the ending point. In case
of using sand as filling material, cohesive slope and sod planting on top layer should
be provided.
4.3.4 Slope protection for embankment
Slope of road is reinforced by stone masonry M100 with thickness 30cm on blinding
stone with thickness 10cm.
Slope consolidating positions:
- All approach roads of bridge ends of river bank
- Slope of Red River, floodplain should be widened each side 20m compared
with toe of slope of embankment of bridge end
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4.4 CULVERT DESIGN
Alignment has 01 irrigation culvert with dimension Φ 1.0m at station km4+912 which
is designed accordingly to agreement with Duong Lam Village on culvert location and
dimension.
4.5 INTERSECTION WITH NH32 DESIGN
4.5.1 Analysis of site condition
The plan used the form approved in F/S stage (roundabout + additional right turning
ramp) and the section between Trung Ha bridge and Tich Giang Bridge has been
planned to change from 2 ways road in F/S stage into 1 right turning way to
minimize conflict times of intersection.
Along with ensuring traffic safety of vehicles turning in each access road, there is a
plan to arrange acceleration and deceleration lane which are suitable with standard.
Moreover, in order to ensure inhabitants’ rights of way for Duong Lam village, it is
required to plan the approach road similarly in F/S stage and as safety policy.
Item Alternative-1 Alternative-2
Plan
Features
- Reduce traffic confliction by
providing only one direction for all
right turning ramp ways.
- Provide 1 lane for ramp way
(direction of Trung ha to NR2C).
- The horizontal alignment of ramp
way is acceptable.
- Reducing traffic confliction by
providing only one direction for all
right turning ramp ways.
- Ramp way directing from Trung Ha to
NR2C will be provided 2 lanes.
- The horizontal alignment of ramp way
is acceptable.
Select √
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Son Tay
QL2
Trung Ha
QL21
01 lane, 01 direction
Zebra on the Right
02 lane, 01 direction
Zebra on the Left
QL2
Son Tay
Trung Ha
QL21
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4.5.2 Solution to increase safety of approach road to Duong Lam village
Classification Alternative to increase safety
Diagram
Features
- Choose best place to provide sufficient sight distance.
- Ensure space for vehicles traveling and take full advantage of large space
of traffic island and zebra crossing.
- Provide enough radius of left turning curve.
- Provide traffic sign board
4.5.3 Result of NH32 intersection design
4.5.3.1 Design speed
- General design speed at intersection Vn=40 km/h;
- Turning right speed Vph=40 km/h;
- Turning left speed (at roundabout): Vtr = 30 km/h
4.5.3.2 Design layout:
- Design intersection at grade, control traffic flow by roundabout and traffic
islands.
- Intersection includes roundabout (R=45m) and traffic island. The width of
road around the roundabout is 13m, it includes 03 motorized lanes, each of
3.5m, and 01 non motorized lane of 2.5m;
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- Arrange direct turning right way for each ramp, turning radius Rmin=80m.
The width of turning right ramp is 5.5m, except for ramp D (Trung Ha →
NH21) we will arrange 2 lanes, width of ramp is 7m; Design side walk of 2m
wide on all the ramps in the area of intersection
- Ramp on QL32 and QL2C (Ramp leading to Vinh Thinh bridge): keep the
scale of the existing road unchanged, Just design and widen speed-
accelerating/reducing lane
- Intersection scope: From the heart of roundabout, to the beginning point of
Tich Giang bridge, on the bypass through Son Tay town, 300m to the Son Tay
side on QL32, 300m to Trung Ha bridge, 320 to Vinh Thinh bridge.
4.5.3.3 Profile
The design ensures intersection at grade for 2 routes: QL2C and QL32, and join into
current QL32 on the way to Ha Noi and Trung Ha bridge. Especially on ramp D, the
new design will base closely on the existing road. Minimum longitudinal slope is
0,3%, design will ensure road drainage.
4.5.3.4 Cross section
Cross section is suitable with scale of layout, road is designed with 2 side slopes and
cross slope of 2% with direction of going straight (QL32, QL2C), pavement with 1
side slope and cross slope of 2% on turning right ramp and inside the roundabout.
Side walk is 2m wide on newly designed ramp (Ramp A, B, C, QL2C at the
beginning point of Tich river, QL32 leading to roundabout), Ramp D will use up the
current side walking.
Table summarizes geometric design parameters
No Design parameters Unit
Design
value
Remark
1
Design speed of main road
(V)
Km/h 80 Son Tay bypass and NH32
2 Turning left speed (Vt) Km/h 30
On roundabout, < 40%V
(22TCN 4054-05)
3 Turning right speed (Vp) Km/h 40 < 60%V (22TCN 4054-05)
4 Roundabout radius (R) m 45
5
Minimum left turning radius
(Rt)
m 40
6
Minimum right turning radius
(Rp)
m 80
7 Length of deceleration (Lgt) m 80
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No Design parameters Unit
Design
value
Remark
8 Length of acceleration (Ltt) m 120
Min according to (22TCN
4054-05)
9 Length of wedge-shaped (Ln) m 35 1:10
10 Minimum longitudinal slope % 0.3
4.5.3.5 Traffic organization:
Turn right on direct right turning ramp, left turning directions pass the roundabout. It
allows vehicles travel on Vinh Thinh bridge and forbid non-motorized vehicles.
4.5.3.6 Pavement structure
The same pavement structure as the one of main alignment will be used for renewed
pavement structure. The strengthened pavement structure of asphalt concrete 5cm
will be used on the section on existing road, in case levelling thickness is < 8cm, use
asphalt concrete (20); in case levelling thickness is > 8cm, use crushed –stone
aggregate foundation
4.5.3.7 Drainage design
- Floor drainage system used ditch with the width of 0.8m, height changes
according to longitudinal slope, concrete ditch is located on sidewalk. Floor
water is collected directly into manholes. The average distance between
manholes is 50m. Floor drainage system is connected with existing system by
the manhole.
- The center island is drained by concrete ditch of 0.8m around island
parametric. Rain water is collected into manhole and connected to drainage
system on ramp B
- Water supply system is designed for relocation within intersection area to
ensure operation as the existing intersection.
See drainage design details in the design drawing for detailed.
4.6 RED RIVER INTERSECTION
Finished grade is proposed to be at grade with dike so in order to ensure protection
traffic if necessary, arrange one bypass road under berm and interchange with the
main alignment by underground box culvert with dimension of 6mx4,5m.
Main design parametric
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NO. Design parametric Unit Design value
1 Design speed Km/h 30
2 Max longitudinal slope % 5%
3
Cross section scope: B
mặt
= 5m, B
nền
= 6m, pavement cross slope 2%, curb
cross slope 4%
4
Cement concrete pavement structure (4.5 Mpa) cast in situ with thickness of
24cm on crushed-stone aggregate foundation of 20cm insulated by oil paper.
5
Drainage: water floor from the existing dike is collected into brick side ditch
(BxH = 0.4x0.4) which is located on protection dike road shoulder and
drained to slope through slab culvert BxH = 0.75x0.75.
4.7 REALIGMENT OF EXISTING CANNEL AND LOCAL ROAD.
All existing cannels and local roads which intersect with abutments, piers shall be
realign temporarily if the temporary work for the construction of foundation
excavation touch them. In case, permanent structure disturb existing cannels or local
roads, the permanent realigment shall be applied. For detail of these realigment, see
design drawings.
SUPPORTING ROAD OF DIKE DESIGN
4.7.1 Specifications for supporting road
Plan of supporting road for right dyke of Hong River used the plan in F/S stage, the
supporting road of left dyke is modified with concerning about the followings:
- Choose location for underpass to minimize the affect on dyke in the process of
bed excavation.
- Plan to minimize additional land acquisition caused by alignment
improvement.
- Provide good horizontal and vertical alignment for safe and comfortable
traveling.
- Provide gradual slope (about 5% as maximum) with concerning about
movement of pedestrians and non-motorized vehicles.
- Plan with concerning about H.W.L (4%), pavement thickness, the depth of
soil cover of underpass
4.7.2 Measurement of underpass
General drawings Dimension
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Width : 6.0 m ⁃
Height : 4.5 m ⁃
Minimum depth of the soil cover : 0.5 m ⁃
Pavement thickness : 0.62 m ⁃
4.7.3 Determination of uderpass location
4.7.3.1 Right Dyke
Plan
⁃ Location :
- STA. 5+030.24
- 3.31m far from
center of dike (toe
of dike)
Profile
⁃ The elevation of
bottom of box
culvert
- E.L = 11.56m
4.7.3.2 Left Dike
a. Feasibility study
Plan
Location : ⁃
- STA. 9+580.19
- 20.0m far from
center of dike (toe
of dike)
- Box culvert is
located on the
berm of dike
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Profile
The elevation of ⁃
bottom of box
culvert
- E.L = 12.16m
- During
construction
period, dike will be
affected by bed
excavation
b. Proposal
Plan
⁃ Location :
- STA. 9+595.19
- 2.69m far from
center of dike (toe
of dike)
- Box culvert is
located at the toe
of dike
- Land acquisition
will increase
Profile
⁃ The elevation of
bottom of Box
culvert
- E.L = 11.71m
- Dike won't be
affected by bed
excavation
4.8 PAVEMENT DESIGN
4.8.1 Pavement of new road
Design Consultant audited pavement structure of Basic Design step based on
standard 22TCN 211-06 and concluded that the structure does not meet the safety
requirement with Eyc = 160 Mpa approved by Decision of the Ministry of Transport.
Based on forecast results of traffic volume, material testing results at borrow pits,
Design Consultant will adjust the material thickness and criteria as follows:
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Sketch of pavement Detailed of pavement
Eyc = 160Mpa
Subgrade Eyc = 40Mpa, K≥0.98
⁃ Asphalt concrete surface: 5cm
- Tack coat
⁃ Asphalt concrete binder: 10cm
- Primcoat
⁃ Aggregate base: 18cm
⁃ Aggregate sub-base: 32cm
- Total: 65cm
Properties of material for pavement’s layers
Material
Material Elastic modulus E(Mpa)
Rku
(Mpa)
C
(Mpa)
φ
(degree)
Flexible Flexural Shear stress
Asphalt concrete surface 420 1,800 350 2.8
Asphalt concrete binder 350 1,600 250 2.0
Aggregate base 300
Aggregate sub-base 250
Sub-soil 40 0.39 19.2
4.8.2 Strengenth of existing pavement
Enhanced pavement structure: at intersection NH32, design to take advantage of
existing pavement, only 5cm asphalts concrete increase on asphalts concrete leveling
or stabilized aggregate leveling.
Pavement method on the existing road
Existing pavement
- Asphalt surface course : 5cm
- In case of
- 0<t<8 : leveling by asphalt
- 8<t : leveling by base
4.8.3 Traffic safty and miscellaneous facilities
To ensure traffic safety and sustainability of the route during the construction, it is
required to build traffic safety works in accordance with the provisions of “Rules for
Road Signs 22-BC 237-01”.
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Signal board of the alignment is newly designed, used road marking reflection
painting. Arrange corrugated iron at soil shoulders for entire supporting road.
Arrangement details can be seen in designed documents.
4.9 SOFT SOIL TREATMENT DESIGN
4.9.1 Design concept
Detail of the soil condition and soil properties are presented in the Soil Investigation
Report for Vinh Thinh Bridge Construction Project prepared by Yooshin-Sambo Joint
Operation.
After analysing the geotechnical condition and selecting soil properties in the Project
area, it is found that only approach section from the abutment A2 to the end point of
the project, soft soil treatment is required. The required soft soil treatment section of
205.30 m long from Km 9+508.90 to Km 9+714.20 can be divided into (three)
subsections for separate soft soil treatment. They consist of the first subsection from
Km 9+508.90 to Km 9+550 with 41.1 long (inner side of dyke), the second section
from Km 9+550 to Km 9+617 with 67 long coincides with the existing dyke, the third
subsection from Km 9+617 to Km 9+714.20 with 97.2 m long (outer side of dyke).
4.9.2 Soft soil treatment analysis
4.9.2.1 Time for soft soil treatment
This package is planned to be completed within 36 months. And a period of less than
24 months approximately is recommended for soft soil treatment in consideration of
the following issues:
- Time for preparation works
- Time for construction of culverts and underpass structures
- Time for construction of piles and abutments
- Time for construction of pavement and completion
4.9.2.2 Calculation procedure
Base on minimum safety factor > 1.2, the critical height H = 4.50m. This value will be
used to determine the height of embankment have to be treated and the height of
embankment in each construction step.
At typical section, total of consolidation settlement, residual settlement and
consolidation degrees when time of construction finished will be calculated and then,
if the result not satisfied with the Standard, this section have to be treated.
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4.9.2.3 Applicable countermeasure for soft soil treatment
a/ Soft soil treatment methods
There are several methods to treat the soft ground, but it is generally classified into
two categories as sliding-prevention method and consolidation acceleration method as
listed in table 4.10.5 below:
Table 4.10.5 Classification of Soft Soil Treatment Countermeasure
Classification Treatment methods for the soft ground
Prevention
of Slope Sliding
• Pile Slab Method
• Counter Weight Method
• Reinforcement Geotextile
• Sand Compaction Pile
• Deep Mixing Method
• Replacement Method
• Expandable Polystyrene (EPS) Method
• Stone Column Pile
• Grouting Method
Acceleration of
Consolidated
• Preloading
• Vertical Sand Drain
• Prefabricated Vertical Drain
• Vacuum Consolidation Method
b/ Comparison of soft soil treatment methods and Recommendation
As countermeasures for treatment of the soft ground among the consolidation
acceleration methods mentioned above, at dyke inner side section (Km9+508.90 -:-
km9+550): Sand Drain, Cement Grouting and Pile Slab are compared each other, at
section outer side of dyke (Km9+617.00 -:- km9+714.20): Sand Drain and Excavating
& Replacement method are compared each other.
See table of comparision as attached with this report.
4.9.2.4 Summary of soil value for soft soil treatment design
The data taken from test result of soil test and investigation to be summazied and
analyzed for the appropriation, Soil values for soft soil treatment design are tabulated
as below:
Soil
name
Unit
Weight
(KN/m3)
Cohesio
n (KPa)
Friction
Angle
(degrees
)
Elastic
Modulu
s
(KPa)
Poisson'
s Ratio
Cc Cr
Cv
(cm2/sec
)
eo OCR
lambd
a
kappa
Đất
đắp
nền
21.5 32 20.77 50,000 0.3            
1a
(OCS)
16.8 20 24 - 0.4 0.37 0.059 1.60E-03 1.578 2.8 0.161 0.0256
1a
(NCS)
16.7 20 24 - 0.4 0.31 0.061 1.60E-03 1.579 1.8 0.135 0.0265
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1b (6) 20 57 24 - 0.4 0.139 0.011 9.50E-04 0.685 13.3 0.06 0.0048
3b 21 10 29.52 50,000 0.3              
4 22 5 35 100,000 0.3              
4.9.3 Calculation methodology
4.9.3.1 Theory and Calculation for Vertical Drain
a/ Settlement
Due to variation of stress caused by embankment load by with distribution depth of
soil, a soil layer will be divided into sub-layers for settlement calculation and
settlement of the soil layer will be summed up from the settlement of the sub-layers.
It is possible to calculate consolidation settlement by using original formula as
depicted below (hereinafter referred to as ∆e method):
H
e
e e
S
o
c
0
1
1+

·
(4.10-1)
Or the following modified formulas (herein after referred to as Pc/Cc method):
0
0
0
log
1 P
P P
H
e
C
S
c
c
∆ +
+
·
For normal consolidation (4.10-2)
o
o
o
s
c
P
P P
H
e
C
S
∆ +
+
· log
1
For over consolidation and P
c
>P
0
+∆P (4.10-3)
c
c c
o
s
c
P
P P
H
e
C
P
P
H
e
C
S
∆ +
+
+
+
·
0
0 0
log
1
log
1
For overconsolidation and P
c
<P
0
+∆P (4.10-
4)
In the sand layer, the following formula can be used for immediately settlement (De
Beer method)
o
o
i
P
P P
H
N
P
S
∆ +
·
0
log 4 . 0
(4.10-5)
Where as:
Sc: Consolidation settlement
Si: Immediately settlement of sandy soil layer
e
o
: Void ratio at pressure of P
0
(Initial void ratio)
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e
1
: Void ratio at pressure of P
0
+∆P
P
0
: Overburden pressure
∆P: Pressure caused by embankment
Cc: Compression index
Cs: Swell index
Pc: Pre-consolidation pressure,
H: Soil thickness.
N: Standard penetration test value
b/ Consolidation
In case of no vertical drain, time factor (T
v
) will be calculated from formulas (4.10-6)
as follow:
2
H
Cv t
T
v
×
·
(4.10-6)
Then consolidation degree will be computed by Terzaghi U
v
– T
v
relationship as
follow:
2
100 4

,
`

.
|
× ·
U
T
v
π
in case 0<U<53% (4.10-7)
( ) U T
v
− × − · 100 log 933 . 0 781 . 1
in case U>53% (4.10-8)
Where as
t: Settlement time
H: Drainage distance
Tv: Time factor
Uv: Consolidation degree
Cv: Coefficient of Consolidation.
In case such vertical drain as PVD, sand drain, pack drain, etc. are is installed for soft
soil treatment, consolidation degree will be evaluated from Carrillo Barron (1948)
expression:
( ) ( )
h v
U U U − − − · 1 * 1 1
(4.10-9)
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Where as:
U: Consolidation degree,
U
v
: Vertical component of consolidation being computed as mentioned above,
U
h
: Horizontal component of consolidation being computed from Hansbo
recommendations as follow:

,
`

.
| × −
− ·
F
T
U
h
h
8
exp 1
(4.10-10)
2
.
e
h
h
d
t C
T ·
(4.10-11)
r s
F F n F F + + · ) (
(4.10-12)
2
2
2
2
4
1 3
ln
1
) (
n
n
n
n
n
n F



· (4.10-13)
w
e
d
d
n ·
(4.10-14)

,
`

.
|

,
`

.
|
− ·
w
s
s
h
s
d
d
k
k
F ln 1
(4.10-15)
( )
w
h
r
q
k
z L z F − · 2 π
(4.10-16)
Where as:
T
h
: Time factor
C
h
: Horizontal consolidation coefficient
d
e
: Effective drainage distance (=1.13d
s
for square pattern, =1.05d
s
for triangular
pattern),
d
s
: Center to center spacing between vertical drain units
d
w
: Diameter/equivalent diameter of vertical drain unit
k
h:
Horizontal permeability
k
s:
Permeability in smear zone
d
s
: Diameter of smear zone in cross section
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L: Drainage length
q
w
: Discharge capacity of vertical drain unit
c/ Shear strength due to consolidation
Undrained shear strength of soft soil is considered to increase forin an amount of ∆C
due to consolidation being evaluated as follow:
( ) m U P P P C
c
× × ∆ + − · ∆
0
× Co (4.10-17)
Where as:
∆C: Increased amount of undrained shear strength due to consolidation,
m: Index of increase of undrained shear strength.
Co: Initial undrained shear strength.
d/ Sliding check
Bishop method as formulated below is recommended for sliding check.
( ) [ ]


× − + ×
·
α
ϕ
sin
tan
1
w
b u w b C
m
Fs
a (4.10-18)

,
`

.
|
+ ·
Fs
m
a
ϕ
α α
tan
tan 1 cos
(4.10-19)
Where as (see Figure 4.10-1):
C: Cohesion
ϕ : Internal friction angle,
b: Width of slice
u: Pore water pressure acting at the slice base,
W: Weight of slice
α
: Slice base angle to the horizontal direction.
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α
Figure 4.10-1 Sliding check model
In case reinforced geotextile is used, the resistance mobilized from the geotextile will
be computed as follow:
[ ]
pullout break
T T T , min ·
(4.10-20)
In which (see Figure 2-3)
k
Tensile
T
break
·
τ × ·b T
pullout
( )
]
]
]

× × × · ϕ γ τ tan
3
2
' 2 h k
Tensile: tensile strength of reinforcing geo-textile
k: safety factor (= 2 for polyester made geotextile as 22TCN262-2000 recommended)
k’: Reservation factor (= 0.66 as 22TCN262-2000 recommended)
τ τ τ τ τ τ
φ γ,
Figure 4.10-2 Resistant force mobilized from reinforced geotextile
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4.9.3.2 Theory and Calculation for Sand Compaction Pile
a/ Overview
Sand Compaction Pile (SCP) method uses vibration load to penetrate a casing for
making sand compaction pile on soft soil. It shall contrive increase of bearing
capacity, decrease of consolidation settlement, increase of horizontal resistance,
uniformity of ground, consolidation drainage effect due to increase density of ground.
This method is used almost soil condition including sand soil, clay soil and organic
soil.
b/ Design
Replacement ratio
Replacement ratio is defined by the following expression and will be calculated for
square and triangular pattern as follow (Figure 4.10-3):
Figure 4.10-3 Arrangement and design concept of SCP
2
d
As
A
As
Fv · ·
in case of square pattern (4.10-21)
2
2
3
d
As
A
As
Fv · · in case of triangular pattern (4.10-22)
Where,
As: Cross-sectional area of SCP
d: Center-to-Center spacing
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Shear strength
Soft ground after being treated by SCP will be considered a composite ground
comprising of SCP and surrounding soft soil. Shear strength of the composite ground
τ
SC
is calculated as follow:
τsc=(1-Fv)(Co+Cu/p• (Po-Pc+μc•σ
z
)•U+ Fv • (γ s'•Z+μs•σ
z
)tanϕs• (cosθ)² (4.10-
23)
τsc=(1- Fv)(Co+Cu/p• (Po-Pc+μc•σ
z
)·U+(γ'm•Z+σ
z
)•μs •Fv •tanϕs •(cosθ)² (4.10-
24)
Where,
µ c: Reduction coefficient of stress,
Fv n
c
c
) 1 ( 1
1
− +
· ·
σ
σ
µ
µs: Increase coefficient of stress,
Fv n
n s
s
) 1 ( 1 − +
· ·
σ
σ
µ

=2.5~3.5 typically, (3.0 in average).
n: Ratio of stress division,
c
s
n
σ
σ
·
Cu/p: Ratio of strength increase
γs': Sub water unit weight of sand
Z: Depth to the failure surface
ϕs: Friction angle of sand
θ : Angle between acting surface and horizontal surface
σ
z
: Increased stress at failure surface due to embankment loading
σ: Average stress
σ
c
: Stress acting on surrounding soil
σ
s
: Stress acting on SCP
γm' = Average sub water unit weight of composite soil
Friction angle of sand (of SCP) and ratio of stress division depending on replacement
ratio is shown in table 4.10-1 below:
Table 4.10-1 Friction angle and Ratio of stress division depending on replacement
ratio
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Replacement
Ratio, Fv
Friction Angle of
sand, ϕs
Ratio of stress
division, n
0 ~ 0.4 30 3
0.4 ~ 0.7 30 2
0.7 ~ 1 30~35 1
Cohesion and internal friction angle of the composite soil being used for slope
stability analysis are evaluated from following equation (4.10-25) and (4.10-26)
respectively, which is derived from equation (4.10-23).
( ) s m ϕ ϕ tan tan
1
× ·

(4.10-25)
C=(1-Fv)(Co+Cu/p· (Po-Pc+μc·∆P)·U (4.10-26)
Where,
m= Fv×µ
s
Po : Effective overburden pressure
Pc : Preconsolidation pressure
∆P: Embankment pressure
Settlement
Settlement of the composite ground is less than non-treated ground because
SCP shares load acting upon the ground and, accordingly, SCP reduces stress acting
upon soil. Following equation is used to get settlement of the composite ground.

,
`

.
| ∆ × +
+
·
Po
P c Po
H
e
Cc
S
o
µ
log
1
For normal consolidation (4.10-27)
o
o
o
s
c
P
P c P
H
e
C
S
∆ × +
+
·
µ
log
1
For over consolidation and P
c
>P
0
+∆P (4.10-28)
c
c c
o
s
c
P
P c P
H
e
C
P
P
H
e
C
S
∆ × +
+
+
+
·
µ
0
0 0
log
1
log
1
(4.10-29)
(For overconsolidation and P
c
<P
0
+∆ P)
4.9.3.3 Softwares
All calculation had been computed with assistance of software: Sigma/w, K-
Embankment for calculation of settlement and consolidation, and Geo Slope/w for
sliding check
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4.9.4 Result of soft soil treatment
4.9.4.1 Treatment method
Sections Station
Length
(m)
Emb. Height
(m)
Treatment method
Method
Thickness
(m)
9+508.90 -:- 9+550.00 41.1 5.8 ~ 9.4 Pile slab -
9+550.00 -:- 9+617.00 67.0 0.7 ~ 6.6 No Treatment -
9+617.00 -:- 9+714.20 97.2 4.3 ~ 7.1
Excavating &
Replacement
3
4.9.4.2 Calculation result
Sections Station
Total Settlement
include traffic load
(cm)
Residual
settlement
(cm)
Consolidatio
n Degree
(%)
Remark
9+508.90 -:- 9+550.00 19.44 ~ 58.22 - - Inner dyke
9+550.00 -:- 9+617.00 3.2 ~ 30.95 1.59 ~ 17.89 42.2 ~ 50.31 Dyke
9+617.00 -:- 9+714.20 20.41 ~ 38.34 7.1 50 Outer dyke
4.9.4.3 Conclusion
Base on geological data and design of embankment height as well as status of existing
dyke, after analysis and calculation, soft soil section from Km9+508.90 to
Km9+713.00 will be treated as follows:
+ Km9+508.90 -:- Km9+550.00 : Pile slab method
+ Km9+550.00 -:- Km9+617.00 : Non treatment
+ Km9+617.00 -:- Km9+714.20 : Excavation & Replacement with 3m depth.
For more detail please see Soft soil treatment report.
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CHAPTER 5: DESIGN OF THE BRIDGE
Review and update the previous studies such as pre-feasibility study and feasibility
study executed, including geometric features, required intersections, type and
condition of existing structures, pavements, and other major features based on related
documents provided by PEA.
Bridges to be designed based on the following Vietnam Standards 22TCN272-05
which is equivalent to AASHTO (LRFD): width of bridge surface of 16.5m with 4
lanes (4x3.5m), center median of 0.5m, safe land at two sides of 2x0.5m, corridor
2x0.5m.
5.1 REVIEW OF FEASIBILITY STUDY
The concepts in the feasibility study are carried out in 2009. After reviewing, the
Consultant have some opinions as follow:
5.1.1 Box girder
The box girder cross section in detail design have been studied to consider
synthetically about geographical condition of bridge location, economic efficiency,
construction, fine view, structure maintenance and management, etc.
The decided bridge plan is judged that is suitable on the whole. Therefore, the section
of pre-stress concrete box girder bridge will be changed double cell into single cell. It
is judged by profitable thing in construction, in structural maintenance and
management. Moreover, we had design experience in “Hanoi-Haiphong Expressway
Project”.
Class. Detail Design F.S
Cross-
Section
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Class. Detail Design F.S
Specs
- 04 vehicle lanes: 4x3.5 = 14.0 m
- Median: 1x0.5 = 0.5 m
- Side Safety portion: 2x0.5 = 1.0
m
- Railing guard: 2x0.5 = 1.0 m
- Single cell
- 04 vehicle lanes: 4x3.5 = 14.0 m
- Median: 1x0.5 = 0.5 m
- Side Safety portion: 2x0.5 = 1.0 m
- Railing guard: 2x0.5 = 1.0 m
- Double cell
Advantage
- Formwork will be easier
- Easy to design and construct.
- Economical and efficient.
- The effective length of bridge deck
is smaller.
- Transverse stiffness is higher
Dis-
advantage
- The effective length of bridge
deck is longer.
- Transverse stiffness is lesser
- Formwork will be more
complicated
- Cost estimate is expensive
- Time to construct will be longer
Conclusion

5.1.2 Super-T girder
Class. Detail Design F.S
Cross-
Section
40000
Pier Pier
Super T beam
40000
Pier Pier
Super T beam
Specs
- Length: 38.2 m
- Height: 1.75m
- Non-nick Beam-End
- Length: 38.2 m
- Height: 1.75m
- Nick Beam-End
Advantage - Formwork will be easier
- Do not worry about the crack at
the Beam End.
- The weight of beam is lesser.
- Constructing pier is easier.
- Construction height of bridge is
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Class. Detail Design F.S
shorter.
Disadvantage
- Constructing pier is more
difficult.
- The weight of beam is higher.
- Construction height of bridge is
higher.
- Experience showned longitudial
cracks at end beam has been found
in various project.
Crack
- Formwork will be more difficult
Conclusion ○
5.2 OUTLINE OF THE BRIDGE
- The length of bridge is about 4,413.6m, the width of bridge’s deck is 16.5m.
- The bridge is 80.4% of the total estimated route length (5,487m).
- The bridge will cross the Red River by 2 abutments and 96 piers.
- Bridge type
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Item Type Span
Main Bridge FCM 50+90+5@120+90+50 = 880m
Approach Bridge Super - T
[39.1+4@40+39.1+[Main bridge]
+39.1+80@40+39.1]
Total length
L=246.80 (Wing wall + E.Joint) + 880.0+
3286.80(Wing wall + E.Joint) = 4413.6m
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5.3 SUPERSTRUCTURE OF FCM BRIDGE DESIGN
5.3.1 General introduction
Item Description
Type PSC BOX GIRDER
Construction method FCM
Span arrangement 50+90+5@120+90+50 = 880.000m
Design flood frequency P1% = 16.300m
Navigational clearance B x H = 80m x 10m
Crossing condition Red river
The length of main bridge is 880m (exclude expansion joint).
5.3.2 Typical cross-section
Fix Pier Side Pier
2% 2%
16 c .i.p bo r ed pil e d2000mm
16 c äc kho an nhåi d2000mm
10000 4500 4500
7
0
0
0
600 600
16200
3550 700 7700 700 3550
bª t «ng as phal t 70mm
l í p phßng n­ í c 4mm
as phal t c o nc r et e 70mm
wat er pr o of ing 4mm
16500
500 2@3500=7000 500 500 2@3500=7000 500 500
10000
1500 7000 1500
3
5
0
0
19000
2000 3@5000=15000 2000
2% 2%
3
5
0
0
10000 4500 4500
3@5000=15000
16 c .i.p bor ed pil e d2000mm
16 c äc khoan nhåi d2000mm
1110 1110
1000 8350 1000
3550
9100
3550
6129
19000
2000 2000
bª t «ng asphal t 70mm
l í p phßng n­ í c 4mm
asphal t c onc r et e 70mm
wat er pr oof ing 4mm
16500
500 2@3500=7000 500 500 2@3500=7000 500 500
5.3.3 Construction sequences
Step 1
-Construction of Pier Cap, F/T and T/C of Pier 7, 8, 13, 14 T/C : Tower
Crane
F/T : Form Traveler
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Step 2
-Construction of Pier Cap, F/T and T/C of Pier 9, 12 T/C : Tower Crane
-Construction of Succeeding Span and Key Segment of Span 8, 14 F/T :
Form Traveler
Step 3
-Construction of Pier Cap, F/T and T/C of Pier 10, 11 T/C : Tower Crane
-Construction of Key Segment of Span 9, 13 F/T : Form Traveler
Step 4
-Construction of Key Segment of Span 10, 11 and 12
5.3.4 Tendon arrangement and segmental division
Decide the number of tendon by continuously analyzing the structure to find the
minimum number of tendon and use MIDAS Civil program to calculate. Use tendon
type 22T15.2(6”-22) - low relaxation steel.
SP5
P9 P10
kt 1 K1 K2 K3 K4 K5 K6 K7 K8 K9 K10 K11 K12 K13 K14 K15
P7 P6
Kn3
S18 S18 S18 S18 S18 S18 S18 S18 S18 S18 S18 S18 S18 S18 S18 S20 S21
S19
BE5
BE6
BE7
BE8
BE9
BE1
BE2
BE3
BE4
sp4
B1
B2
B3
b4
sp6
B5
B6
B7
B8
B9
T1
T2
T3, T4
T5
T6
T7, t 8
T9, T10
T11
T12
T13
T14
T15,t 16
T17,T18
T19,T20
T21
T22
s p2
TE1, TE2
TE3, TE4
TE5, TE6
TE7, TE8
TE9, TE10
TE11, TE12
TE13, TE14
sp3
TE
SP1
S1 S2
S3 S4 S5 S6 S7 S8 S9 S10 S11 S12 S13 S14 S15 S16 S17 S18
S2
S3 S4 S5 S6 S7 S8 S9 S10 S11 S12 S13 S14 S15 S16 S17 S18 S18
pt 2
P8
K1 K2 K3 K4 K5 K6 K7 K8 K9 K10 K11 K12 K13 K14 K15 kn2 K16 K16 K17 K17 K17 K17 pt 1 K17 K17 K17 K17 K16 K16 kn1
Tendon arrangement of cross-section
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Top Tendon Bottom Tedon
C
L
T
E
1
T
E
5
T
E
9
T
E
2
T
E
6
S
P
3
T
E
4
T
E
8
T
E
7
T
E
3
C
L
T
1
T
5
T
9
T
1
3
T
1
7
T
1
9
T
2
T
6
T
1
0
T
1
4
T
1
8
T
2
0
T
3
T
7
T
1
1
T
4
T
8
T
1
2
T
2
2
T
2
1
T
1
6
T
1
5
S
P
2
S
P
1
C
L
T
1
T
5
T
9
T
1
3
T
1
7
T
1
9
T
2
T
6
T
1
0
T
1
4
T
1
8
T
2
0
T
3
T
7
T
1
1
T
4
T
8
T
1
2
T
2
2
T
2
1
T
1
6
T
1
5
S
P
2
S
P
1
C
L
S
P
4
B
4
B
3
B
2
Z
Y
C
L
B
3
B
1
S
P
4
B
2
B
4
Z
Y
S
P
5
B
6
B
4
B
2
B
8
B
7
B
5
B
3
B
1
B
9
C
L
Z
Y
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5.3.5 Envelop of bending moment, shear force under SLS
Figure 1. Bending moment diagram at SLS
Figure 2. Shear diagram at SLS
5.3.6 Stress diagram under SLS
Figure 3. Stress diagram at bottom
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Figure 4. Stress diagram at top
5.3.7 Envelop of bending moment, shear force under ULS
Figure 5. Bending moment diagram at ULS
Figure 6. Shear diagram at ULS
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5.3.8 Strength capacities under ULS
Figure 7. Moment capacities
Figure 8. Shear capacities
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5.3.9 Envelop of bending moment, shear force under ELS
Figure 9. Bending moment diagram at ELS
Figure 10. Shear diagram at ELS
5.4 SUPERSTRUCTURE OF APPROACH BRIDGE DESIGN
5.4.1 General introduction
Item Description
Type SUPER-T GIRDER
Construction method Construction by crane
Span arrangement [39.1+4@40+39.1] + [Main bridge] + 39.1+80@40+39.1]
Design flood frequency P1% = 16.300m
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Crossing condition Red river
The length of approach bridge in SonTay side is about 246.80m (include wing wall
and expansion joint).
The length of approach bridge in SonTay side is about 3,286.80m (include wing wall
and expansion joint).
Total length of approach bridge is 3,533.60m (include wing wall and expansion joint).
The width of bridge’s deck is 16.5m.
Super – T girder beam and link slab are used for approach bridge.
5.4.2 Typical cross-section
2
5
0
0
bª t «ng asphal t 70mm
l í p phßng n­ í c 4mm
b¶n mÆt c Çu 18cm(min)
asphal t concr et e 70mm
wat er pr oof ing 4mm
dec k sl ab 18cm t hic k (min)
16500
2@3500=7000
500500
500
2@3500=7000
500 500
1750
850
6@2300=13800
850
100 100
14000
1500 5500 5500 1500
1750 2500 5500 2500
4000
100 1600 100
1
8
9
8
8
0
0
1100 1100
2
5
4
1
7
5
0
2% 2%
5.4.3 Beam arrangement of plane curve
Beams are arranged on the horizontal curve in radial shape which leads to the
difference in width of pier cap.
About the slab width, the width of bridge will be widened due to the connection of
piers and abutments on a line, which make it easier for construction.
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CHI TIÕT "H" - DETAIL "H"
CHI TIÕT "H" - DETAIL "H"
5.4.4 Slab detail on pier cap
The height of pier cap is subject to the thickness of deck slab. The above of pier cap
will be laid horizontally and the thickness of slab are also changed. We will install
haunches along the longitudinal slope.
The thickness of slab at Expansion joint part, except for block–out of expansion joint,
will be increased the thickness more than the basic thickness to enhance the durability.
Link Slab Expansion joint
det ail at t op of pier
<1/100>
c hi t iÕt t ¹ i ®Ønh t r ô
1
8
9
8
1
5
8
2
1
3
7
4
2
0
3
1
7
5
0
super t beam
dÇm s uper t
el as t ic l ayer 20mm
l í p ®µn håi 20mm
3
1
4
4000
1200 1600 1200
7
4
2
0
3
1
7
5
0
1
5
8
2
1
3
4
4
7
7
4
2
0
3
1
7
5
0
po st c ast c o nc r et e
expans io n j o nt
khe c o gi· n
bª t « ng ®æs au
1810
467 543 350
100
350
dÇm super t
s uper t beam
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5.4.5 Tendon arrangement
§ O¹ N C¸ P KH¤NG DÝNH B¸ M (XEM B¶NG)
de-bonding l engt h (r ef er t abl e)
1/2 mÆt c hÝnh dÇm
1/2 s ide view of beam
1/2 mÆt b»ng c ¸ p phÝa t r ª n
1/2 pl an of upper c abl e
1/2 mÆt b»ng c ¸ p phÝa d­ í i
1/2 pl an of l ower c abl e
a
a
1
1
3
0
1
1
3
0
2
2
6
0
8450 75 150 8475
38200/2
1950
F
l
a
n
g
e
u
p
p
e
r
l
o
w
e
r
§ O¹ N C¸ P KH¤NG DÝNH B¸ M (XEM B¶NG)
de-bonding l engt h (r ef er t abl e)
t
i
m

d
Ç
m
c
l

o
f

g
i
r
d
e
r
ROW C
ROW D
ROW A
ROW B
ROW F 6
0
6
0
110 110
7
5
3
@
5
0
8
9
6
7
4
5 3
2
1 13 11
10 12
6@50 6@50
sec t ion a-a
<1/30>
mÆt c ¾t a-a
hµng F
§ O¹ N C¸ P KH¤NG DÝNH B¸ M (XEM B¶NG)
de-bonding l engt h (r ef er t abl e)
7
5
0
1
0
0
0
1
7
5
0
350
1000
400
8400 200 8400 100
350
38200/2
75 8450 150 8475 1600
3
@
5
0
1
5
2
5
7
5
1
7
5
0
§ O¹ N C¸ P KH¤NG DÝNH B¸ M (XEM B¶NG)
de-bonding l engt h (r ef er t abl e)
2000
5.4.6 Stress diagram under Service Limit State in Stage I
CHECK STRESS - STAGE 1
-5.0
0.0
5.0
10.0
15.0
20.0
25.0
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0
Distance (m)
S
t
r
e
s
s

(
M
P
a
)
Compresion Limit Tension Limit Stress at Top Fiber of Girder Stress at Bottom Fiber of Girder
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5.4.7 Stress diagram under Service Limit State in Stage II
CHECK STRESS - STAGE 2
-5.0
0.0
5.0
10.0
15.0
20.0
25.0
30.0
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0
Distance (m)
S
t
r
e
s
s

(
M
P
a
)
Compresion Limit Tension Limit Stress at Top Fiber of Girder Stress at Bottom Fiber of Girder
5.4.8 Stress diagram under Service Limit State in Stage III
CHECK STRESS - STAGE 3 - SERVICE
-5.0
0.0
5.0
10.0
15.0
20.0
25.0
30.0
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0
Distance (m)
S
t
r
e
s
s

(
M
P
a
)
Compresion Limit f or Slab Compresion Limit f or Girder Tension Limit f or Girder
Stress at Top Fiber of Slab Stress at Top Fiber of Girder Stress at Bottom Fiber of Girder
5.4.9 Flexural Resistance in Strenghth Limit State
FLEXURAL RESISTANCE
0
5000
10000
15000
20000
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0
Distance (m)
M
o
m
e
n
t

(
K
N
m
)
Flexural Resistance Factored Moment
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5.4.10 Shear Resistance in Strenghth Limit State
SHEAR RESISTANCE
0
1000
2000
3000
4000
5000
6000
7000
8000
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0
Distance (m)
S
h
e
a
r

(
K
N
)
Shear Resistance Factored Shear
5.4.11 Construction method
Crane erection Photograph of construction
5.5 DESIGN OF SUBSTRUCTURE
5.5.1 Pile Capacities
The resistances that shall be considered include:
-Bearing resistance of piles,
-Uplift resistance of piles.
5.5.1.1 Pile capacities in soil
Axial resistance of pile in soil is combined with lateral resistance fiction of piles and
tip pile resistance, according to following formula:
Q
R
= ϕ Q
n
= ϕ
qp
Q
p
+ ϕ
qs
Q
s
For which:
Q
p
= q
p
A
P
Q
s
= q
s
A
s
Where:
-ϕ: resistance factor for the bearing resistance of a single pile.
-Q
n
:
bearing resistance of a single pile (N).
-Q
p
: pile tip resistance (N).
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-Q
s
: pile shaft resistance (N).
-q
p
: unit tip resistance oF pile (MPa).
-q
s
: unit shaft resistance of pile (MPa).
-A
s
: surface area of pile shaft (mm
2
).
-A
p
: area of pile tip (mm
2
).

qp
: resistance factor for tip resistance.

qs
: resistance factor for shaft resistance.
5.5.1.2 Single Drilled shaft uplift resistance:
Factores uplift resistance may be taken as:
Q
R
= ϕ Q
s
Where:
-Q
s
: uplift capacity due to shaft resistance (N).
-ϕ: resistance factor for uplift capacity of single pile.
5.5.1.3 Drilled shaft resistance in rock:
In determining the axial resistance of drilled shaft in rock, the side resistance from
overlying soil deposits may be ignored. Drilled shaft resistance bases on settlement of
pile part in rock, included: (a) elastic shortening of drilled shaft and (b) settlement of
tip pile. If total settlement is smaller than 10mm, drilled shaft resistance base on only
side resistance. If total settlement is larger than 10mm, drilled shaft resistance base on
only tip pile resistance.
a. Side resistance of drilled shaft in rock:
Q
R
= ϕ
s
q
s
π D
s
H
s
For which:
q
s
= 0.15 q
u
if q
u
≤ 1.9Mpa (Carter and Kulhawy 1988)
q
s
= 0.21
u
q
if q
u
> 1.9Mpa (Horvath and Kenney 1979)
where:

s
: factor of side resistance.
-q
s
: unit side resistance.
-q
u
: average axial compression strength of rock core.
-D
s
: diameter of socket.
-H
s
: height of drilled shaft socketed into rock.
b. Bearing resistance of drilled shaft in rock:
Q
R
= ϕ
p
q
p
A
s
For which:
q
p
= 3 q
u
K
sp
d
d
d
d
sp
S
t
D
S
K
300 1 10
3
+
+
·
D = 1+ 0.4
4 . 3 ≤
s
s
D
H
Where:

p
: resistance factor for tip resistance.
-q
p
: unit tip resistance.
-q
u
: average axial compression strength of rock core.
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-d: dimensionless depth factor.
-K
ps
: dimensionless bearing capacity coefficient.
-s
d
: distance of discontinuities (m).
-t
d
: width of discontinuities (mm).
-D: pile width.
-D
s
: diameter of rock socket.
-H
s
: height of drilled shaft socketed into rock.
5.5.1.4 Results of pile design.
PAR
T
Support
no.
Bored
hole
name
Pile
length
Proposal
Pile
Diameter
D
Capacity
Pile in
Strength
(KN)
Extreme (KN)
(m) (m) Compress Compress
S
O
N

T
A
Y

A
P
P
R
O
A
C
H
A1 B06-LK1 25.0 1.50 12,144 19,922 R
P1 B06-LK2 13.0 1.50 9,812 16,061 R
P2 B06-LK3 47.0 1.50 6,766 12,200 S
P3 B06-LK4 42.0 1.50 6,596 11,919 S
P4 B06-LK5 41.0 1.50 10,892 18,363 R
P5 B06-LK6 18.0 1.50 12,557 20,398 R
P6 B06-LK7 21.5 2.00 17,895 29,073 R
M
A
I
N

B
R
I
D
G
E
P7 B06-LK8 21.0 2.00 14,131 23,802 R
P8 B06-LK9 18.0 2.00 15,899 26,401 R
P9 B06-LK10 27.0 2.00 24,205 39,684 R
P10 B06-LK11 32.5 2.00 16,463 27,900 R
P11 B06-LK12 51.0 2.00 14,902 26,247 R
P12 B06-LK13 50.0 2.00 14,487 25,568 R
P13 B06-LK14 51.5 2.00 15,269 26,832 R
P14 B06-LK15 43.0 2.00 10,237 19,438 S
V
I
N
H

Y
E
N

A
P
P
R
O
A
C
H
P15 B06-LK16 38.0 2.00 9,418 17,184 S
P16 B06-LK17 43.0 1.50 8,099 14,248 S
P17 B06-LK18 58.0 1.50 10,639 18,941 R
P18 B06-LK19 38.0 1.50 6,925 12,360 S
P19 B06-LK20 36.0 1.50 6,622
11,860 S
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March 2011
PAR
T
Support
no.
Bored
hole
name
Pile
length
Proposal
Pile
Diameter
D
Capacity
Pile in
Strength
(KN)
Extreme (KN)
(m) (m) Compress Compress
P20 B06-LK21 34.0 1.50 6,821 12,133 S
P21 B06-LK22 32.0 1.50 6,701 11,917 S
P22 B06-LK23 34.0 1.50 6,750 12,024 S
P23 B06-LK24 34.0 1.50 6,622 11,829 S
P24 B06-LK25 36.0 1.50 6,440 11,565 S
P25 B06-LK26 36.0 1.50 6,378 11,485 S
P26 B06-LK27 34.0 1.50 6,671 11,903 S
P27 B06-LK28 35.0 1.50 6,763 12,061 S
P28 B06-LK29 35.0 1.50 6,831 12,166 S
P29 B06-LK30 35.0 1.50 6,834 12,170 S
P30 B06-LK31 34.0 1.50 6,656 11,881 S
P31 B06-LK32 33.0 1.50 6,789 12,069 S
P32 B06-LK33 32.0 1.50 6,953 12,305 S
P33 B06-LK34 31.0 1.50 6,748 11,973 S
P34 B06-LK35 29.0 1.50 6,784 11,996 S
P35 B06-LK36 34.0 1.50 6,806 12,111 S
P36 B06-LK37 32.0 1.50 6,771 12,025 S
P37 B06-LK38 35.0 1.50 12,899 21,312 R
P38 B06-LK39 34.0 1.50 14,439 23,659 R
P39 B06-LK40 32.0 1.50 7,545 13,215 S
P40 B06-LK41 35.0 1.50 6,741 12,028 S
P41 B06-LK42 34.0 1.50 6,722 11,982 S
P42 B06-LK43 34.0 1.50 6,717 11,974 S
P43 B06-LK44 37.0 1.50 9,728 16,480 R
P44 B06-LK45 35.0 1.50 6,667 11,913 S
55439433.doc - 98 -
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Report YOOSHIN – SAMBO Joint Operation
March 2011
PAR
T
Support
no.
Bored
hole
name
Pile
length
Proposal
Pile
Diameter
D
Capacity
Pile in
Strength
(KN)
Extreme (KN)
(m) (m) Compress Compress
P45 B06-LK46 34.0 1.50 6,765 12,048 S
P46 B06-LK46 33.0 1.50 6,856 12,171 S
P47 B06-LK48 33.0 1.50 6,559 11,715 S
P48 B06-LK49 37.0 1.50 8,770 15,006 R
P49 B06-LK50 39.0 1.50 7,291 12,776 R
P50 B06-LK51 38.0 1.50 7,107 12,471 R
P51 B06-LK52 35.0 1.50 8,565 14,645 R
P52 B06-LK53 40.0 1.50 8,086 14,178 S
P53 B06-LK54 33.0 1.50 6,703 11,936 S
P54 B06-LK55 37.0 1.50 7,283 12,718 R
P55 B06-LK56 33.0 1.50 6,570 11,732 S
P56 B06-LK57 34.0 1.50 6,618 11,821 S
P57 B06-LK58 33.0 1.50 6,545 11,693 S
P58 B06-LK59 38.0 1.50 7,386 12,900 R
P59 B06-LK60 35.0 1.50 6,571 11,765 S
P60 B06-LK61 38.0 1.50 7,903 13,695 R
P61 B06-LK62 38.0 1.50 7,105 12,637 S
P62 B06-LK63 38.0 1.50 7,245 12,683 R
P63 B06-LK64 39.0 1.50 9,359 15,959 R
P64 B06-LK65 39.0 1.50 6,554 11,805 S
P65 B06-LK66 40.0 1.50 7,420 12,998 R
P66 B06-LK67 42.0 1.50 6,866 12,191 R
P67 B06-LK68 31.0 1.50 6,716 11,924 S
55439433.doc - 99 -
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Report YOOSHIN – SAMBO Joint Operation
March 2011
PAR
T
Support
no.
Bored
hole
name
Pile
length
Proposal
Pile
Diameter
D
Capacity
Pile in
Strength
(KN)
Extreme (KN)
(m) (m) Compress Compress
P68 B06-LK69 29.0 1.50 6,825 12,058 S
P69 B06-LK70 32.0 1.50 6,543 11,674 S
P70 B06-LK71 30.0 1.50 6,750 11,959 S
P71 B06-LK72 29.0 1.50 6,593 11,702 S
P72 B06-LK73 28.0 1.50 6,642 11,761 S
P73 B06-LK74 31.0 1.50 6,686 11,877 S
P74 B06-LK75 32.0 1.50 6,770 12,022 S
P75 B06-LK76 37.0 1.50 6,615 11,866 S
P76 B06-LK77 42.0 1.50 7,833 13,679 R
P77 B06-LK78 43.0 1.50 7,618 13,371 R
P78 B06-LK79 43.0 1.50 6,778 12,215 S
P79 B06-LK80 41.0 1.50 8,071 14,023 R
P80 B06-LK81 41.0 1.50 7,284 12,812 R
P81 B06-LK82 41.0 1.50 7,386 12,969 R
P82 B06-LK83 38.0 1.50 7,437 12,979 R
P83 B06-LK84 35.0 1.50 6,558 11,746 S
P84 B06-LK85 39.0 1.50 7,405 12,951 R
P85 B06-LK86 42.0 1.50 7,696 13,468 R
P86 B06-LK87 37.0 1.50 6,737 12,053 S
P87 B06-LK88 38.0 1.50 6,768 12,118 S
P88 B06-LK89 36.0 1.50 6,658 11,916 S
P89 B06-LK90 37.0 1.50 6,541 11,655 S
P90 B06-LK91 36.0 1.50 6,724 12,017 S
P91 B06-LK92 37.0 1.50 6,647 11,916 S
P92 B06-LK93 37.0 1.50 6,777 12,116 S
55439433.doc - 100 -
Vinh Thinh Bridge Construction Project on NH2C Quarterly
Report YOOSHIN – SAMBO Joint Operation
March 2011
PAR
T
Support
no.
Bored
hole
name
Pile
length
Proposal
Pile
Diameter
D
Capacity
Pile in
Strength
(KN)
Extreme (KN)
(m) (m) Compress Compress
P93 B06-LK94 39.0 1.50 6,750 12,106 S
P94 B06-LK95 33.0 1.50 6,818 12,114 S
P95 B06-LK96 32.0 1.50 6,976 12,340 S
P96 B06-LK97 34.0 1.50 6,827 12,143 S
A2 B06-LK98 34.0 1.50 6,735 12,001 S
Note:
-Pile type R: pile in rock.
-Pile type S: pile in soil.
5.5.2 Abutment, Pier design
5.5.2.1 Abutment, approach pier design
When design approach pier, we considered 4 types as shown:
No. Type Type of pier Pier design
1 5 spans High pier P80~P85
2 5 spans Low pier P20~P25
3 4 spans P90~P94
4 3 spans High pier P94~A2
Typical dimension of approach pier
55439433.doc - 101 -
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Report YOOSHIN – SAMBO Joint Operation
March 2011
1
Results of approach pier designation.
B4/D20
B1-44/D32 B5/D20
B2-22/D32 B3-22/D32
B7/D16
B6/D16
10@160=1600
10@160=1600
1
2
@
1
5
7
=
1
8
8
4
1
2
@
1
5
7
=
1
8
8
4
B2-22/D32 B4/D20
B1-44/D32 B5/D20 B7/D16
B6/D16
10@160=1600
10@160=1600
1
2
@
1
5
7
=
1
8
8
4
1
2
@
1
5
7
=
1
8
8
4
mÆt c ¾t c h©n c ét mÆt c ¾t ®Ønh c é t
5.5.2.2 Main pier designation
To chose the main pier structure, following conditions will be considered:
- Economical.
55439433.doc - 102 -
Vinh Thinh Bridge Construction Project on NH2C Quarterly
Report YOOSHIN – SAMBO Joint Operation
March 2011
- Construction conditional.
- Advantage of water transport.
- Safety for earth quake and vesscel collision.
- Maintance.
- Esthetics and architect.
Alternative for restrain conditions at piers:
Pier P6 P7 P8 P9 P10 P11 P12 P13 P14 P15
Alt 1 Bearing Bearing Bearing Bearing Bearing Bearing Bearing Bearing Bearing Bearing
Alt 2 Bearing Bearing Bearing Bearing Fixed Fixed Bearing Bearing Bearing Bearing
Alt 3 Bearing Bearing Bearing Fixed Fixed Fixed Bearing Bearing Bearing Bearing
Alt 4 Bearing Bearing Bearing Fixed Fixed Fixed Fixed Bearing Bearing Bearing
Comparision results of internal force of pier P9, P10, P11, P12:
0.0
50000.0
100000.0
150000.0
200000.0
250000.0
300000.0
350000.0
400000.0
Service state Strengthstate Extreme state
Pier P9
Alternative 1
Alternative 2
Alternative 3
Alternative 4
0.0
100000.0
200000.0
300000.0
400000.0
500000.0
600000.0
Service state Strength state Extreme state
Pier P10
Alternative 1
Alternative 2
Alternative 3
Alternative 4
55439433.doc - 103 -
Vinh Thinh Bridge Construction Project on NH2C Quarterly
Report YOOSHIN – SAMBO Joint Operation
March 2011
0.0
50000.0
100000.0
150000.0
200000.0
250000.0
300000.0
Service state Strength state Extreme state
Pier P11
Alternative 1
Alternative 2
Alternative 3
Alternative 4
0.0
50000.0
100000.0
150000.0
200000.0
250000.0
300000.0
350000.0
Service state Strength state Extreme state
Pier P12
Alternative 1
Alternative 2
Alternative 3
Alternative 4
Comparision and selection:
Alternative 1, all piers are bearing, economical is highest because the cost of
maintance and install is so high (bearing, stoppers,…).
Alternative 3, internal force of pier P9, P11 at service limit state are bigger than
alternative 2 (due to creep, shrinkage and temperature effect).
Alternative 4, at extreme limit state, earth quake load and vessel collision distribute
into pier P9, P10, P11, P12, the expense for maintainance and device installation is
minimum (bridge bearing, earthquake resistant device,..). But on service limit state,
due to strong effect of creep and temperature shrinkage (larger number of
underground piers) internal force of pier P9 and P12 is high.
Therefore, alternative 2 (underground arrangement at position of P10, P11) ensures
the above conditions and will be chosen as design solution.
Typical dimension of the main pier
55439433.doc - 104 -
Vinh Thinh Bridge Construction Project on NH2C Quarterly
Report YOOSHIN – SAMBO Joint Operation
March 2011
3500
SIDE VIEW FRONT VIEW
CäC KN D=2.0M
C.I.P Pil e D=2.0M
CäC KN D=2.0M
C.I.P Pil e D=2.0M
4500 10000 4500
2000
3@5000=15000
2000
19000
5250 5250
2000 2@5000=10000 2000
14000
4
0
0
0
H H
4
0
0
0
H
1
1
5
0
0
H
t
4
0
0
0
4
0
0
0
H
1
1
5
0
0
H
t
EL1
EL2
EL3
EL1
EL2
EL3
1
:1
1
:1
L
C
1
5
0
1
5
0
EL4 EL4
H
t
H
t
1100 4800 1100
10000
1500 1500
1750 1750
3500
Design result of pier body
55439433.doc - 105 -
Vinh Thinh Bridge Construction Project on NH2C Quarterly
Report YOOSHIN – SAMBO Joint Operation
March 2011
CHO TR? : P10, P11
B1-36/D40-145 B1-36/D40-145 B2-13/D40-145
B1-36/D40-145 B1-36/D40-145 B2-13/D40-145
B
4
-
6
4
/
D
4
0
-
1
5
0
B9a/D20-450
B8a/D20-450
B5a/D20-100
B6a/D20-100
B5a/D20-100
B6a/D20-100
B7/D20-100
B7/D20-100
B11/D14-100 B11/D14-100
B11/D14-100 B11/D14-100 B8b/D20-450
B10a/D20-450
B3a-47/D40-145
B3a-47/D40-145
18@145=2610
140
10@145=1450
140
18@145=2610
18@145=2610
140
10@145=1450
140
18@145=2610
104
104
104
104
3
0
@
1
5
0
=
4
5
0
0
3
0
@
1
5
0
=
4
5
0
0
CHI TI?T "A"
DETAIL "A"
B
4
-
6
4
/
D
4
0
-
1
5
0
B3a/D20-100 B3a/D20-100
B4a/D20-100 B4a/D20-100 B5a/D20-420
B5a/D20-420
B5b/D20-450
B6a/D20-450
B6a/D20-450
B7a/D20-450
18@140=2520 113 10x150=1500 113 18@140=2520 108 108 101
3
2
@
1
4
0
=
4
4
8
0
18@140=2520 113 10@150=1500 113 18@140=2520 108 108 101
101
3
2
@
1
4
0
=
4
4
8
0
101
CHO TR? : P8, P9, P12, P13
CHI TI?T "A"
DETAIL "A"
B12a/D20-100
B12a/D20-100
B1-100/D36
B1-100/D36
B
2
-
6
8
/
D
3
6
B
2
-
6
8
/
D
3
6
B8/D14-100 B8/D14-100
B8/D14-100 B8/D14-100
B1-98/D32
B1-98/D32
B
2
-
4
2
/
D
3
2
B
2
-
4
2
/
D
3
2
B3a/D20-100
B4a/D20-100
B5a/D20-450
B5b/D20-450 B5a/D20-450
B7a/D20-450
B6a/D20-450
B6a/D20-450
B3a/D20-100
B4a/D20-100 B8/D14-100
B8/D14-100
B9a/D20-100
B8/D14-100 B8/D14-100
B9a/D20-100
17@150=2550 17@150=2550
17@150=2550
111
10@150=1500
111
17@150=2550
111
10@150=1500
111 143
142
142
143
2
0
@
1
5
0
=
3
0
0
0
2
0
@
1
5
0
=
3
0
0
0
CHO TR? : P6, P15
145
2
4
@
1
4
0
=
3
3
6
0
145
CHO TR? : P7, P14
B3a/D20-100
B4a/D20-100
B1-132/D32
B1-132/D32
B8/D14-100 B8/D14-100
B8/D14-100 B8/D14-100
B12a/D20-100
B12a/D20-100
B5a/D20-420
B5a/D20-420
B7a/D20-450
B5b/D20-450
B6a/D20-450
B6a/D20-450
B
2
-
6
8
/
D
3
2
B
2
-
6
8
/
D
3
2
23@140=3220 113 10@150=1500 113 23@140=3220
145
2
4
@
1
4
0
=
3
3
6
0
23@140=3220 113 10@150=1500 113 23@140=3220
145
CHO TR? : P10, P11
B1-36/D40-145 B1-36/D40-145 B2-13/D40-145
B1-36/D40-145 B1-36/D40-145 B2-13/D40-145
B
4
-
6
4
/
D
4
0
-
1
5
0
B9a/D20-450
B8a/D20-450
B5a/D20-100
B6a/D20-100
B5a/D20-100
B6a/D20-100
B7/D20-100
B7/D20-100
B11/D14-100 B11/D14-100
B11/D14-100 B11/D14-100 B8b/D20-450
B10a/D20-450
B3a-47/D40-145
B3a-47/D40-145
18@145=2610
140
10@145=1450
140
18@145=2610
18@145=2610
140
10@145=1450
140
18@145=2610
104
104
104
104
3
0
@
1
5
0
=
4
5
0
0
3
0
@
1
5
0
=
4
5
0
0
CHI TI?T "A"
DETAIL "A"
B
4
-
6
4
/
D
4
0
-
1
5
0
B3a/D20-100 B3a/D20-100
B4a/D20-100 B4a/D20-100 B5a/D20-420
B5a/D20-420
B5b/D20-450
B6a/D20-450
B6a/D20-450
B7a/D20-450
18@140=2520 113 10x150=1500 113 18@140=2520 108 108 101
3
2
@
1
4
0
=
4
4
8
0
18@140=2520 113 10@150=1500 113 18@140=2520 108 108 101
101
3
2
@
1
4
0
=
4
4
8
0
101
CHO TR? : P8, P9, P12, P13
CHI TI?T "A"
DETAIL "A"
B12a/D20-100
B12a/D20-100
B1-100/D36
B1-100/D36
B
2
-
6
8
/
D
3
6
B
2
-
6
8
/
D
3
6
B8/D14-100 B8/D14-100
B8/D14-100 B8/D14-100
B1-98/D32
B1-98/D32
B
2
-
4
2
/
D
3
2
B
2
-
4
2
/
D
3
2
B3a/D20-100
B4a/D20-100
B5a/D20-450
B5b/D20-450 B5a/D20-450
B7a/D20-450
B6a/D20-450
B6a/D20-450
B3a/D20-100
B4a/D20-100 B8/D14-100
B8/D14-100
B9a/D20-100
B8/D14-100 B8/D14-100
B9a/D20-100
17@150=2550 17@150=2550
17@150=2550 111 10@150=1500 111 17@150=2550
111
10@150=1500
111 143
142
142
143
2
0
@
1
5
0
=
3
0
0
0
2
0
@
1
5
0
=
3
0
0
0
CHO TR? : P6, P15
145
2
4
@
1
4
0
=
3
3
6
0
145
CHO TR? : P7, P14
B3a/D20-100
B4a/D20-100
B1-132/D32
B1-132/D32
B8/D14-100 B8/D14-100
B8/D14-100 B8/D14-100
B12a/D20-100
B12a/D20-100
B5a/D20-420
B5a/D20-420
B7a/D20-450
B5b/D20-450
B6a/D20-450
B6a/D20-450
B
2
-
6
8
/
D
3
2
B
2
-
6
8
/
D
3
2
23@140=3220 113 10@150=1500 113 23@140=3220
145
2
4
@
1
4
0
=
3
3
6
0
23@140=3220 113 10@150=1500 113 23@140=3220
145
CHO TR? : P10, P11
B1-36/D40-145 B1-36/D40-145 B2-13/D40-145
B1-36/D40-145 B1-36/D40-145 B2-13/D40-145
B
4
-
6
4
/
D
4
0
-
1
5
0
B9a/D20-450
B8a/D20-450
B5a/D20-100
B6a/D20-100
B5a/D20-100
B6a/D20-100
B7/D20-100
B7/D20-100
B11/D14-100 B11/D14-100
B11/D14-100 B11/D14-100 B8b/D20-450
B10a/D20-450
B3a-47/D40-145
B3a-47/D40-145
18@145=2610
140
10@145=1450
140
18@145=2610
18@145=2610
140
10@145=1450
140
18@145=2610
104
104
104
104
3
0
@
1
5
0
=
4
5
0
0
3
0
@
1
5
0
=
4
5
0
0
CHI TI?T "A"
DETAIL "A"
B
4
-
6
4
/
D
4
0
-
1
5
0
B3a/D20-100 B3a/D20-100
B4a/D20-100 B4a/D20-100 B5a/D20-420
B5a/D20-420
B5b/D20-450
B6a/D20-450
B6a/D20-450
B7a/D20-450
18@140=2520 113 10x150=1500 113 18@140=2520 108 108 101
3
2
@
1
4
0
=
4
4
8
0
18@140=2520 113 10@150=1500 113 18@140=2520 108 108 101
101
3
2
@
1
4
0
=
4
4
8
0
101
CHO TR? : P8, P9, P12, P13
CHI TI?T "A"
DETAIL "A"
B12a/D20-100
B12a/D20-100
B1-100/D36
B1-100/D36
B
2
-
6
8
/
D
3
6
B
2
-
6
8
/
D
3
6
B8/D14-100 B8/D14-100
B8/D14-100 B8/D14-100
B1-98/D32
B1-98/D32
B
2
-
4
2
/
D
3
2
B
2
-
4
2
/
D
3
2
B3a/D20-100
B4a/D20-100
B5a/D20-450
B5b/D20-450 B5a/D20-450
B7a/D20-450
B6a/D20-450
B6a/D20-450
B3a/D20-100
B4a/D20-100 B8/D14-100
B8/D14-100
B9a/D20-100
B8/D14-100 B8/D14-100
B9a/D20-100
17@150=2550 17@150=2550
17@150=2550 111 10@150=1500 111 17@150=2550
111 10@150=1500 111 143
142
142
143
2
0
@
1
5
0
=
3
0
0
0
2
0
@
1
5
0
=
3
0
0
0
CHO TR? : P6, P15
145
2
4
@
1
4
0
=
3
3
6
0
145
CHO TR? : P7, P14
B3a/D20-100
B4a/D20-100
B1-132/D32
B1-132/D32
B8/D14-100 B8/D14-100
B8/D14-100 B8/D14-100
B12a/D20-100
B12a/D20-100
B5a/D20-420
B5a/D20-420
B7a/D20-450
B5b/D20-450
B6a/D20-450
B6a/D20-450
B
2
-
6
8
/
D
3
2
B
2
-
6
8
/
D
3
2
23@140=3220 113 10@150=1500 113 23@140=3220
145
2
4
@
1
4
0
=
3
3
6
0
23@140=3220 113 10@150=1500 113 23@140=3220
145
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CHO TR? : P10, P11
B1-36/D40-145 B1-36/D40-145 B2-13/D40-145
B1-36/D40-145 B1-36/D40-145 B2-13/D40-145
B
4
-
6
4
/
D
4
0
-
1
5
0
B9a/D20-450
B8a/D20-450
B5a/D20-100
B6a/D20-100
B5a/D20-100
B6a/D20-100
B7/D20-100
B7/D20-100
B11/D14-100 B11/D14-100
B11/D14-100 B11/D14-100 B8b/D20-450
B10a/D20-450
B3a-47/D40-145
B3a-47/D40-145
18@145=2610
140
10@145=1450
140
18@145=2610
18@145=2610
140
10@145=1450
140
18@145=2610
104
104
104
104
3
0
@
1
5
0
=
4
5
0
0
3
0
@
1
5
0
=
4
5
0
0
CHI TI?T "A"
DETAIL "A"
B
4
-
6
4
/
D
4
0
-
1
5
0
B3a/D20-100 B3a/D20-100
B4a/D20-100 B4a/D20-100 B5a/D20-420
B5a/D20-420
B5b/D20-450
B6a/D20-450
B6a/D20-450
B7a/D20-450
18@140=2520 113 10x150=1500 113 18@140=2520 108 108 101
3
2
@
1
4
0
=
4
4
8
0
18@140=2520 113 10@150=1500 113 18@140=2520 108 108 101
101
3
2
@
1
4
0
=
4
4
8
0
101
CHO TR? : P8, P9, P12, P13
CHI TI?T "A"
DETAIL "A"
B12a/D20-100
B12a/D20-100
B1-100/D36
B1-100/D36
B
2
-
6
8
/
D
3
6
B
2
-
6
8
/
D
3
6
B8/D14-100 B8/D14-100
B8/D14-100 B8/D14-100
B1-98/D32
B1-98/D32
B
2
-
4
2
/
D
3
2
B
2
-
4
2
/
D
3
2
B3a/D20-100
B4a/D20-100
B5a/D20-450
B5b/D20-450 B5a/D20-450
B7a/D20-450
B6a/D20-450
B6a/D20-450
B3a/D20-100
B4a/D20-100 B8/D14-100
B8/D14-100
B9a/D20-100
B8/D14-100 B8/D14-100
B9a/D20-100
17@150=2550 17@150=2550
17@150=2550 111 10@150=1500 111 17@150=2550
111 10@150=1500 111 143
142
142
143
2
0
@
1
5
0
=
3
0
0
0
2
0
@
1
5
0
=
3
0
0
0
CHO TR? : P6, P15
145
2
4
@
1
4
0
=
3
3
6
0
145
CHO TR? : P7, P14
B3a/D20-100
B4a/D20-100
B1-132/D32
B1-132/D32
B8/D14-100 B8/D14-100
B8/D14-100 B8/D14-100
B12a/D20-100
B12a/D20-100
B5a/D20-420
B5a/D20-420
B7a/D20-450
B5b/D20-450
B6a/D20-450
B6a/D20-450
B
2
-
6
8
/
D
3
2
B
2
-
6
8
/
D
3
2
23@140=3220 113 10@150=1500 113 23@140=3220
145
2
4
@
1
4
0
=
3
3
6
0
23@140=3220 113 10@150=1500 113 23@140=3220
145
5.5.3 Pile foundation analysis.
- After getting the internal force result at bottom of pilecap section, analysis of pile
foundation is carried out by program FB_Pier v4.15. The pile foundation system
(include pilecap and pile) will be described in the program with geological condition
and relative load case at pile position. The analysis result of pile foundation at load
combination is shown in details in appendix of structure calculation sheet.
- Map of pile arrangement at support positions:
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2000 5000
14000
2
0
0
0
5
0
0
0
2
0
0
0
9
0
0
0
2000 5000
2000 3@5000=15000 2000
2
0
0
0
2
@
5
0
0
0
=
1
0
0
0
0
2
0
0
0
19000
1
4
0
0
0
19000
D
2
0
0
0
D
2
0
0
0
2000 3@5000=15000 2000
2
0
0
0
3
@
5
0
0
0
=
1
0
0
0
0
2
0
0
0
1
4
0
0
0
19000
D
2
0
0
0
2000 3@5000=15000 2000
1
9
0
0
0
19000
2
0
0
0
5
0
0
0
2
5
0
0
2
5
0
0
5
0
0
0
2
0
0
0
D
2
0
0
0
5.5.4 Internal force of pier and abutment in all states.
5.5.4.1 Internal force of main support structure.
Moment My(KNm)
0.0
50000.0
100000.0
150000.0
200000.0
250000.0
P6 P7 P8 P9 P10 P11 P12 P13 P14 P15
Service state
Strength state
Extreme state
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Axial force Nx(KN)
0.0
20000.0
40000.0
60000.0
80000.0
100000.0
120000.0
P6 P7 P8 P9 P10 P11 P12 P13 P14 P15
Service state
Strength state
Extreme state
Shear force Qz(KN)
0.0
2000.0
4000.0
6000.0
8000.0
10000.0
12000.0
14000.0
16000.0
P6 P7 P8 P9 P10 P11 P12 P13 P14 P15
Service state
Strength state
Extreme state
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5.5.4.2 Internal force of approach support structure
Moment My(KNm)
0
2,000
4,000
6,000
8,000
10,000
P95 (Type 1) P94 (Type 2) P82 (Type 3a) P23 (Type 3b)
Service state
Strength state
Extreme state
Axial force Nx(KN)
0
5,000
10,000
15,000
20,000
25,000
30,000
35,000
P95 (Type 1) P94 (Type 2) P82 (Type 3a) P23 (Type 3b)
Service state
Strength state
Extreme state
Shear force Qz(KN)
0.0
200.0
400.0
600.0
800.0
1000.0
P95 (Type 1) P94 (Type 2) P82 (Type 3a) P23 (Type 3b)
Service state
Strength state
Extreme state
5.5.5 SLS checking
Audit condition for support structure on service limit state:
* Tensile stress of nonprestressed reinforcement on service state without exceeding :
) 6 . 0 ,
) (
min(
3 / 1
y
c
sa s
f
A d
Z
f f · ≤
* Maximum compressive stress in concrete on service limit state:
' max
45 . 0
c c
f f ≤
Where:
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-d
c
: Depth of concrete measured from extreme tension fiber to center of bar located
closest hereto.
-A: Area of concrete having the same centroid as the principal tensile reinforcement
and bounded bythe surface of the cross-section and a straight line parallet to the
neutral axis, divided by the number of bars.
-Z: Crack width parameter.
-f
s
: Tensile stress at centroid of rebar in service state.
-f
y
: Specified yield strength of reinforcings bars.
-f
c
max
: Maximum stress of concrete.
-f
c

: Compressive strength of concrete at 28 days.
Audit result of support reinforcement on service limit state
Tranverse direction
-50.00
0.00
50.00
100.00
150.00
200.00
250.00
A
b
u
t
m
e
n
t
P
9
5

(
T
y
p
e

1
)
P
9
4

(
T
y
p
e

2
)
P
8
2

(
T
y
p
e

3
a
)
P
2
3

(
T
y
p
e

3
b
)
P
6
P
7
P
8
P
9
P
1
0
P
1
1
P
1
2
P
1
3
P
1
4
P
1
5
Maximum stress (Mpa)
Allowable stress (Mpa)
Longitudinal direction
-50.00
0.00
50.00
100.00
150.00
200.00
250.00
A
b
u
t
m
e
n
t
P
9
5

(
T
y
p
e

1
)
P
9
4

(
T
y
p
e

2
)
P
8
2

(
T
y
p
e

3
a
)
P
2
3

(
T
y
p
e

3
b
)
P
6
P
7
P
8
P
9
P
1
0
P
1
1
P
1
2
P
1
3
P
1
4
P
1
5
Maximum stress (Mpa)
Allowable stress (Mpa)
Audit result of support reinforcement on service limit state
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Ngang cầu
0.00
2.00
4.00
6.00
8.00
10.00
12.00
14.00
16.00
18.00
Mố Trụ dẫn P6 P7 P8 P9 P10 P11 P12 P13 P14 P15
US lớn nhất (Mpa)
US cho phép (Mpa)
Dọc cầu
0.00
2.00
4.00
6.00
8.00
10.00
12.00
14.00
16.00
18.00
Mố Trụ dẫn P6 P7 P8 P9 P10 P11 P12 P13 P14 P15
US lớn nhất (Mpa)
US cho phép (Mpa)
5.5.6 ELS, ULS checking
-Abutment boday, pier body: being designed as compression element (tensile) on
strength and special limit condition and also based on longitudinal force interactive
result P (kN) and bending moment M
ux
(KN) và M
uy
(KN) and is carried out by
calculation program SPColum v4.60
-Pilecap: pilecap is designed by section method. Internal force at the audit section is
calculated basing on pile head’s internal force through pile foundation analysis.
Audit result of pilecap section
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Tranverse direction
0.00
100000.00
200000.00
300000.00
400000.00
500000.00
600000.00
700000.00
A
b
u
t
m
e
n
t
P
9
5

(
T
y
p
e

1
)
P
9
4

(
T
y
p
e

2
)
P
8
2

(
T
y
p
e

3
a
)
P
2
3

(
T
y
p
e

3
b
)
P
6
P
7
P
8
P
9
P
1
0
P
1
1
P
1
2
P
1
3
P
1
4
P
1
5
Factored moment (KNm)
Resistance moment
(KNm)
Longitudinal direction
0.00
50000.00
100000.00
150000.00
200000.00
250000.00
300000.00
350000.00
400000.00
A
b
u
t
m
e
n
t
P
9
5

(
T
y
p
e

1
)
P
9
4

(
T
y
p
e

2
)
P
8
2

(
T
y
p
e

3
a
)
P
2
3

(
T
y
p
e

3
b
)
P
6
P
7
P
8
P
9
P
1
0
P
1
1
P
1
2
P
1
3
P
1
4
P
1
5
Factored moment (KNm)
Resistance moment
(KNm)
Audit result of section of pier and abutment body
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PIER STRENGTH LIMIT STATE EXTREME LIMIT STATE
P
1
0
,

P
1
1
P
6
,

P
1
5
P
7
,

P
1
4
P
8
,

P
1
2
,

P
1
3
P
9
P(kN)
M(87°)(kNm)
450000
-100000
600000 -600000
(Pmax) (Pmax)
(Pmin) (Pmin)
36
P(kN)
M(1°)(kNm)
700000
-100000
250000 -250000
(Pmax) (Pmax)
(Pmin) (Pmin)
12
P(kN)
M(90°)(kNm)
600000
-200000
1000000 -1000000
(Pmax) (Pmax)
(Pmin) (Pmin)
12 3
4
5
67 89
10
11 12 13 14 15 16 17 18 19 20
P(kN)
M(81°)(kNm)
900000
-200000
1200000 -1200000
(Pmax) (Pmax)
(Pmin) (Pmin)
12 78
P(kN)
M(90°)(kNm)
700000
-200000
1200000 -1200000
(Pmax) (Pmax)
(Pmin) (Pmin)
12 3
4
5
6
7 8 9
10
11 12 13 14 15 16 17 18 19 20
P(kN)
M(90°)(kNm)
1000000
-200000
1400000 -1400000
(Pmax) (Pmax)
(Pmin) (Pmin)
12 78
P(kN)
M(90°)(kNm)
700000
-200000
1200000 -1200000
(Pmax) (Pmax)
(Pmin) (Pmin)
12
3
4
5
67 89
10
11 12 13 14 15 16 17 18 19
20
P(kN)
M(0°)(kNm)
1000000
-200000
600000 -600000
(Pmax) (Pmax)
(Pmin) (Pmin)
46
P(kN)
M(89°)(kNm)
700000
-200000
1200000 -1200000
(Pmax) (Pmax)
(Pmin) (Pmin)
2 6
P(kN)
M(0°)(kNm)
1200000
-200000
600000 -600000
(Pmax) (Pmax)
(Pmin) (Pmin)
3 4 5 6
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PIER STRENGTH LIMIT STATE EXTREME LIMIT STATE
P
9
5

(
T
y
p
e

1
)
P
9
4

(
T
y
p
e

2
)
P
8
2

(
T
y
p
e

3
a
)
P
2
3

(
T
y
p
e

3
b
)
5.5.7 Reinforcement arragement summary.
Support reinforcement arragement with strength and structural condition as follows:
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1
2
1
1
2 2
Reinf of pil ec ap r einf of pier
1
2
3
1
2
r einf of pier c ap
P6, P15
appr oac h pier
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D20@200
D20@200
D32@125
D20@125
- Iner face D32@100
- Outer face D22@100
- Iner face D25@200
- Outer face D16@200
- Top 42 Rebar D32
- Bottom 28 Rebar D32
D25@150
D25@150
D32@150
D22@150
2 Mesh D32@160
2 Mesh D32@157
3 Mesh D32@200
2 Mesh D28@200
- Top 28 Rebar D32
- Bottom 28 Rebar D28
D25@150
D25@150
D32@150
D22@150
2 Mesh D32@160
2 Mesh D32@157
3 Mesh D32@200
2 Mesh D28@200
- Top 28 Rebar D32
- Bottom 28 Rebar D28
Piercap
Bored Pile D1.5m
Pier
Pilecap
- Longitudinal
Piercap
Bored Pile D1.5m
Reinforcement arrangement
- Tranverse
- Longitudinal
A
p
p
r
o
a
c
h

p
i
e
r

t
y
p
e

1
Pilecap
- Longitudinal
Stem
Wing wall
Bored Pile D1.5m
Pier
ITEM
A
b
u
t
e
m
e
n
t

A
1
,

A
2
Pilecap
- Tranverse
A
p
p
r
o
a
c
h

p
i
e
r

t
y
p
e

2
- Tranverse
1
2
1
2
1
2
1
2
1
2
1
2
1
2
2
1
1
2
1
2
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D25@125
D20@125
D22@125
D20@125
2 Mesh D32@150
2 Mesh D32@125
2 Mesh D32@125
D32@125
D22@125
- Top 54 Rebar D32
- Bottom 36 Rebar D32
Couple D28@150
D25@150
Couple D32@150
D28@150
2 Mesh D32@150
2 Mesh D32@150
- Top 54 Rebar D32
- Bottom 36 Rebar D32
Couple D32@150
D25@150
Couple D32@150
D25@150
2 Mesh D36@150
2 Mesh D36@140
- Top 54 Rebar D32
- Bottom 36 Rebar D32
Pier
Piercap
Pier
Pilecap
Bored Pile D2.0m
- Tranverse
- Longitudinal
Pilecap
- Longitudinal
P
i
e
r

P
8
,

P
1
2
,

P
1
3
- Tranverse
Pilecap
- Longitudinal
Pier
Bored Pile D2.0m
Reinforcement arrangement ITEM
P
i
e
r

P
7
,

P
1
4
- Tranverse
P
i
e
r

P
6
,

P
1
5
Bored Pile D2.0m
1
2
1
2
1
2
1
2
1
2
1
2
1
2
3
1
2
1
2
1
2
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Mesh 1: Couple D28@150
Mesh 2: D28@150
D25@150
Mesh 1: Couple D32@150
Mesh 2: D32@150
D28@150
2 Mesh D36@150
2 Mesh D36@140
- Top 54 Rebar D32
- Bottom 36 Rebar D32
Mesh 1: Couple D28@150
Mesh 2: D28@150
D25@150
Mesh 1: Couple D32@150
Mesh 2: Couple D32@150
D28@150
3 Mesh D40@145
2 Mesh D40@150
- Top 54 Rebar D32
- Bottom 36 Rebar D32
P
i
e
r

P
1
0
,

P
1
1
- Tranverse
Pilecap
- Longitudinal
Pier
Bored Pile D2.0m
P
i
e
r

P
9
- Tranverse
Pilecap
- Longitudinal
Pier
Bored Pile D2.0m
Reinforcement arrangement ITEM
1
2
1
2
1
2
1
2
1
2
1
2
5.6 DESIGN OF MISCELLANEOUS
5.6.1 Furniture Design
Pot bearing Elastic bearing
Bearing type to design at main bridge Bearing type to design at approach bridge
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Expansion joint Handrail
Expansion joint type to design at all bridge Handrail type to design at all bridge
5.6.2 Drainage Design
- Road drainage facilities play a critical role in the effectiveness of any pavement
structure since road functions rely on the condition of the drainage system.
- Prevents environmental pollution at Red River and agricultural land located under
the bridge.
Prevention of water pollution
by non point source
Installation of drainage pipe at the bridge
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CHAPTER 6: ENVIRONMENTAL MANAGEMENT
Ensure that the bid documents include specific provisions to minimize
disruption/damage to the environment and local resettlements due to construction,
using the EIA and the findings during this work as a basis for these provisions.
6.1 INTRODUCTION
6.1.1 General
The Consultant guide the Contractor to prepared Environment Management Plan
(EMD) that consider or include the below contents but not limited to.
The EMP shall introduce contractor’s statements in order to decrease environmental
impacts of construction work to adjacent resident areas. The EMP is also a part of
work quality management. Objects need to be surveyed and reviewed are: air, water,
noise or vibration level .,etc
EMP shall be submitted to the Consultant and Employer for approval. The EMP shall
be reviewed and revised if any related regulations has been changed due to the
increased demand.
6.1.2 Terms
Environmental staffs : contractor’s staffs, person in charge of environment
matters
The Consulting Engineer :Engineers under the consultant board
Contractor : JOINT VENTURE Contractor
6.1.3 Environmental Management
Contractor ensure to construct under the Vietnamese standards (TCVN), articles,
decrees, or other regulations on environment, master EMP, approved EMP and
instructions of Consultant. In coordination with nominated subcontractor in the
contract, Contractor shall also conduct environmental survey.
Joint venture contractor promise to carryout suitable methods to protect environment
under the following current documents:
- Environmental protection law was ratified on 29th November 2005 by the 11th
National Assembly of Socialist Republic of Vietnam, session 8th and came into
effect on 1st July 2006;
- Transportation law was ratified on 13th November 2008 by the 12th National
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Assembly of Socialist Republic of Vietnam, session 4th
- Land law was approved on 26th November 2003 by the 11th National Assembly of
Socialist Republic of Vietnam, Session 4th.
- Construction law was approved by National Assembly of Socialist Republic of
Vietnam on 26th November 2003.
- Marine transportation law was ratified by the 11th National Assembly of Socialist
Republic of Vietnam, session 5th on 15th June 2004.
- Biodiversity law was approved by the 12th National Assembly of Socialist
Republic of Vietnam, session 4th on 13th November 2008;
- Water resource law was ratified by the 10th National Assembly of Socialist
Republic of Vietnam, session 3rd on 20th May 1998;
- Dyke law was ratified by the 10th National Assembly of Socialist Republic of
Vietnam on 29th November 2006;
- Temporary regulation on sampling checking method and environmental impact
analyzing survey data management.
- Goverment’s Decree No. 59/2007/NĐ-CP dated 09/04/2007 on solid waste
management;
- Goverment’s Decree No.84/2007/NĐ-CP dated 25/05/2007 supplemental
regulation on issuing right of land use certificate, land acquisition, right of land
use implementation, sequence and procedures of compensation, supporting and
resettlement if the Goverment acquires land and deal with land appealing;
- Decree No. 80/2006/NĐ-CP dated 09/08/2006 on detailed regulation and guidance
of implementing some articles of Environmental protection law;
- Goverment’s Decree No. 21/2008/NĐ-CP dated 28/02/2008 on revision, addition
some articles of Decree 80/2006/NĐ-CP dated 09/08/2006 detailed regulation and
guidance of implementing some articles of Environmental protection law;
- Circular No. 12/2006/TT-BTNMT dated 26/12/2006 on guidance of professional
licence and document preparation, registration, authorization procedures and code
for management of harmful waste;
- MONRE’s circular No. 06/2007/TT-BTNMT dated 15/06/2007 on instruction of
implementing some articles of Goverment Decree No.84/2007/NĐ-CP dated
25/05/2007 additional regulate on issuing right of land use certificate, land
acquisition, right of land use implementation, sequence and procedures of
compensation, supporting, resettlement if the ggoverment acquire land and deal
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with appealing on land;
- Circular 05/2008/TT-BTNMTdated 08/12/2008 on instruction of strategic
environment assessment, environment impact assessment and commitment of
environment protection;
- Decision 22/2006/QĐ-BTNMT on forcing to apply Vietnamese standards on
environment and other Vietnamese standards on environment in the years of1995,
1998, 2001, 2005;
- Decision 04/2008/QĐ-BTNMT dated 18/07/2008 and Decision16/2008/QĐ-
BTNMT dated 31/12/2008 on promulgating national technical standards on
environment;
- Decision 90/2008/QĐ-TTg dated 9/7/2008 of Prime Minister on approval of
transportation development planning by 2020;
- Decision no. 823/QD-BGTVT dated 29/3/2005 issued by MOT on acceptance of
preparation of feasibility study report for Vinh Thinh Bridge construction project
on NH2C;
- Notification no. 148/TB-BGTVT dated 10/04/2009 issued by MOT on conclusion
of Vice Minister Ngô Thịnh Đức in the meeting on approval of final report of
feasibility study - Vinh Thinh Bridge construction project on NH2C crossing
Hanoi and Vinh Phuc; and
Other relevant legal documents.
Air
- TCVN 05:2009: Air quality, standard of surrounding air
- TCVN 06:2009: Air quality, allowable maximum volume of poisonous air
Noise:
- TCVN 5949 :1998, Acoustics. Public and residential area noise. Allowable
maximum noise;
Vibration:
- TCVN 7210:2002, Vibration and collision. Vibration due to road means of
transport – allowable limit for environment of public and residential areas;
- TCVN 6962:2001, Vibration and seismic. Vibration due to activities of
construction and industrial production – Allowable maximum limit for
environment of public and residential areas;
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Water:
- QCVN 08:2008/BTNMT, national technical standard on surface water quality;
- QCVN 09:2008/BTNMT, national technical standard on groundwater quality;
Sewerage:
- QCVN 14:2008/BTNMT, national technical standard on residential sewerage;
Soil:
- QCVN 03:2008/BTNMT, national technical standard on allowable limit of heavy
metals in soil;
- QCVN 15:2008/BTNMT, national technical standard on redundancy of vegetation
protection chemicals in soil;
- Environmental standards of International or regional organizations and
construction standards such as World Health Organization (WHO); FAO - ISO -
9000 and DIN 4150 (Germany).
6.1.4 Plan for environment management
The Contractor will be responsible for required measurements and treatments to
minimize bad effects on the environment caused by its construction and other related
activities.
The plan for environment management will be submitted, yet it will also be adjusted
as to the changes of Vietnamese governing laws or made suitable with recent field
happening.
6.2 ORGANIZATION CHART FOR ENVIRONMENT MANAGEMENT
Environment Organization chart of the Contractor. The chart of management and
environment survey will be presented in the next report.
Organization Chart of the Contractor
Notes: Key personnel for each position will be determined and submitted in a
separate annex.
Project Manger will decide to guide environmental measures, Technical Manager and
Environment & Safety Officer will make the detail plan. Inspectors and Site
Engineer will implement these methods at sites. When there is something wrong
happening, workers, officers and subconsultants have to report to Site Engineers and
Environment Engineers; then Site Engineers and Environment Engineers will report
to Project Manager through Environment & Safety Officer. All the matters will be
reported to the Engineers.
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6.3 METHOD OF ENVIRONMENT MANAGEMENT
The Contractor understands environmental issues as follows:
6.3.1 Policy for Environment Preservation
In the plan for environment management, the Contractor will introduce measures to
minimize bad effects caused by the contruction process on environment. Although
the plan for environment management points out general mesures and details, more
concrete information will be presented in Method Statement for different works.
6.3.2 Measures to raise awareness about environment
To raise the Contractor’s and the local’s awareness about environment, and help
them to grasp the importance of implementing measures to minimize effects on
environment, the Contractor will carry out the following steps:
Frequently give training to the field officers to help them understand the importance
of enrivonment protection. Make people understand the consequence of environment
destruction.
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Project Manager
Technical Manager
Environment and Safety
Officer
Environment Engineer
Environment Survey
Team
Inspector
Site Engineer
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Try its best to manage and improve the conditions at field in order to minimize bad
effects on the environment.
6.3.3 Concrete procedure to attain the required environmentally standards
To obey legal requirements, the Contractor will proceed the following steps:
Obey Vietnamese governing laws on environment protection (NLEP) and other legal
standards.
Have the responsibility to ensure not to let waste and other material scattering on the
way to and from the sites during the construction periods.
The Contractor should maintain the existing canal and irrigation system in the area of
the site and dredge the waste caused during the construction period out of the canal
bed and irrigation system. The Constractor should ensure not to let the chemical
substance or waste from the cleaning of concrete mixer affect the water sources.
During the construction process, water and waste must be collected and removed out
of the sites in a temporary irrigation system, which will be designed suitably in order
not to pollute the environment.
The Contractor will construct, maintain, remove or restore the necessary irrigation
system and prepare methods to prevent from flood and congestion caused by the
falling of materials during construction period, as well as provide enough precaution
methods to reduce the amount of waste and debris scaterring on the site’s nearby
areas.
In case there are mud, debris and construction waste at field or at the other areas
during the construction period, they will be on the spot removed and affected areas
will be restored to their previous stage.
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CHAPTER 7: GENERAL CONSTRUCTION METHOD
In conjunction with PMU, prepare realistic construction schedule showing
anticipated progress of works and expenditures for the contract packages, as well as
timing of environmental mitigation, monitoring and reporting actions; the schedule
will reflect seasonal climatic effects at the work sites.
7.1 STUDY OF THE SITE CONDITIONS
7.1.1 Water level for construction
Vinh Thinh bridge is a large scale bridge with total construction time is about 3
years. Difference of water level between flood season and dry season is large (∆h =
15m). Moreover, Red river is a big river with flow speed in flood season is V> 2m/s
~ 3.5m/s.
Therefore, it is necessary to determine water level and time to forecast and actively
arrange equipment and suitable construction time. Based on documents collected 50
years over at Son Tay hydrology station. Specific frequency of water levels is
calculated as follows:
- Highest water level in flooded season (Hmax)
- Average water level (Htb)
- Lowest water level (Hmin)
Based on day hydrograph (H~t) and type of water level frequency to choose water
level serving for construction:
- ....Construction water level in dry season from +2.5 ÷ +6,00m characteristics of
lowest water level P = 95%(Hmin = 3,85)
- Lowest average water level +6,00m
- Construction water level Htb = P10% = 8,55m
Water level maintains from 4 – 8,85m happening before and after flood, regarding
this water level, construction equipments should be arranged at river bed portion.
If water level is H > 8,5, flood season starts. At that time, only construct the portion
on land. Because flow velocity is bigger than 2m/s in flood season, equipments and
materials shall be thrown away and also it is not safety for people and construction
facilities in the river
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7.1.2 Construction time
Based on the daily collected flood hydrograph (H~t), we can select the typical flood
hydrograph in order to determine construction time under water levels.
Flood happening on the Red river mainly origin from Đà river. At present, thanks to
Hoa Binh and Son La hydro electric dam. Water level can be actively controlled
(except flood discharge case). Through survey and collected documents from 2005 to
2010, we can see that flood type of the years is the same and after analyzing as well
as comparison, selecting the year of 2007 is the typical flood to determine
construction time.
a/ construction time in dry season (water level from 4 m ~ 6m) is 5months 20 days =
170 days.
b/ construction time with annually average water level corresponding to H10%≤
(8,55m) is 8 months = 240days)
from 15th October this year to 15th June next year.
c/ with water level of H10% >8,55m is the starting time of flood season and it will
last about 3,5 ~ 4 months ≥ 120 days (from 20/6 to 10/10 every year).
During this time, It’s necessary to arrange to construct on land.
It’s essential to contact with PMB of hydroelectric dams and hydrometeorology
center to know the water level adjustment and flood discharge plan to actively
arrange time and equipment for construction.
7.1.3 Other consideration
Temporary land use:
It is assumed that the Contractor can hire some areas of temporary land for casting
yard and other temporary works. A lager number sqm place at 5 locations will be
needed for the construction in about three years as referenced construction drawings.
Waterway traffic control:
Reference is made with some similar bridge construction project that crossing Red
river, waterway traffic control can be maintained in the limited conditions to provide
the work space on the river for the project’s construction work. As with temporary
bridges, the approval of water way mangerment authority is needed.
Local resources:
Maximizing of avaiable local resources as labours, material, equipment shall be
investigated and put into account.
Safety requirement for the dykes:
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Obviously this requirement is highest priority in the consideration any solution or
plan for construction method and make construction schedule. Pay attention to be
made that any work related to safety coridror of the dyke shall require Dyke
Management Authority’s approval.
7.2 CONSTRUCTION SCHEDULE
Attachment is construction schedule reflecting above study has been made for Vinh
Thinh bridge construction project in the period of 36 months.
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CHAPTER 8: BIDDING DOCUMENT AND COST
ESTIMATION
8.1 ASSISTANT TO PREPARING OF BIDDING DOCUMENT
8.1.1 General
Prepare contract packages for competitive bidding following the EDCF guidelines
and procedures.
Following the EDCF’s “Procurement Guideline”, the bidding documents for the
project are being prepared based on the “Standard Bidding Documents” (SBDs)
developed through broad international practice and experience, and comply with the
Guidelines for Procurement under the EDCF Loan.
These (SBDs) have been developed by the Export-Import Bank of Korea for
procurement of works through International Competitive Bidding (ICB) in projects
that are financed in whole or in part from the resources of the Economic
Development Cooperation Fund (EDCF) of the Republic of Korea. They are
consistent with the March 2005 revised edition of the Guidelines for Procurement
under the EDCF Loan.
Award of Contract will be done through a Single-Stage, One-envelope International
Competitive Bidding procedure in which there shall be no preceded prequalification
exercise. Bidders shall be required to submit the information pertaining to their
qualification together with their bid.
Main contents of the Bidding Documents for the Project shall be as follows:
(1) Volume I – Bidding Procedures
 Part I: Bidding Procedures
 Section I. Instructions to Bidders (ITB)
 Section II. Bid Data Sheet (BDS)
 Section III. Evaluation Criteria and Qualification Criteria
 Section IV. Bidding Forms
 Section V. Eligible Countries
 Part II: Works Requirements
 Section VI. Works Requirements
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 Part III: Conditions of Contracts and Contract Forms
 Section VII. General Conditions (GC)
 Section VIII. Particular Conditions (PC)
 Section IX. Annex to the Particular Conditions - Contract Forms
(2) Volume II – Technical Specifications
 Part 1: General Specifications
 Part 2: Technical Specifications
(3) Volume III – Detail Design Documents
8.1.2 Volume I – bidding procedures
The provisions in Section I, Instructions to Bidders (ITB), and Section VII, General
Conditions of Contract from the SBDs shall be used with their text unchanged to
facilitate perusal by Bidders and review by the Export-Import Bank of Korea. Any
data and provisions that these sections require for a specific procurement and
contract shall be included respectively in Section II, Bid Data Sheet (BDS), and
Section VIII, Special Conditions of Contract.
8.1.2.1 Instructions to Bidders
This Section provides relevant information to help Bidders prepare their bids.
Information is also provided on the submission, opening, and evaluation of bids and
on the award of Contracts. The Invitation for Bids provides information that enables
potential bidders to decide whether to participate. Apart from a summary description
of the works, the Invitation for Bids should also indicate any important bid
evaluation criteria or qualification requirement (for example, a requirement for a
minimum level of experience in similar works for which the Invitation for Bids is
issued).
In accordance with the Guidelines for Procurement under the EDCF Loan (as defined
in Section 2.03), the Invitation for Bids (IFB) / Specific Procurement Notice (SPN)
shall be advertised in English, in at least one newspaper of general circulation (in an
English language newspaper if possible) in the Borrower’s country. Notification shall
be given in sufficient time to enable prospective bidders to obtain the Bidding
Documents, and prepare and submit their responses. A copy of the IFB shall be
promptly submitted to the Export-Import Bank of Korea for advertisement on its
Procurement Notices Web site.
8.1.2.2 Evaluation and Qualification Criteria
This Section of the Volume 1 shall contain the criteria to determine the lowest
evaluated bid and the qualifications of the Bidder to perform the contract.
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To ensure that a bidder’s risk of having its bid rejected on grounds of qualification is
remote if due diligence is exercised by the bidder during bid preparation, clear-cut,
fail-pass qualification criteria need to be specified by the Employer in the Bidding
Document in order to enable bidders to make an informed decision whether to pursue
the Project and, if so, either as a single entity or in joint venture. Post qualification
criteria and procedures are covered in Section III (Evaluation and Qualification
Criteria) and Section IV (Bidding Forms).
8.1.3 Volume II – Technical Specifications
The main components of this Volume are General Specifications and Technical
Specifications. The General Specifications shall cover all classes of workmanship,
materials, and equipment commonly involved in construction. All of the
requirements for specific applications involved in the construction shall be covered in
the Technical Specifications.
In the context of competitive bidding, precise and clear Specifications are a
prerequisite for bidders to respond realistically and competitively to the requirements
of the Employer without qualifying or conditioning their bids. The Specifications
shall be drafted to permit the widest possible competition and, at the same time,
present a clear statement of the required standards of materials, other supplies, and
workmanship to be provided. This shall enable the objectives of economy, efficiency,
and equality in procurement be realized, responsiveness of bids be ensured, and the
subsequent task of bid evaluation facilitated.
The Specification shall be prepared in a way that they are not restrictive. In the
specification of standards for materials, plant, other supplies, and workmanship,
recognized international standards should be used as much as possible. Where other
particular standards are used, whether Vietnamese national standards or other
standards, the Specifications shall include clause which enables alternative materials,
plant, other supplies, and workmanship meeting other authoritative standards, and
which ensure substantially equal performance, as the standards mentioned, will also
be acceptable.
Specifications from previous similar construction projects including Hanoi-Haiphong
Expressway project and Thanh Tri Bridge Construction project shall be reviewed in
order to prepare the Specification to suite the contract for the Works.
8.1.4 Volume III – Detail Design Documents
This Volume of the Bidding Documents shall consist of Detailed Design Drawings,
Primary Construction Drawings and a simplified map showing the location of the
Site in relation to the local geography, including major roads and bridges.
The Drawings shall be prepared in a suitable scale which enables the designed detail
to be rendered precisely and clearly.
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The construction drawings, even if not fully developed, shall be included to show
sufficient details to enable bidders to understand the type and complexity of the work
involved and to price the Bill of Quantities.
8.2 TO PREPARING OF COST ESTIMATION
8.2.1 General
Develop updated unit rates of construction for roads, bridges and culverts, including
taxes and customs duties, taking into account the bid and completion costs of similar
works recently undertaken in Vietnam. Prepare detailed engineering designs and bill
of quantities, and calculate detailed cost estimates for civil works including taxes and
customs duties.
Cost estimate preparation is implemented under the following steps:
8.2.1.1 Determination of labor cost applied for project.
Vinh Thinh bridge construction work is located on management area of both Son Tay
town- Hanoi city and Vinh Tuong district – Vinh phuc province. According to
Decree No. 97/2009ND-Cp on “regulation of area minimum wage scale to
employees working in companies, enterprises, cooperation, farms, households,
personnel and other organizations in Vietnam which employed labors”, Son tay town
is in the second area with minimum salary is 880,000 VND while Vinh Tuong is in
the fourth area with minimum salary is 730,000 VND.
Cost for construction workers will be determined under the instruction of Decree No.
205/2004 ND-CP on “ regulation of salary scale, payroll and allowances in the state
owned companies” based on minimum salary level of the area.
Application of area minimum wage to determine labor cost for work items shall be
implemented as follows:
• Method 1: Using two local minimum wage scales to calculate labor cost
The area minimum wage for construction labor cost shall be applied basing on
management area of the work items.
Pros: Following the current regulations of Vietnamese Government. Theoretically,
this way of determination is correct.
Cons: complicated in determination of unit price, because with the same construction
work, it’s necessary to prepare two different types of unit price to apply for the
position under the management of the local where the construction work is available.
It’s unreasonable because one construction work can be taken place at the two places
with the same execution unit as well as same labour.
• Method 2: Using the average minimum wage to calculate labor cost
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Listing all required manpower quantity for the works in both areas. Calculating all
manpower cost on basis of local manpower cost, then total manpower cost shall be
divided by total manpower quantity to get an average regional minimum wage
applied for all the works.
Pros: only one construction unit cost shall be prepared due to application of average
regional minimum wage.
Cons: Manpower quantity shall be accurately calculated in each area. Manpower unit
cost shall be continuously changed when construction quantity is changed. If there
are two contractors carrying out their works in two different areas, calculation of
manpower cost shall not be exactly accurate as defined.
• Method 3: Application of one regional minimum wage
Application of one regional minimum wage (Son Tay town or Vinh Tuong district).
Pros: only one construction unit cost shall be prepared. Expense management should
be the same.
Cons: If there are two contractors carrying out their works in two different areas,
calculation of manpower cost shall not be exactly accurate as defined.
• Consultant’s proposal:
Method 3 and minimum wage of region IV of Vinh Tuong district are recommended
to apply (because 80% of work items locates in Vinh Tuong district).
8.2.1.2 Determination of material cost applied for the project.
As mentioned above, Vinh Thinh bridge construction is under management of two
areas including Son Tay town – Hanoi city and Vinh Tuong district, Vinh Phuc
province. Therefore, if material cost is applied according to local price index,
determination of material cost for work items shall be implemented in the 3
following methods.
• Method 1: Application of two price indexes for material cost calculation
Local price index for calculation of material cost shall be applied on basis of location
of the work items under management of each area.
Pros: Application shall be based on the regulation, this method is accurate in theory.
Cons: Complexity in determining construction costs because with the same
construction work, two different unit prices should be established to apply for place
where construction work occurs under the management of any local authority . It is
unreasonable because the same construction works can take place in two different
locations but are built by the same construction unit that uses and maintains similar
construction machine
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• Method 2: Application of average price index for material cost
calculation
Making a list of material quantities which shall be used for construction works at
both places. Expense for construction material shall be calculated basing on quantity
of material in each area then using subtotal expense divide to total equivalent
material quantity equal to average material price of each material which shall be
applied for the whole work.
Pros: Due to application of average material price, only one construction unit price
is necessary to be prepared.
Cons: quantity of each material volume on each local should be calculated exactly.
Material unit price continuously change if construction work quantity changes. In
case there are two construction units at two different construction work places,
determination of labour cost will not exact as current regulations.
• Method 3: Application of one local price index of one area to calculate
material price
Application of one local price index for material (Son Tay town or Vinh Tuong
district)
Pros: Preparation of only one unit price. Expense management should be the same.
Cons: In case there are two construction units at the different places execute the same
work, the determination of labour cost shall not exact as regulations.
• Consultant’s proposal:
Apply alternative 3 and use IV local minimum wage scale of Vinh Tuong district
(80% of work item is located in vinh Tuong district).
Incase the construction work use materials which isn’t available in local price index
or materials available in local price index can not meet the requirements of material
applied for work ore material price of local price index is not in compliance with
market price, the determination of material price shall be followed the market price at
the time of prepare cost estimate.
If some materials in price index is not included the transportation fees to the site, the
transportation fees will be followed the local price index of transportation and other
authority instruction documents.
8.2.1.3 Determine the machine shift price apllied for the project.
As being mentioned above, Vinh Thinh bridge work is located on management area
which is betwwen Son Tay town – Hanoi city and Vinh Tuong, Vinh Phuc province.
If local local price index is applied, the determination of machine shift price for each
work item can be carried out by 3 methods:
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• Method 1: Use 2 local price index to calculate equipment shift price.
Any item belongs to local management area, the machine shift price is calculated as
the application of local price index.
Pros: Full application as required, this determination is exact in theory.
Cons: Complexity in determining construction costs because with the same
construction work, two different unit prices should be established to apply for place
where construction work occurs under the management of any local authority . It is
unreasonable because the same construction works can take place in two different
locations but are built by the same construction unit that uses and maintains similar
construction machine.
• Method 2: Use average local price index to calculate equipment shift
price.
Make statistical quantities of the machine shift that must be used for buildings in
both provinces. Calculate the full cost of each type of machine shift by calculating
machine shift’s cost where there is machine shift quantity, then split the whole
quantity cost of each type of machine shift by the total amont of appropriate machine
shift to get the average price applied for the whole works.
Pros: due to average machine shift price, only one construction unit price shoule be
made. take your average price shifts should just set up a unit price construction.
Cons: Must calculate exactly the quantity of each type of machine shift on each
local. The machine shift unit price will change constantly when the workload
changes. In case there are two construction units in two different areas of
construction, the determination of machine shift’s cost is not exact as prescribed.
• Method 3: Use one local price index of one area to calculate the
machine shift’s price.
Apply a machine shift quotaiton (Hanoi or Vinh Phuc Province).
Pros: Just set a single price. Unify expense management .
Cons: In case there are two construction units in two different areas of construction,
the determination of machine shift’s cost is not exact as prescribed.
• Consultant’s proposal:
Apply the 3rd method and use the machine shift’s local price index of Vinh Phuc
province (Since 80% of the works is located at Vinh Phuc province).
In the case the works use machines not in machine shift local price index or
machines that belong to machine shift local price index do not meet the requirements
of machine applied for construction or price in the local index does not match the
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market price then the machine shift price will be determined as market price at the
time of set up cost estimate and other guidance.
Machine shift cost in the local price index will be offset the labor costs and fuel at
the time of cost estimate setting up.
8.2.1.4 Calculate the construction unit cost applicable for project
As mentioned above, after getting all data on labor costs, materials, computer
cases...the construction unit prices will be calculated completely. Basis for setting up
unit cost are gazette norms of the Ministry of Construction such as 1776/2007/BXD-
VP norms, 1777/2007/BXD-VP ... circular guiding 04/2010/BXD-TT estimation.
Construction companies can refer norms which are applicable for similar works in
Vietnam in case they are not in the norm.
8.2.1.5 Form the bill of quantities
Research documents of the basic design of the project associated with continuously
updating design documents of technical design stage, carry out forming the main
items of bill of quantity as follow:
- Division 1: General requirements
- Division 2: Site works
- Division 3: Earth works
- Division 4: Drainage works
- Division 5: Asphalt products and pvements
- Division 6: Concrete and bridges
- Division 7: Steel works
- Division 8: Road furniture and miscellaneous items
- Division 9: Lighting and electrical works
- Division 10: Day works
From main items, continue to identify the main quantity items (cost).
For convenience for cost estimate in statistical quantities from drawings, suitable
with the bill of quantites; Based on the main quantity items of bill of quantity,
identify work components and detailed quantity to form a main quantity item in the
bill of quantity. All above works and detailed quantities will be joined into a
quantity list sheet and sent to all design team to be counted precisely. All works and
detailed quantities will be checked by design team and unified with cost estimate
team.
All works and detailed quantities will be the best basic for cost estimate.
8.2.1.6 Form the cost estimate
Based on the construction unit costs and work list sheet, detailed quantity sheet,
based on circular guiding cost estimate 04/2010/BXD-TT, carry out to cost estimate
of construction details. Structure of cost estimate sheet as follow:
 Cost estimates summary
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 Estimates of construction expenses of divisions
- Division 1: General requirements
- Division 2: Site works
- Division 3: Earth works
- Division 4: Drainage works
- Division 5: Asphalt products and pvements
- Division 6: Concrete and bridges
- Division 7: Steel works
- Division 8: Road furniture and miscellaneous items
- Division 9: Lighting and electrical works
- Division 10: Day works
 List of unit price of payment items (general construction unit price)
 Breakdown of general construction unit prices
 List of process cost
 Calculation of process cost
 Calculation of price of cement grouts and concretes.
 Calculation of labour cost.
 Calculation of material cost.
 Calculation of machine shift cost.
All details of cost estimations can be found in Cost estimation report that is
submitted separatly.


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2.5 Soft soil treatmeant design criteria .................................................................26 2.5.1 Settlement criteria........................................................................................26 2.5.2 Stability criteria...........................................................................................27 CHAPTER 3: SURVEY AND INVESTIGATIONS...............................................28 3.1 General conditions..........................................................................................29 3.1.1 Topographic conditions...............................................................................29 3.2 Topographical survey......................................................................................29 3.2.1 Establishment of primary control network...................................................29 3.2.2 Establishment of secondary control network...............................................30 3.2.3 Topographic survey and mapping................................................................31 3.2.4 Centerline survey.........................................................................................32 3.2.5 Vertical aligment survey..............................................................................32 3.2.6 Cross-section survey....................................................................................33 3.2.7 Existing structures survey............................................................................33 3.2.8 Other surveys...............................................................................................33 3.3 Hydrological survey and analysis...................................................................33 3.3.1 Natural features...........................................................................................33 3.3.2 Data collection.............................................................................................34 3.3.3 Meteorology.................................................................................................34 3.3.4 Rain..............................................................................................................34 3.3.5 Humidity......................................................................................................34 3.3.6 Wind.............................................................................................................35 3.3.7 Hydrology survey.........................................................................................35 3.3.8 Meteorological and Hydraulic calculation..................................................35 3.3.9 Navigation clearances.................................................................................37 3.4 Geotechnical survey........................................................................................38 3.4.1 Description of geological condition in previous studies..............................38
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3.4.2 Location of soil investigation.......................................................................38 3.4.3 Work scope and criteria...............................................................................39 3.4.4 Result of soil investigation...........................................................................40 3.4.5 Description of soil condition........................................................................40 3.4.6 Soil profile...................................................................................................43 3.5 Construction Material Investigation ...............................................................47 3.5.1 Stone Quarries.............................................................................................48 3.5.2 Soil Borrow Pits...........................................................................................48 3.5.3 Sand Stockpiled Area...................................................................................48 3.6 Other survey and investigations......................................................................49 3.6.1 Other site investigations..............................................................................49 3.6.3 Investigation of replacement of small roads and channels..........................50 3.6.4 Existing drainage system in intersection area..............................................51 3.6.6 Existing pavement........................................................................................52 3.6.7 Existing Intersection....................................................................................52 3.6.9 Meeting with related authorities..................................................................53 CHAPTER 4: DESIGN OF THE ROAD................................................................54 4.1 Feasibility Study Report Revision...................................................................54 4.1.1 Main road revision......................................................................................54 4.1.3 Intersection revision....................................................................................55 4.1.5 Supporting road revision.............................................................................55 4.1.7 Pavement revision.......................................................................................56 4.1.8 Summary of major changes from Feasibility Study......................................56 4.2 Aligment design..............................................................................................57 4.2.1 Horizontal alignment...................................................................................57 4.2.2 Vertical alignment........................................................................................58 4.3 embankment design .......................................................................................60
Page iii

3 Determination of uderpass location...............................1 Box girder...................................63 4..81 5........................2 Solution to increase safety of approach road to Duong Lam village..................................2 Strengenth of existing pavement........67 4...........................................8...............................................62 4........................4 Result of soft soil treatment..................................3...........................................2 Details of cross-section........61 4...................4 Culvert design..............3 Result of NH32 intersection design......................................................63 4.............2 Measurement of underpass..........3.................................5 Intersection with NH32 design.....81 5...........9...............3........3 Material for embankment............3.........................4 Slope protection for embankment.60 4.............1 Specifications for supporting road........60 4.......................8.......1 Cross-section...............................1...1 Analysis of site condition.................66 Supporting road of dike design.........7............................................7....7 Realigment of existing cannel and local road................................................................................................................8 Pavement design......9.....................................................................................................5........................5..............................68 4......................................................3 Calculation methodology..........................9 Soft soil treatment desigN...............Vinh Thinh Bridge Construction Project on NH2C YOOSHIN – SAMBO Joint Operation Quarterly Report March 2011 4........................70 4............................65 4...............................................1 Pavement of new road..................................................80 CHAPTER 5: DESIGN OF THE BRIDGE................9.................................................69 4...............66 4..................................2 Soft soil treatment analysis.....................9.................................72 4..............................62 4.66 4......................1 Design concept.............70 4..................................................5................................................................68 4...............................6 Red River Intersection..............................61 4...........................................................66 4.......70 4...........8.....................................................................................................62 4........69 4................7...........................................................1 Review of feasibility study........................................3 Traffic safty and miscellaneous facilities ................81 Page iv ..................................

.................4..........3 Superstructure of FCM bridge design..................................................84 5...... shear force under ELS..............4........................................................4.....3.94 5...................5.....4..4.......3..10 Shear Resistance in Strenghth Limit State...........................88 5...................101 Page v ...................94 5....................95 5.......................................................2 Abutment........................93 5...................90 5...84 5...................................................................3.2 Typical cross-section...........4..2 Typical cross-section...........................................4 Tendon arrangement and segmental division.....8 Stress diagram under Service Limit State in Stage III.........89 5.............11 Construction method.............................................5 Design of substructure...........................85 5............................................4.....................................6 Stress diagram under Service Limit State in Stage I........................................................................................93 5....5.... shear force under ULS...............4 Superstructure of approach bridge design..5 Tendon arrangement ..9 Envelop of bending moment.......95 5............................................95 5........84 5....................90 5..........................................7 Stress diagram under Service Limit State in Stage II.................................95 5..87 5...84 5...91 5...........3 Construction sequences......................................4............................................3.................................3......................8 Strength capacities under ULS............3 Beam arrangement of plane curve ......................................................................................................................... shear force under SLS.......................1 General introduction......................................................3...87 5.....................83 5..........................................6 Stress diagram under SLS...........92 5.................................................Vinh Thinh Bridge Construction Project on NH2C YOOSHIN – SAMBO Joint Operation Quarterly Report March 2011 5.....................4.....................2 Outline of the bridge......................1 Pile Capacities................3...82 5......................7 Envelop of bending moment.... Pier design..................................................................................................................3.......1 General introduction...................2 Super-T girder................................4..........3.....90 5........1........................94 5..91 5................9 Flexural Resistance in Strenghth Limit State....4...........................5 Envelop of bending moment...4 Slab detail on pier cap...

......................................121 6................................................................129 CHAPTER 8: BIDDING DOCUMENT AND COST ESTIMATION............................................3.1 Furniture Design........................................................................125 6...............121 6..................119 5......124 6......................5..............3 Concrete procedure to attain the required environmentally standards ...........6..............................1 General.110 5............................................2 Construction time.............................................................................1 Study of the site conditions.2 Organization chart for environment management.................127 7...............................112 5..........................................1..........5..125 6............3 Environmental Management ....Vinh Thinh Bridge Construction Project on NH2C YOOSHIN – SAMBO Joint Operation Quarterly Report March 2011 5...........124 6..............................1 Introduction........127 7..........108 5.........................................2 Terms....................5 SLS checking........................................120 CHAPTER 6: ENVIRONMENTAL MANAGEMENT..........3...........130 Page vi ............................................................4 Plan for environment management .......1.............127 7............1.............3 Pile foundation analysis...............................................3.................................................................6 ELS..........121 6..........126 CHAPTER 7: GENERAL CONSTRUCTION METHOD...................128 7...................1 Policy for Environment Preservation........................2 Measures to raise awareness about environment ...........6 Design of miscellaneous..1 Water level for construction ..........................................................................115 5...........................3 Method of environment management ..............5.......................1...121 6..............................5...............................2 Drainage Design..............................................................3 Other consideration..4 Internal force of pier and abutment in all states.......107 5........................................2 Construction schedule...........................................................................1.....1..............................................7 Reinforcement arragement summary...................................................................................................................................................... ULS checking......5............6.........................119 5..........125 6......1........128 7..........................121 6..................

.......................................................................1 Assistant to preparing of bidding document.....................3 Volume II – Technical Specifications ...130 8............................Vinh Thinh Bridge Construction Project on NH2C YOOSHIN – SAMBO Joint Operation Quarterly Report March 2011 8...........................1 General.2 To preparing of cost estimation...1......................................................1.........................1.......................2...132 8...130 8.....................2 Volume I – bidding procedures............................................131 8.................1....................................1 General...........................133 8.................................................133 138 Page vii .........................4 Volume III – Detail Design Documents................132 8..............

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Quarterly Report March 2011

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Quarterly

CHAPTER 1: GENERAL
1.1 INTRODUCTION

Together with technical infrastructure development in all regions, the plan is expected to build the ring road connecting surrounding urban areas of Hanoi (Ring road No.5) from Vinh Yen City- Son Tay City- Hoa Lac Town, Xuan Mai Town, Mieu MonDong Van-Hung Yen City - Hai Duong City-Chi Linh- Bac Giang City-Song Cong Township. Among these areas, Vinh Thinh Bridge is an important item crossing Red River that connect Vinh Yen City to Son Tay City. It is also one of important cities in the central cities system of Hanoi City. At present, the connection between central cities from Hai Duong, Hung Yen, Dong Van, Xuan Mai, Hoa Lac and Son Tay City is essentially formed and ensure continuity. However, all vehicles on this connecting alignment when crossing the Red River linked N.H. No.2 to Vinh Yen City and Viet Tri City are still using ferry-boat. Therefore, construction investment of Vinh Thinh Bridge is necessary. Thang Long Project Management Unit has signed the Consultant Service Contract with YOOSHIN – SAMBOO Joint Operation to implement consultant serivce for Vinh Thinh Bridge Construction Project on NH2C. 1.2 PROJECT IMPLEMENTATION INFORMATION
Items Project name The Owner Project Management The Consultant The Apprail Consultant Date of commencement Detailed design period and bidding Construction supervision Design Description Vinh Thinh Bridge Construction Project on NH 2C Vietnam Ministry of Transportation (MOT) Thang Long Project Management Unit (PMU-TL) Yooshin – Samboo Joint Operation -

8 September, 2010 8 months + 4 months 36 months

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1.3

LIMITATIONS OF THE PROJECT

Items

Contents Son Tay town of Hanoi city, Ha Tay Province and Vinh Phuc Province - Starting point: Sta.4+313 at the Son Tay side. - Ending point: Sta.9+800 (200m from the left hand side of Red River dyke) New bridge and road construction - Total : 5.5km - Bridge: 4.4km - Road: 1.1km App. 137,182,000 USD

Location

Scope Length Capital

1.4      

LEGALLY BASICS Construction law issued on 26/11/2003. Decree No.12/2009/ND-CP dated 12/02/2009 of the Government on project management of work construction investment. Decree No.209/2004/ND-CP dated 16/12/2004 and Decree No. 79/2008/NDCP of the Government on quality management of construction works. Decree No. 99/2009/ND-CP and Decree No.03/2008/ND-CP of the Government on cost management of work construction investment. Decree No. 12/2009/ND-CP dated 10/2/2009 of the Government on project management of work construction investment. Current regulations on work construction investment management Decision No.1290/QD-TTg dated 26/9/2007 of the Prime Minister on issuing national list to appeal foreign investment within the period from 2006 to 2010. Decision No. 490/QD-TTg dated 5/5/2008 of the Prime Minister approved for construction plan of regions of Hanoi City up to 2020 and towards 2050.

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the Consultant will have all of those powers which are defined in the conditions of contract.5. 1.5.doc .1589/ HD/HDTV-VT dated 20/08/2010 between PMU Thang Long and Yooshin – Sambo. 1. Decision No.5. (iv) approving subletting of any part of the works. in accordance with the EDCF’s Guidelines and Procedures on Procurement of Civil Work Contracts. with the exception of the following. and (iii) assist PMU to evaluate the bids submitted by interested bidders. Decision No. Consultant service contract No.6 ORGANIZATION CHART FOR DETAILED DESIGN STEP 55439433. (ii) approving variation order which have financial implications. 1869/QD-BGTVT dated 29/06/2009 of Ministry of Transport approved for Investment Project of Vinh Thinh Bridge on NH 2C. 1779/QD-BGTVT dated 06/2009 of Ministry of Transport approved for Criteria applicable for Vinh Thinh Bridge construction project on NH 2C. 1. the final bid documents for the contract packages. and (v) approving extensions of time to civil work contracts. (iii) approving significant variations in quantities.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly    Decision No. 823/QD-BGTVT dated 29/03/2005 of Ministry of Transport approved for Investment Report of Vinh Thinh Bridge on NH 2C.10 - . SCOPE OF THE CONSULTANTCY SERVICES Preconstruction  1.5 1.3 Construction supervision As the Engineer.1 The Consultant will carry out comprehensive surveys including their appropriate reports and drawings and prepare detailed engineering designs of the scope of works confirmed by PEA and EDCF. which will be retained and exercised by the Employer generally on the advice of the Engineer (i) issuing the order to commence the works. (ii) print the necessary copies required by PMU for bidding all contracts.2 Assistant to construction bidding The Consultant will (i) assist PMU to prepare.

TL Regional MOT offices Local Government Unit and other government agencies Sun . MOT: Ministry Of Transportation PMU-TL: Thăng Long Project Management Unit 55439433.11 - .Jae Cho Sr. Staff (3) Road Engr Local Prof.Bridge Engr Byung . Staff Traffic Engr Local Prof.doc . Staff (1) Hydological Engr Local Prof. Hydrological Engr (4) Bridge Engr Local Prof.Gu Kang Sr. Staff (2) Document Specialist Local Prof. Staff (2 Geotechnical Engr Local Prof. Staff Hyeok -San Kwon Document Specialist Topo Expert Surveyor Local Prof. 2. Staff Notes: 1.Geotech/Mat Engr In – Kyu Lee Sr.Rae Oh Project Manager Administrator And other staffs Hoang Thanh Hai Deputy Project Manager Home Ofice Prof. Staff (Korea) Quarterly Young – Cheol Cheon Sr.Road/Pavement Engr Hung .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 MOT PMU .

pavement =16.  Design speed: 80km/h  Longitudinal grade: Imax = 5%  Minimum curve radius: Rmin = 250m  Road cross section: embankment = 17.5m 2.doc . A 1 2 3 APPLIED STANDARDS STANDARDS Applied for design.5m.6m  Live load: HL93 (22TCVN 272-05)  Design flood frequency: P1%  Earthquake class: 8 as MSK  Bridge pathname: Super T bar.2004 96TCN 43-1990 22TCN 263 .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly CHAPTER 2:STANDARDS AND CRITERIA 2. 40m span  Abutment pier: Cast-in-situ on bored pile foundation  Navigation clearance: BxH = 80 x 10m  Bridge cross section width: B= 16.2 No.12 TCXDVN 309 .2000 Number 55439433. survey activities Construction geodetic – General requirements Standard of surveying topographic map Process of highway survey .413. + Road Works:  Road Level: Grade III in delta terrain condition.1 SCALE OF THE PROJECT Based on Decision no.1779/QD-BGTVT dated 6/2009.5m + Bridge structure: Prestressed concrete bridge  Total length: 4.

1995 22TCN 251 .1987 22TCN 355 .1995 TCVN 2737 . Process of water sample analysis used in traffic works Specific caculation for flood flow.2004 22TCN 160 .Technical requirements Process of testing and base intensity evaluation and soft pavement struture of hiwgway by FWD dynamic measuring device.1998 22TCN 335 .1998 22TCN 242 .2007 TCVN 4054 .Design reqirements Specifications for highway design Process of soft pavement design Process of rigid pavement design Load and impact Number 22TCN 259 .1998 22TCN 18 .2000 22 TCN 56-1998 22TCN 260 . culvert in limited state (applied for culvert design and auxiliary works) Specifications for bridge design Urban road.2005 TCXDVN 104 .2006 22TCN 262 .2006 22TCN 223 .2006 22TCN 61 -1984 22TCN 220 .1995 55439433.2005 22TCN 211 .13 - .2000 TCXDVN 364 .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly No.2006 22TCN 243 .2000 22TCN 317 . 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 STANDARDS Process of enginerring geological exploratary drilling Process of engineering geological investigation and stable method design for bases in avalanche and slip areas.1979 22TCN 272 . Process of trans-static testing (CPT and CPTU) Techincal survey for design and pile foundation construction Process of vane shear test Process of bridge testing on highway. Process of geological survey for waterway works Specifications for measuring and processing GPS data in work surveying Process of design survey for highway bases backfilled in soft ground.doc . Testing process for determining general elastic modules of soft pavement by Benkelman deflection measuring rod Process of environment impact assessment Specifications for bridges design.

1989 construction.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly No. D15 Elastomeric pad with steel plate 22TCN 237 . Pile foundation. Specifications for traffic works design in earthquake areas.1998 22 TCN 248 .2000 AASHTO M251 . AASHTO M183 . 25 26 27 28 29 30 31 32 33 34 35 36 37 38 STANDARDS Number Design specifications for soft ground treatment by sand drain 22TCN 244 . T15. Specifications for drainage system design Soft ground reinforcement by cement pillar.2001 22TCN 267 .2006 TCXD 205 .06 –UL. Specificaions for earthquake-proof construction design.doc .1995 TCXDVN 259 .Design standards Climate data used in construction design Applied for construction and acceptance activities Land activities.1992 TCXDVN 362 .1987 55439433. ASTM D401403 (2007) AASHTO M297 – 1996.1996 TCVN 5664 .Design standards.2005 TCVN 4088 -1985 39 40 41 42 B 1 Specifications for expension joint Specifications for technical gradation of domestic waterway Planning trees used publicly in urbans . Regulations of road signal Outside artificial lighting and urban infrastructure technique . Specifications for highway design (intersection design) Neo prestressed concrete T13.1998 item in construcion Process of work design and auxiliary equipments in bridge 22 TCN 200 . & D13.2001 22TCN 51 .1984 TCXDVN385 .14 - .Design standards Engineer fabric in embankment construction on soft ground.1995 TCXDVN 375 .2005 22TCN 221 . Specifications for artificial lighting design on roads. streets and urban squares. norm of construction and acceptance TCVN 4447 .1998 22 TCN 273 .2006 22TCN 211 .2001 TCXDVN 333 .

2 3 4 5 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 STANDARDS Process of acceptance inspection of soil density in transportation.2007 TCXDVN 372 .2007 TCXDVN 392 . airport and wharf Process of testing asphalt materials Number 22TCN 02 -1971 QĐ4313/2001/QĐBGTVT TCVN 4252 .Test method Mortar and concrete aggregate– Technical requirements Bridge.2006 22TCN 266 -2000 22 TCN 236 -1997 22TCN 332 -2006 22TCN 333 -2006 22 TCN 249 -1998 22TCN 231 -1996 22TCN 279-2001 Testing process for determining dentisy of base and 22 TCN 346 .2006 22TCN 62 -1984 22TCN 334 -2006 55439433.15 - .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly No. Technical requirements Product of pretressed concrete – Technical requirements and acceptance Drainage reinforced concrete pipe Process of tessting asphalt concrete Specifications for construction and acceptance of stabilized aggregate in pavement struture for highway TCXDVN 391 .2006 TCVN 7570 .doc .1998 TCVN 7572 .Norm of construction TCXDVN 390 .2007 TCXDVN 389 . culvert-Norm of construction and acceptance Specifications for construction and acceptance of sand drain item in road works on soft ground Testing process for determining CBR index of soil and ballast Process of soil and ballast densification in laboratory Process of construction techonology and acceptance of plastic concrete pavement Process of plastic materials sampling used for road. Concrete – Requirements for natural moist-air curing Pre-cast RC box culvert. Process of construction organization design and buiding design–Norm of construction acceptance Process of construction and engineer fabric acceptance in road works on soft ground Mortar and concrete aggregate.2006 foundation by sand pouring cup Concrete struture and precast concrete.1988 22TCN 248 .2007 and acceptance.

1979 TCVN 6016.1998 22TCN 282 ÷ 2852002 55439433.doc .2003 TCVN 3121 .2003 22 TCN 278 .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly No.1997 TCVN 2682 .2001 TCXDVN 302 .Techincal requirements Cement.2003 22 TCN 277 . Cement-Testing method Cement – Classification Complexed Portland cement – Techincal requirements Portland cement .2003 TCVN 4314 .2000 22TCN 247 .2000 TCXDVN 326 2004.Specifications for construction and acceptance. specifications for construction and acceptance Motar – Physico mechanical rates Motar. . 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 STANDARDS Process of testing mineral dust used for asphalt concrete Specifications for construction and acceptance of pavement struture by natural grading Testing process for determining the roughness of pavement by sand siesieving sand Specifications for measuring flatness of pavement by 3m measuring-tape. TCVN 4029 ÷ 4032– 1985 TCVN 5439 .1991 TCVN 6260 .2003 22TCN 257 . fineness determination motheod Auger-cast piles Auger-cast piles.16 - Number 22TCN 58 .Techincal requirements Specifcations for testing and evaluation – flatness of pavement according to the international rough index (IRI) Water for mixing concrete and motar–Techincal requirements Pile load test method Specification for construction and acceptance of prestressed concrete bridge girder Liquid paint used for traffic signal on cement concrete bottom and asphalt concrete bottom.2004 TCXDVN 269 . Auger-cast piles– Supersonic method to determine homogeneity of pile concrete Pile driving and pressing. 22TCN 269 2002 TCXDVN 358 .1984 22 TCN 304 .2005 TCVN 286 . 6017 – 1995.2001 22 TCN 16 .1999 TCVN 4030 .

1986 TCVN 337 ÷ 3461986 TCXDVN 305-2004 22TCN 60-1984 TCVN 5726 .2008 TCVN 5709 . pebble used in construction Mass concrete – Norm of construction and acceptance Cement concrete Heavy concrete – Method of determination of prism intension and resilient modul when quiet compressing Checking method of slump of concrete.1992 TCVN 5592 .Techincal requirements Construction sand– Method of determination of mica content Sand.1991 TCVN 6025 .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly No. ballast.17 - Number 22 TCN 4085 -1985 TCVN 4453 . Prestressing steel Construction land– Method of determination of soil physicomechanical properties in laboratory.1993 TCVN 6284 .1986 TCVN 4376 . Specifications for constructon and aceptance of precast reinforced concrete Testing process for physico mechanical rates of stone Construction sand.doc .1993 TCVN 3106-1993 55439433.maintenance requirements Concrete – Grading concrete according to strength Heavy concrete – Method of determination of physico mechanical rates Heavy concrete – Undestroyed method undisturbed method by combined use of sonic test machine and rebound hammer to determine the strength. 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 STANDARDS Stone and brick struture – Norm of construction and acceptance Monolithic concrete structure – Norm of construction and acceptance SPT test In-water concrete construction sequence by mortar raising method Heavy concrete.1989 TCVN 1651 .1995 TCVN 3105÷3120 1993 TCXD 171 . Hot-rolled concrete Hot-rolled Cabon steel used for construction – Technical requirements.1989 22 TCN 209 .1997 TCVN 4195 ÷ 4202 – 1995 22TCN 159 -1986 22TCN 57 . .1995 20 TCN 174 .1984 TCVN 1770 .

3.500 5 200 -limited minimum : 4.000 -normal minimum : 3.3 2.1 ROAD DESIGN CRITERIA Highway criteria Item Unit km/h Standard Highway Class III 80 -limited minimum : 250 -normal minimum : 400 -non-super elevation minimum : 2.3.1993 TCXDVN 325-2004 22TCN 225-1999 TCVN 2683-1991 2.000 70 8 70 100 Remark flat area Road classification Design speed Minimum radius of horizontal curve m Maximum longitudinal slope Minimum length of grade change section Minimum radius of vertical Crest curve Minimum Radius of vertical Crest curvature Minimum Radius of vertical Sag curvature Minimum Radius of vertical Sag curvature Minimum length of the vertical curvature Maximum super-elevation rate Minimum length of super elevation runoff Minimum stopping sight distance 2. transporting and keeping Number TCVN 3118 .doc % m m m m m m % m m Unit km/h Standard 30 .000 -normal minimum : 5.2 Intersection design criteria Item Left turning speed 55439433.18 - Remark . packing.000 -limited minimum : 2.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly No. 62 63 64 65 STANDARDS Checking method of concrete intension development Concrete chemical admixture Hot plastic concrete plant Method of soil sampling.

Needs If it is not cost effective to provide width of right shoulder in compliance with standard.3. General structure Section Plan 55439433.3.19 - .1 Typical cross-section Embankment section of project Bridge section of project National Road 2C National Road 32 2.3.3.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Right turning speed Minimum radius of horizontal curve Minimum length of deceleration lane Minimum length of acceleration lane 2.V=30km/h : 30 .V=40km/h : 60 80 120 2.doc . it is suggested to minimize the width of shoulder and arrange emergency lane with the interval 750m which can provide more spaces for broken cars or crashed cars in order to make sure the safety and capacity of highway.2 Considering emergency lane for bridge section a. b.3 Typical cross-section km/h m m m 40 .3.

Table 1: Densities Material Aluminum Alloys Bituminous Wearing Surfaces Cinder Filling Compacted Sand. included . median strip 1.3 MOT decisions related to standards Width of cross section on embankment B=17. 2.0m. in result.4.5m.0m.3. live load.3. Macadam or Ballast Steel Stone Masonry 55439433.3. And the weight of utilities shall be decided due to the site investigations. wearing surface and future overlays.5=1. appurtenances and utilities attached thereto. Soft Clay Rolled Gravel.5m without emergency lanes in proportion to future expanding plan of NR 2C and financial efficiency. pavement width B=16. 2. Silt or Clay Low-density Concrete Sand-low-density Normal Loose Sand.1 BRIDGE DESIGN CRITERIA Navigation clearances The Red River is Class I of Water Way so the Minimum Clearance Horizontal Across River is 80m. the width of bridge section will be provided with 16. earth cover.4 Conclusion After meeting with client and considering MOT decision.3. soil shoulder 2x0. safety lane for two sides 2x0.4 2.0m.4. 2.20 - .5=1. Silt or Gravel. The following densities specified in Table 1 for each material is used for dead loads. 4lanes 4 x 3.5m.5=14.2 Major design load (static load.…) Dead load Dead loads shall include the weight of all components of the structure. the Vertical Clearance is 10m.5m.doc Density (kg/m3) 2800 2250 960 Due to soil investigation 1775 1925 2400 Due to soil investigation 2250 7850 2725 .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 2.

importance category.6 in 22TCN 272-05 the vehicular live loading named HL-93 consists of a combination of the: .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Water Live load Fresh Salt 1000 1025 According provision 3.Analysis method The minimum analysis requirements for seismic effects shall be as specified in Table 2 depend on structural type.Earthquake intensity : 8 at MSK .Design Truck or Design Tandem. seismic zone.3 kN/m 110kN 110kN m Figure 2: Design Tandem m Figure 3: Design Lane Load Earthquake Loads .doc = uniform load elastic method .200m 9. and part of the structure. the distance between 145 kN axles shall be constant of 9000 mm) Figure 1: Design Truck 1. The connections between the superstructure and substructure shall be designed for the minimum force requirements. and . Also the minimum seat width requirement shall be satisfied.Design Lane Load (For fatigue load.21 - . UL 55439433.

doc . The vertical temperature gradient in concrete superstructures may be taken as shown: 55439433.4. ship impact and seismic) Temperature 2.2 Temperature gradient (TG) Base on the specification for bridge design 22TCN-272-05.22 - .4. we chose uniform temperature (TU) to design like that: + Plus uniform temperature (+∆ T) = 24.1 Uniform temperature (TU) Base on the investigation data of temperature for bridge on FS.80 C + Minus uniform temperature (-∆T) = -24.3.3.4.40 C 2. humidity.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly SM = single-mode elastic method Multi-mode elastic method time history method MM = TH = Table 2: Minimum Analysis Requirements for Seismic Effects Seismic Zone 1 2 3 2.12.3 SingleSpan Bridges No need No need No need Multi-span Bridges Other Bridges Regular No need SM/UL SM/UL Irregular No need SM MM Essential Bridges Regular No need SM/UL MM Irregular No need MM MM Critical Bridges Regular No need MM MM Irregular No need MM TH Load and impact (temperature.3. article 3.1.1.

In this area.2-1.doc . we chose humidity is 84% to analysis. Ship impact Class of waterway is I so we chose like that: Design vessel: + self-propelled vessel: 2000 DWT + towed barge: 500 DWT (Base on table 3. Vs: 1. 22TCN-272-05) Design collision velocity: + Mean annual stream velocity.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Parameter T1 T2 T3 Humidity Positive TG (0C) +23 +6 +3 Negative TG (0C) -7 -1 0 Humidity is effect to calculate the creep and shrinkage.14.23 - .5 m/s (respect frequency P5%) + Design impact velocity for design vessels: 55439433.

00 1.2 0.00 1.00 1.00 1.00 1.14.00 1.4.25 58.00 1.30 1.15 2.24 - .51 (Base on table 3.2 0.4 Load combinations Load combination following: Specification for bridge design 22 TCN 272 .3-1.00 1.95 3.00 1.00 1.00 - 55439433.25 V (m/s) 4.40 0.35 1.2 gTG gTG gTG 1.5/1.35 gEQ 0.doc .05 DC DW LL IM LOAD COMBINATION CE BR WA WS WL FR TU CR SH TG SE EQ CT CV PS EL STRENGTH -I STRENGTH -II STRENGTH -III STRENGTH -IV STRENGTH -V EXTREME EVENT-I EXTREME EVENT-II SERVICE-I gp gp gp 1.00 1.00 gTG gTG 1.00 1.6.00 1.00 1.00 1.5 gp gp gp 1.00 1.5/1.51 Design vessel Self-propelled vessel Towed barge Design impact velocity.00 1.40 0.75 1.00 1.5/1.2 1.00 1.00 1.5/1.50 1.45 3.2 0.00 1.00 1.5/1.00 1.00 1.00 1.00 - 1.95 3.00 0. 22TCN-272-05 and 3.0/1.00 1.75 VMIN (m/s) 2.2 0.00 0.00 1.14.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Item. V (m/s) 4.00 1.00 1.00 - 1. Self-propelled vessel Towed barge VT (m/s) 5.15 XC (m) 20 20 XL (m) 270 270 X (m) 58.00 gp gp gp gp gp gp gp 1.50 1. AASHTO LRFD 2007 4th edition) 2.

70 fpu 0.4.90 fpy 0.75 fpu 0.60 ϕ wfc(Mpa) • 55439433.40fc(Mpa) 0.80 fpy 0.80 fpy 0.90 fpy 0.80 fpy Posttensioning Prior to seating .5 Service limit state Stress Limits for Prestressing Tendons Tendon Type Condition Stress-Relieved Strand and Plain Low Relaxation Deformed HighHigh-Strength Bars Strand Strength Bars Pretensioning Immediately prior to transfer At service limit state after all 0.25 - .70 fpu 0.70 fpu 0. Fully Prestressed Component Location • • • In other than segmentally constructed bridges due to the sum of efective prestress and permanent loads Insegmentally constructed bridges due to the sum of effective prestress and permanent load In other than segmentally constructed bridges due to live load and one-half the sum of effective prestress and permanent loads Due to the sum of effective prestress.80 fpy 0.45fc(Mpa) 0.80 fpy 0.70 fpu 0. permanent loads and transient loads and during shipping and handling Stress Limit 0.80 fpy 0.74 fpu 0.70 fpu 0.doc .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 2.90 fpy 0.short-term fs may be allowed At anchorages and couplers immediately after anchor set (fpt +∆ fpES + ∆fpA) At end of the seating loss zone immediately after anchor set (fpt +∆fpES + ∆fpA) At service limit state after losses (fpe) 0.45fc(Mpa) 0.70 fpu Compressive Stress Limits Prestressed Concrete at Service Limit State After Losses.

3.3.doc . For service and extreme event limit states.95 (2) For loads for which a maximum value of Υ is appropriate: i ηi = 1 ηDηRηI ≤ 1. 10.4. 11 and 12 (22 TCN 272-05) Φ = resistance factor: a statistically based multiplier applied to nominal resistance.5 2.3. as specified in Article 1.4 (22 TCN 272-05) ηI = a factor relating to operational importance as specified in Article 1. All limit states shall be considered of equal importance.5. redundancy and operational importance = a factor relating to ductility.5.0 (3) where: Υ= i load factor: a statistically based multiplier applied to force effects in Sections 5. for which the provisions of Article 6.1 SOFT SOIL TREATMEANT DESIGN CRITERIA Settlement criteria Soft ground shall be treated to ensure the conditions as depicted below: 55439433. except for bolts.3 (22 TCN ηD 272-05) ηR = a factor relating to redundancy as specified in Article 1. 6.26 - .0.6 Strength limit state and extreme limit state Each component and connection shall satisfy Equation 1 for each limit state. ∑η Υ Q i i i ≤ ΦRn = Rr (1) for which: ηi =ηDηRηI ≥ 0.5 (in 22 TCN 272-05) shall apply. unless otherwise specified. as specified η = i load modifier: a factor relating to ductility. resistance factors shall be taken as 1.5 (22 TCN 272-05) Qi = force effect Rn = nominal resistance Rr R = factored resistance: Φ n 2.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 2.

2.Factor of safety is not less than 1.1 Main road . .Factor of safety is not less than 1. 2.4 at the end of final period of waiting for consolidation.1.1.27 - .Consolidation degree is not less than 90% or speed of residual settlement is less than 2cm per year.2 Stability criteria Following conditions shall be confirmed for stability against sliding: . and .No treatment for the road with the designed speed V=40Km/h and lower one. the requirements are respectively 20cm and 30cm. 55439433.doc .Residual settlement (Sr) is less than: 10cm for approach sections.2 in period of filling and waiting for consolidation.For road with the designed speed V=80Km/h.For road with the designed speed.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 2. 20cm for others sections.2 Cross road Soft ground shall be treated in accordance with the standard for cross road as depicted below: . .5. . residual settlement (Sr) is less than: 10cm for approach sections.5. 20cm for others sections including culvert and under passing sections.5.

including horizontal and vertical alignments.doc . horizontal control points. Carried out appropriate tests at suitable intervals along the proposed alignment and the results analyzed to determine the residual strength of the pavement. Carried out topographic surveys. sampled and tested. Construction materials have been tested for grain-size distribution and plasticity characteristics. Confirmed the arrangements and configurations of the bridge spans and developed details for erosion protection for bridge piers. Tested soil samples by classification (liquid limit. and road and river cross-sections. Combined with local relating agencies to confirm the locations and scale of drainage system. Los Angeles abrasion. based on an analysis of rainfall and flood records. and California Bearing Ratio). establishment of topographic maps. bitumen adhesion. Investigated the suitability of locally available construction materials. bench marks and permanent reference beacons as required for the preparation of detailed engineering designs to enable construction quantities to be accurately calculated. Established adequacy of road embankment levels. including subsurface water characteristics. located quarries and borrow pits and assessed the quality and quantity of materials and hauling distance. plastic limit. Carried out necessary investigations on geology. and capacity of culverts and side ditches. unit weight and water absorption. Studied the existing surface hydrological and hydro-geological regimes. 55439433. Assessed cross drainage requirements as appropriate to existing structures where these are otherwise structurally sound. This investigation included bore holes at the new foundation positions and the cores have been logged. supplemented by detailed field investigations. petrographical analysis and chemical water analysis and any other tests deemed necessary. and where necessary.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly CHAPTER 3: SURVEY AND INVESTIGATIONS Survey work was conducted in accordance with the Scope of the survey work and it’s schedule are approved by PMU Thang Long and the Ministry of Transport. undisturbed samples shall be tested for the determination of the main mechanical characteristics.28 - . and hydrology of the whole project and make geological and hydrological documents for detail design and structure calculation and bill of quantity.

The altitude difference is quite low but high in Red river and marsh area towards Vinh Tuong.doc . Adjustment result of primary control network is presented as following: 55439433. Distance between GPS points are about 2. Distance of control points confirm with the regulations of the survey standards and ensured for long stability.5 km. Points are placed outside the scope of the acquisition land. interchange and other works. The route goes through cultivated fields and off flood plain fields so the topographic conditions are fairly flat. 3. In the rest areas.29 - . • Establishment of secondary control and technical altitude network. cuts the marshes off the residential areas and links to the existing road. alignment plan. satellite signal receiver and its corresponding software and equipments. Adjustment calculation according to private software of Bureau of land survey. There are 5 GPS points in the whole project. the population is distributed into many areas. the population is concentrated under hamlets and distributed mainly in the traffic axis of the areas such as National Road 32.1 3.2 TOPOGRAPHICAL SURVEY The main purpose of the survey work is to obtain topographical data for the detailed design. Red river and floodplain. For example. crosses the fields. profile and cross section.2. Son Tay city and Vinh Tuong town are the most populous. In projected area.1. The vertical control network is designed to coincide with the horizontal control network.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 3. National Road 2C.1 Establishment of primary control network Establishment of Horizontal control network The horizontal control network is performed by using Global positioning system technology (GPS). Local Road 78A. • Specific survey of Bridge plan. The survey work includes the following main works: • Establishment of primary control network ( National grade IV network by GPS measurement ). Establishment of vertical control network The vertical control network is established in accordance with method of geometric measurement with auto electrical machine and barcode rod. 3. etc.1 GENERAL CONDITIONS Topographic conditions The studied route does not goes through Son Tay city.

156 2344455.830 549682.271 2341494.527 15.doc COORDINATE X .946 14. Levelling by gradient and sliding rod.687 Establishment of secondary control network Secondary traverse network: Based on established coordinate and elevation network of the grade IV control network.1 Coordinate and elevation of GPS points No 1 2 3 4 5 3. The process includes the following steps: Selection of benchmark locations. The measurements are done by total station equipment.248 17. Adjustment Result of secondary traverse and technical altitude network is presented as following: Table 3. The benchmark shall be stable to ensure long life.2 Point name GPS01 GPS02 GPS03 GPS04 GPS05 Coordinate X (m) 2339366.335 2340750. - Technical altitude network - Technical altitude network coincides with secondary traverse network.830 550083.824 Y .831 12.586 2342400.748 .2.785 2339930.281 549633.2 Coordinate and elevation of GPS points name GPS-01 DC1-1 DC1-2 DC1-3 55439433.335 2339515.402 550648. easily visible and located outside the scope of the acquisition land.761 552132.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Table 3.946 11.EASTING 549574.30 - NOTE GPS class IV .592 Elevation H (m) 12.259 549662.917 550896. To confirm to the standard for highway 22TCN 263-2000.NORTHING 2339366.520 12.748 2339781. levelling 2 times.184 Y (m) 549574.819 12.860 ELEVaton 12. Distance between points is from 80 to 350metre ( 200 metre average). The survey team established the secondary traverse and technical altitude network. Secondary traverse network is located between GPS points that have been established above.

592 12.605 550717.566 550447.605 551918.324 14.185 2340214.287 2341670.406 550877.761 551032.936 10.895 14.613 2343958.815 2343006.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly DC1-4 DC1-6 DC1-7 DC1-8 DC1-9 DC1-10 DC1-11 DC1-12 DC1-13 GPS-02 GPS-03 DC3-1 DC3-2 DC3-3 DC3-4 DC3-5 DC3-6 DC3-7 DC3-8 DC3-9 DC3-10 GPS-04 DC4-01 DC4-02 DC4-03 DC4-04 DC4-05 DC4-06 DC4-07 DC4-08 DC4-09 DC4-10 DC4-11 DC4-12 DC4-13 DC4-15 DC4-15A DC4-16 GPS-05 3.417 12.245 2340545.237 549852.248 12.752 552031.483 2342919.020 2341714.563 551512.322 551797.271 2341494.31 - .831 16.958 2342045.184 549617.505 2340181.2.441 551819.756 549784.029 550482.doc .380 2341828.834 14.072 549609.917 550547.221 10.092 551375.763 552132.3 2340095.092 12.687 GPS class IV GPS class IV GPS class IV GPS class IV Topographic survey and mapping Horizontal alignment - The horizontal alignment is surveyed and drawn to the scale of 1/1000.809 2340324.634 11.452 12.453 2340684.715 2340779.407 10.020 15.030 13.418 550696.545 10.190 551431.503 2342767.245 550835.156 2342641.660 12.949 12.672 13.989 12.767 14.057 12.215 2341921.693 551185.454 12.527 15.056 2342158.517 12.962 550462.902 2343657.442 550813.747 551202.613 551250.740 2343261.349 11.952 2341766.497 2344455.929 13.046 2343818.368 2340405.583 550857.802 12.880 2344870.711 13.731 2343091.402 550648.044 2344736.858 549935. 55439433.495 10.087 549611.245 14.271 14.432 2343418.079 551942.088 549741.005 2342400.961 551726.080 550083.063 551891.338 2342300.449 17.671 2341570.305 550029.065 551517.630 2344698.586 2341523.443 10.618 12.833 552151.445 2343727.163 2340750.088 17.633 18.311 2340800.821 2344501.318 550896.162 2344190.695 12.677 549980.415 12.

2. In water: The scope of topographic survey is 500m for each side. The longitudinal profile described the natural terrain as well as control points. grade IV GPS points and secondary control network Interchange - The scope of interchange plan is 100 m for each side from alignment centerline of ramps.4 The bridge plan is surveyed and drawn to the scale of 1/1000. the scope of plan measurement is 100m for each side from alignment centerline. The plan clearly show the direction of water flow as well as the contours and grades of the terrain. The plan is indicated in scale of 1/500. measuring the distance and level between center points.32 - 55439433. For pipe culvert.doc . including the coordinate national points. . intersecting points and so on. The average distance between point is not more than 20m. Vertical aligment survey 3. The interchange plan is scale of 1/500. - Bridge 3. Coordinate and elevation points are inserted and shown in drawings. It’s included two parts: On land: The scope of topographic survey is 100 m for each side from alignment centerline. Centerline survey - Specific survey of the centerline of the alignment road includes determining the center point locations.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly - The scope of topographic survey is 100 m for each side from alignment centerline. The other items are indicated in scope and schedule of survey work. All topographic characteristics as well as construction obstackles of the trip sufficiently shown in the drawing. The center stakes are made of timber. Culvert - The scope of culvert plan is 100 m for each side from alignment centerline of culverts ( for underpass ) and 300 m for each side from main alignment centerline.2.5 - The longitudinal profile is surveyed and drawn to the vertical and horizontal scale of 1/100 and 1/1000 respectively. steel. The skew angle between the culvert and road alignment is also indicated in the drawing.

2.doc . downwards the river.8 Survey and investigation of under ground construction: water supply system.33 - . there is also a meteorological station. the Da river. Thái Bình. wind. silt.6 Cross-section survey 3.1 Vinh Thinh Bridge will span the Red River. Bắc Ninh.The longtitude and latitude of it is 105030’ E and 21008’ N. 55439433.3 3. rain. Agree with local authorities about the place which would be collected for waste material construction. Survey and investigation of residential road. The concentration of water area is 143.7 The measurement scale is 1/200. The station measures water level from 1902 to 1954.2.2. canal system … Other surveys - Investigation and statistics of acquisition land. Vinh Thinh bridge is situated at the intersection of 3 major rivers: the Thao river.700 Km2 tính đến trạm thủy văn Sơn Tây (The station is 3200 m away from the bridge. water volume. the Lo river. HYDROLOGICAL SURVEY AND ANALYSIS Natural features 3. In Son Tay. Existing structures survey 3.3. communication system. vaporization. The limit of measurement is 20 m both sides from centerline.) The longtitude and latitude of Sontay Hydrological station is 105030’ E and 21009’22” N.1 Cross section of the main alignment and ramps of interchange - The measurement scale is 1/300. Nam Hà. aquatic product raising for the North Delta including Hà Nội.6. argriculture irrigation.6. moisture. From 1954 till now. It measures all the features: temperature. Hải Dương. The red river is the biggest river in the north of Viet Nam. it measures water level. water temperature in order to serve the purpose of storm and flood precaution. The limit of measurement is 50 m both sides from centerline 3. ect.2. It sas set up in 1958 and it has been serving as a meteorological station since then.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 3.2.2 Cross section of the residential intersecting road 3. water drainage system. Hưng Yên.

3.2 Data collection Based on the Scope and Schedule of Survey Works approved in 2010 by PMUTL and MOT. Dry season lasts from October to April with the rainfall occupying only 15-25 % of annual rainfall. Yooshin.00C 4. vaporization. 3. 55439433.3 Meteorology Climate of the basin is wet tropical – monsoon climate. The results have been accepted. accounting for 80% of total annual rainfall. 3. 3. Dry season lasts only 2 months.4 Annual average temperature: Average temperature of January – the coldest month: Average temperature of July – the hottest month: Absolute maximum average: Absolute minimum average: Rain 23. and water velocity as to the document.34 - . wind. cross sections.402. 3. July and August have the highest annual rainfall with total amount accounting for 35% of the annual rainfall.doc . water level.Sambo Joint Operation has collected data on hydrology. temperature.3.5 km away from the estimated location of bridge (meteorological observation station since 1961 up to now). 3. So the use of their data to serve for the purpose of design Vinh Thinh project is suitable.5 Humidity This area has fairly high humidity. monthly average humidity reaches 84%. The rainfall contrast is shown most clearly between two areas of China and Vietnam. coinciding the wet rainy period in spring. Data collection for river bed changes was completed.4 0C 16. Total rainfall in rainy season reaches 1.20C 28.90C 41.2 mm. coinciding the hot and dry Northeast monsoon period with average humidity of 81-83 %. humidity. water quantity. Rainy season starts in May and ends in September but distributes unevenly with time and space of the basin. the number of annual rainy days is about 1.839 mm.416. These data shall be used for analysic. from November to December.5 0C The average rainfall of many years reaches 1.3.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Vinh Thinh bridge is located near the 2 above stations (about 3~4 km away from them).3. The humid period lasts from February to April. calculation and focast of river flow and bed changes. typical features. The data on meteology from 1960 to 2010 includes all the features such as: rain. The highest daily rainfall is measured at 508 mm in July of 1971. The route goes through Son Tay weather station.

The period of widespread storms in this area is about from July to September. flood level along the route has been finised.Set up a station to measure the water level in 10 days at 3 locations: away from the bridge 2000m upwards the river.2 Measurement: .7. Due to climate change in recent years. . and away from the bridge 3200 m downwards the river. Generally there has been sudden change in quantity as well as time.3. b. Rain. 3.7 Hydrology survey 3. canal and culvert cross section. Maximum day rainfall: Maximum month rainfall x = 216mm x = 594mm 55439433. The average wind speed in many years is 1.1 Survey: Survey works have been finished.3. a. there has been a lot of changes in Northern Delta and Son Tay area. So has the measurement of waterway.6 Wind The factor causing strong winds of over 15m/s is storms.3.7.doc . 3. temperature.3. Whirlwind and waterspout are the factor causing extremely strong wind.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 3. upwards and downwards cross sections.1 Meteorological and Hydraulic calculation Meteorological calculation Based on the collected measurement data which has been checked and processed. humidity have been abnormally changed. among which August has the largest number of storms with maximum wind speed of V= 34 m/s ES (on 06 May 1965). . However the bridge area crossing river is large where there is few of obstacle due to topography and terrain objects so wind velocity can be more than 28m/s. 3.Measure water velocity at Pier P8 to P13.3.60 m/s. bridge centreline. figures for design were produced.The results have been approved.8 3. Wind and wind velocity Generally there is few high wind or storm in Hà Nội and Sơn Tây.8. The measurement of bridge centre line.35 - . Rain Rain is one of factors changing the climate in Son Tay – a neighboring area of delta and mountain where rainfall stands at an average level of the Northern Delta.3.

Air temperature character Temperature at Son Tay meteorological station from 1991 ~ 2010 Annual average temperature: 23.4 °C. Relavtive humidity character % In general. Evaporation character: The area humidity is quite high.doc .6°C appear on date 02/5/1994. It requires the statistics of geological survey. the highest relative humidity is 98%. August and September reaching 1.36 - .5 mm/day and night 0. Lowest temperature: 6. 55439433. so amount of evaporation is little. d.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Maximum year rainfall Average year rainfall x = 2263mm x = 1622. Highest temperature: 41.2mm Main rainfall focuses in 3 months of rainy season: July. Max evaporation Average evaporation Min evaporation : : : 9. geotechnical cross sections. size.2 Hydraulic calculation: Hydraulic calculation is processed. river bed development evaluation before and after bridge construction (project set up step) along with collected documents. June and July or winter.054mm Rainy period causing flood in interior field usually lasts for 3 or 5 days.9 mm/day. topogragic details. night 2.3. November and December.1 mm/day and night 3. Average humidity is 84% Lowest relative humidity is 57% Lowest absolute humidity is 16% e. The highest evaporation happens in every summer. calculation. hydrology survey. investigative hydrological survey at detailed design. geotechnical properties. details of abutments and piers After studying topography documents. The humidity difference between dry and rainy season is 60%.8. grain size gradation. the area humidity is quite high. c.3°C appear on date 23/9/1999.

30m.29 general scour and local scour Elevation after -6. Q1% = 31 584m3/s Htk = 16.13m (flood season). Q5% = 25035 m3/s H10% = 15.71 Although the scour on the bank has very soft geology soil (layer 1b and 1a).3. Q10% = 2583 m3/s (average) H95% = 3.22 -6.70 scour 10.5 Depth after 10.9 Navigation clearances Pursuant to Vietnamese standard TCVN (5664-1992) on inland waterway technical classification which was issued in 1992 upon river level.7m/s so after calculation there is almost no scour.51m(navigation flood level). Qtk = 27 730 m3/s H5% = 15. 20/2/2010) Average design speed Vtk = 2. scour appears at some some hydraulic piers but not big scour.88 19.23 10.41 P12 9.99 P11 13. Moreover. Q10%=22155 m3/s(flood season) H10% = 8. a. Recommended data should be used in the process of design Vinh thinh bridge H1% = 16.doc . velocity Vbãi ≤ 0. 3.43m After completion of bridge construction. geologic observation documents met the actual situation’s requirements. refer to some bridges which was designed pass through the Red river.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly examination and comparison result with topographic.83 P13 12. 55439433. Q95% = 1694m3/s Hmin = 2.84 P14 3.5~0.55 6.46 P10 17. biggest scour depth is 0.25m. Scour depth and elevation after scour at piers in river bed Pier location P7 P8 10. it should be measured before and after flood season to examine and follow scour at piers and river bed in order to have appropriate scour prevention method. due to topography and geology effect.78 16.55m (annually average).85m.51m (appeared at 7h.15m/s b.85 P9 19.37 - .65 10.

cross clearance B >80m as decided in FS approval decision is appropriate. Bridge name P% Designe navigation clearance standard Water level h(m) 11.487km.50 8. and soft rock. weathered rock. clay and sand can replace each other. +Final point: cross the left bank of Red (Hong) river in the direction of Vinh Phuc Province about 200m at station Km9+800 (design station). the line crosses the left bank of Red (Hong) river about 200m. +Road option: at the interchange with National Highway 32 cross Red river at the location which is far 150m from the current Vinh Thinh Ferry (Son Tay Bank) on the side of downstream. to Vinh Tuong District of Vinh Phuc Province far 60m from Lieu Tri pumping Station on the side of downstream. +Initial point: interchange with National Highway 32 at station Km4+313 (design station).12 5 5 5 5 12.doc . natural river with the water depth of h>3m.4. navigational clearance for Vinh Thinh bridge shall be designed (navigation spans) with high water level H5% = 15. After that.38 - . and navigational clearance h = 10m (Clearance from water level H5%).05 5. In some locations.64 12. and. The common geological foundation in these locations can be described at direction from earth surface of clay.4.2 Location of soil investigation The supposed Vinh Thinh Bridge shall connect Son Tay Toywn – Ha Noi City and Vinh Tuong District – Vinh Phuc Province. The place of project implementation locates in turning point of Red river and is flooded in rain season so it has a thick alluvial layer formed by a flow on the geological foundation.1 GEOTECHNICAL SURVEY Description of geological condition in previous studies.51m. bottom width >90m. 55439433. river level I.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly No.4 3. curve radius >700m – The Red river where Vinh Thinh bridge is over is river level I. Therefore.70 Height h(m) 10 10 10 10 10 Width B(m) >80 >80 >80 >80 >80 1 2 3 4 5 Thăng Long Vĩnh Tuy Thanh Trì Yên Lệnh Tân Đệ In comparison with Vietnamese standard TCVN 5664-1992. 3. Total length is 5. 3.

4. + Borehole for bridge : the drilling will be terminated if : 55439433.4.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 3.2 Criteria of Soil Investigation Field work:  Standard for drilling in geotechnical investigation : 22 TCN 259-2000  Standard for geotechnical investigation of waterway works : 22 TCN 260-2000  The method for sampling.3. minimum 1. Field Vane shear test.3 Work scope and criteria 3.4.0m shall be drilled into the soil. Material resources investigation Making report on soil investigation. transporting and preserve of undisturbed samples : TCVN 2683-91  Standard for Standard Penetration test (SPT): TCXD 226-99  Standard for field Shear Vane Test : 22 TCN 355-06 Laboratory Testing:  Testing method for determining the shear strength in the laboratory: TCVN 419995  Testing method for determining specific gravity of soil : TCVN 4195-95  Testing method for determining natural water content of soil : TCVN 4196-95  Testing method for determining grain size distribution of soil : TCVN 4198-95  Testing method for determining liquid limit and plastic limit of soil: TCVN 419795  Testing method for determining natural wet unit weight of soil : TCVN 4202-95  Testing method for compression test of soil : TCVN 4200-86  Standard for soil classification of soil : TCVN 5747-93  Standard for Unconfined compression test : ASTM D 2166  Standard for Triaxial compression test (UU and CU) : ASTM D 2850  Standard for Consolidation test : ASTM D 2435 Basis for drilling termination: + Borehole for embankment and underpass box culvert: N (SPT) > 50 for cobble or N> 15 for noncohesive soil (sand) or N > 8 for cohesive soil. packaging.1 Scope of soil survey The soil investigation work is carried out in the Detailed Design phase to have data for designing and construction of VINH THINH BRIDGE – National Highway 2C. Standard Penetration Test SPT.doc . efficiency. safety and according to the requisition of Client and Consultants 3. Laboratory test. The soil investigation will be performed in high accuracy. included the main items as follows: • • • • • • Drilling and sampling.3.39 - .

3.4 Result of soil investigation Following the proposed schedule the JV of YOOSHIN and SAMBOO has promptly expedited the geotechnical investigation for Vinh Thinh Bridge Construction Project. test insitu.In the rock: * Weathered rock with continuous 8m of the thickness. The main geologic feature is characterized by accumulated relief and sedimentation of Holocene deposits belonging Quaternary period.6 70. or. or . * The rock layer has RQD > 50% with continuous 5m of the thickness.1 Geology of site Generally.5.4. Change in elevation of terrain surface is very minimal.4. Summary of Soil Investigation No.H Finished Proposed Drilling Length Finished Drilling Length Percent of Finished Drilling Length Description of soil condition Unit Hole Hole % m m % Q’ty 105 105 100 5495 3870. the project area is characterized by relatively flat terrain. • The drilling work has been started on 7 October 2010 just as the proposed plan • At present. laboratory test. The terrain surface is segmented by irrigation canals and ponds. Besides. This is the youngest sediment formation in the Project area. documentations… have completed meet the requirements of criteria and surveyed results were approved. They are composed of brownish grey sand and silt in the lower 55439433.doc . > 30 for cohesive soil with continuous 10m of the thickness. design engineers decide drilling stop height so that it can satisfy the design requirements. drilling works. all survey works including investigation work. > 50 for cobble layer with continuous 12m of the thickness .4.In the soil. 1 2 3 4 5 6 3. based on design requiements. * Total of depth drilling into rock is 10m in the case there are both 2 types of rock above. According to Hoang Ngoc Ky.5 Items Required Borehole Finished Borehole Percent of B. 1978 this sedimentation is classed in Thai Binh Formation (Q23 tb) with the fluvial origin. N value is: > 50 for noncohesive soil with continuous 12m of the thickness.4 Remarks (2)/(1)=(3) (7)/(6)=(8) 3.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly .40 - .

105 boreholes in which 98 boreholes at locations of 2 abutments and 96 piers (symboled EB1.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly part. medium stiff to stiff. BC1 A1. Its thickness changes from 2. and silt. brownish grey. All drilled boreholes are satisfactory on proposed technical requirements including the condition for drilling termination. Category 1: Cohesive soil consists of: • Layer 1a: Clay. somewhere is soft.0 m (P51) to 12. silt in the lower part and silty clay. EB2. field tests and laboratory tests have been completely carried out. These sediments belongs to the river bed and river bank facies.doc . A2. BC2 & EB4 in the direction from Son Tay side to Vinh Phuc side). 55439433. Based on the result of geotechnical investigation and serve foundation design of each separately pier of bridge. SPT value changes from 2 to 14.41 - .2 Soil conditions In order to evaluate geotechnical condition in Vinh Thinh Bridge contruction area. clay in th upper.5. 5 to 35.sand. the stratigraphy of the project areas can be divided in to five (5) main soil categories from the ground surface as follows: 1.7 m (P56). clay in the upper and underlaid by bed rock of claystone. PC1. This layer is encountered in 45/105 boreholes and distributed in Vinh Phuc side from P46.4. siltstone. The bed rock at Son Tay side was locally metamorphosed becoming quart biotite schist with very hard state 3. from P1 to P96. EB3. sandstone laminated with the diffrerent weathered degree.5 m thick. The surface of the project area is covered with fluvial sediments including cobble.

loose to medium dense.2 m (PC1). Its thickness changes 1.7 m (P27) to 32 m (P12). 2. brownish yellow. SPT value >50. in different weathered degree. This rock layer is encountered in most of boreholes. SPT value >50. Its thickness changes 0. This layer is encountered in 19/105 boreholes and mainly distributed in Vinh Phuc side from P46. This layer is encountered in 22/105 boreholes.4 m (P32). light grey.7 m (A1) to 7. SPT value changes from 4 (P… ) to 47. EB3. Its thickness changes from 1.5 m (P15). SPT value changes from 1 (P16 & P78) to 13. somewhere changes from 11 to 34 3. This layer is encountered in 68/105 boreholes and extensively distributed in the study erea. very dense. Category 4: Cohesive soil consists of: • Layer 5: Silty Clay. SPT value from 3 to 20 • Layer 6: Sandy clay mixed grit.6 m (P14). This layer is encountered in 8/105 boreholes and locally distributed in Son tay side (EB1. Its thickness changes from 0. light grey. This layer is encountered in 7/105 boreholes and locally distributed in Son tay side (from P2 toP8). Its thickness changes 0.6 m (P81) to 22. PC1.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly • Layer 1b: Sandy clay. P1 & P2). This layer is encountered in 83/105 boreholes and extensively distributed in the study erea. size 2-6 cm.3 m (EB4) to 24.doc . greenish grey. spotted brownish grey. brownish grey.BC1.2 m (P85). 4.6 m (P8) to 18. In the upper part (symboled 7a). spotted brownish grey. Category 5: Bed rock consists of claystone and sandstone laminated with high thicknes of each rock. SPT value from 5 to 40 5.2 m (P2). brownish grey.1 m (P92) to 11. A1. medium stiff to stiff. whitish grey. brownish yellow. SPT value changes from 3 (P16) to 17.8 m (P92) to 12. brownish grey. yellowish grey. claystone was 55439433. Category 2: Non cohesive soil consists of: • Layer 3a: Fine sand. multicolored.4 m (P59).42 - . very soft to stiff. Its thickness changes 4. brownish grey. SPT value changes 15 to >50 • Layer 3c:Gravel mixed sand. All boreholes didn’t drill through this layer yet. medium dense to very dense. medium stiff to hard. Category 3: Non cohesive soil consists of: • Layer 4: Cobble mixed gravel. Its thickness changes from 1. Its thickness changes 6 m (EB1) to 14. EB2. • Layer 7: claystone. plasticity. • Layer 3b: Medium sand mixed gravel. This layer is encountered in 62/105 boreholes and extensively distributed in the study erea. yellowish grey. • Layer 2: Clayey sand. medium dense to very dense. This layer is encountered in 63/105 boreholes and extensively distributed in the study erea.

9 m (PC1) to 10.9m 6.6 Soil profile Soil profile can be seen as in attached drawings.710 Km5+619.00m 13.5m/14÷ 22 6.3m 8. Clay. STA No.240 Km5+121.1 26.2m/38÷ 42 - 5.8m 7.3 16. medium Sand/ SPT Cobble/ SPT Bed Rock Total Depth (m) RQD (%) EB1 EB2 PC1 EB3 BC1 A1 P1 P2 P3 P4 P5 P6 P7 P8 P9 Km 0+144.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly completely weathered and became silty clay.1m/3÷ 6 5.0 50.360 Km4+962.710 6. whitish grey.800 Km5+030.260 Km5+359. in different weathered degree.0m/9÷ 37 - 8.5m/5÷ 10 18. 3.2m/9÷ 15 14.260 Km5+240.0m 17.3 15.168 Km 0+180.5m 32. Underlaid is sandstone (symboled 8b) which can be taken rock samples with RQD value of from 0-26% to 20-100% (P4).5 45.6m 10.6m 16.7 28. Underlaid is claystone (symboled 7b) which can be taken rock samples with RQD value of from 0-22% (P6) to 80-90% (P80 & P82). blackish grey. greenish grey.2m/5÷ 20 16. This rock layer is encountered in boreholes located mainly at Son Tay site.4m/7÷ 42 15. Silty clay / SPT Fine.060 Km5+160. In the upper part (symboled 8a).0 58.6 28.5m/7÷ 16 10.1m 8.43 - .545 Km4+895.710 Km5+409.m 34.doc .5m 11. greenish grey.8 20 0÷ 26 0÷ 40 0 0÷ 4 20÷ 10 0 0÷ 30 0÷ 22 38÷ 64 0÷ 90 10÷ 31 55439433.3 20.4 16.0 35.710 Km5+499.9 m (P2).0 15.5m/5÷ 8 8.260 Km5+200. sandstone was completely weathered and became silty sand.260 Km5+320.5m/19÷ 40 9. • Layer 8: Sandstone.8m 0.8m/7÷ 14 16.7 20.9 24.9m 16.8m 9.6m/11÷ 34 28.260 Km5+280.8m 15.0m/8÷ 19 18. stiff to hard with SPT value of from 10 to >50 and thicknes of from 1 m (P85) to 24 m (P2). Stratigraphy of the project areas can be tabled bellow Thickness(m)/Description Boring No. yellowish light grey.0m/3÷ 26 12m/15÷ 22 23.4. very dense with SPT value of from 20 to >50 and thicknes of from 0.

Clay.0m/3÷ 7 11.160 Km7+039.160 Km6+719.8m/15÷ 27 14.7m/3÷ 8 10.10m 2.4m/11÷ 47 13.7m/6÷ 7 5.9m/6÷ 20 18.160 Km6+359.2m/>50 8.710 Km5+859.67 56.6m/12÷ 40 25.05m/>50 9.10m 5.86m/>50 8.5m/14÷ 36 15.80 37.5÷ 5 7 60÷ 80 23÷ 45 0÷ 65 0÷ 53 20÷ 64 0÷ 31.72 37.5m/>50 9.4 0 0 0 0 55439433.60m/>50 10.27m/>50 9.4m/13÷ 29 19.5m/15÷ 30 18.6m/4 10.37 37.160 Km6+799.9m/2÷ 6 5.5m/5÷ 34 24.9m/5÷ 30 19.05 34.160 Km6+679.0m/14÷ 22 19.8m/>50 12.8m/>50 1.80 36.5m/>50 13.10m/>50 9.8m/9÷ 19 23.6m/1÷ 8 9.3m/7÷ 13 11.160 Km6+519.00 39.30m 1.70 34.07m/11÷ >5 0 41.80m Total Depth (m) RQD (%) P10 P11 P12 P13 P14 P15 P16 P17 P18 P19 P20 P21 P22 P23 P24 P25 P26 P27 P28 P29 P30 P31 P32 P33 P34 P35 Km5+739.5m/9÷ 23 21.160 Km6+759.94m/>50 10.710 Km6+099.30 38.50 44.160 Km6+479.4m/18÷ >50 26.44 - .5m/13÷ 29 Cobble/ SPT Bed Rock 10.710 Km6+279.5m/>50 1.160 Km6+999.0m/2÷ 7 11.710 Km6+189.0m/3÷ 5 11.50 39.42 37.30m/>50 14.710 Km6+239.0m/>50 22.00 37.5m/6÷ 38 41. Silty clay / SPT 8.8m/5÷ 9 11.8m/1÷ 8 10.63 36.6m/4÷ 6 10.8m/7÷ 25 39.9m 2.2m/19÷ 50 32.03m/>50 8.00 49.710 Km5+979.0m/>50 14.160 Km6+439.00 37.160 Km6+319.6m/>50 7.160 Km6+339.54 39.0m/>50 2.0m/10÷ 28 14.160 Km6+959.1m/13÷ 34 15.3m/15÷ 31 18.90m 2.92m/>50 8.2m/5÷ 17 Fine.2m/11÷ 21 14.0m/7÷ 21 14.160 Km6+639.160 Km6+839.0m/10÷ 15 7.99m/>50 10.160 Km6+559.8m 10.8m 7.67 73.5m 10.87m 9.4 49.5m/>50 8.160 Km6+919.7m/5÷ 6 9.7m/11÷ 29 20.160 4.5m/10÷ 43 15.50 52.0m/6÷ 8 5.8m/4÷ 9 9.0m/6÷ 7 4.3m/5÷ 7 8.22m 2.66 35.160 Km6+599.160 Km6+879. STA No.89 35.9m/>50 13.0m/1÷ 10 9.20 36.3m/6÷ 7 5.80 49.8m/3÷ 13 7.50 8÷ 62 48.50m 21.5m/5÷ 65 41.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Thickness(m)/Description Boring No.doc .00m/>50 37.50 55.3m/>50 5. medium Sand/ SPT 22.

70 43.0m/11÷ 33 19.8m/5÷ 7 7.0m/3÷ 4 12.5m/10÷ >50 14.50 42.160 Km7+759.80 41.4÷ 10 0 0÷ 32.20m/3÷ 5 5.2m/11÷ 26 20.160 Km7+279.27 44.20m/4÷ 8 12.30m/7÷ 30 26.160 Km7+519.30m/16÷ 27 11.95m 8.80 36.30m/>50 8.160 Km7+679.0m/>50 11.80m/2÷ 8 22. Silty clay / SPT Fine.50m/2÷ 8 12.18 44.20m/>50 5.80m/>50 11.160 Km7+479.20m 10.8÷ 56 0÷ 72 12 51÷ 56 0÷ 84 50÷ 57 33÷ 46 65÷ 68 45÷ 49 8÷ 48 0÷ 45 - 55439433.5m/19÷ 28 23.20m/3÷ 5 4.160 10.70m/6÷ 45 22.89 47÷ 75. 26 8.45 - .160 Km7+719.70m/2÷ 3 6.5m/5÷ 9 7.20 48. Clay.0m/2÷ 8 9.50m/6÷ 8 11.50 36.48m/>50 7.7m/8÷ >50 22.8m/5÷ 6 6.70 42.30m/>50 1.50m/>50 12.2 0÷ 50 2.90m 2.40m 10.160 Km7+119.80 34.8m/5÷ 7 3.00m 11.80m/5÷ 9 10.7m/2÷ 4 5.160 Km7+599.160 Km7+559.80m/6÷ 26 20.60m/13÷ 24 16.27m 10.5m/3÷ 8 10.90m/>50 7.80m/13÷ 25 13.20m - 39.67 35.160 Km7+999.doc .30 39.00m 13.160 Km7+159.160 Km7+919.8m/>50 6.30m/5÷ 8 7.50m 11.160 Km7+839.60m/11÷ 18 10. medium Sand/ SPT Cobble/ SPT Bed Rock Total Depth (m) RQD (%) P36 P37 P38 P39 P40 P41 P42 P43 P44 P45 P46 P47 P48 P49 P50 P51 P52 P53 P54 P55 P56 P57 P58 P59 Km7+079.50m/11÷ 26 16.90m/10÷ 24 14.26 44.50 38.30m/8÷ 28 18.6m/4÷ 8 7.90m/>50 8.40m 12.20 44.160 Km7+199.6m/6÷ 15 8.50m/2÷ 9 6.4m/>50 7.80m/6÷ 30 21.10m/>50 7.20m/10÷ 26 22.4m/>50 9.160 Km7+439.0m/>50 7.70 37.10 46.90m/16÷ 29 6.50m 5.00 47.50m/>50 9.160 Km7+399.160 Km7+799.00m 8.90 40.06m/>50 3.39m/>50 10.70m 9.160 Km7+959.92m 10.80m/>50 12.7m/5÷ 9 8.00 41.60 36.80m/6÷ 22 19. STA No.80 45.40m/3÷ 15 15.80m/15÷ 24 15.00m/>50 10.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Thickness(m)/Description Boring No.10m 9.70m/2÷ 7 11.6m/11÷ 42 19.20m/>50 4.50m/2÷ 7 3.70m/12÷ 30 26.45 34.4m/11÷ 28 19.27m/>50 10.160 Km7+879.160 Km7+639.30m/15÷ 25 16.20m/33÷ > 50 8.160 Km7+319.160 Km7+239.160 Km7+359.

Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Thickness(m)/Description Boring No.50m/>50 8.00m/>50 4.00m 8. Clay.90m/>50 8.70m/2÷ 4 11.50 10.160 Km8+199.00 46.00m 6.70m/4÷ 8 7.80m/16÷ 20 11.60 32.00m 10.46 - .30m 11.05m/>50 14.00m/5÷ 21 13.50m/7÷ 8 9.00m/17÷ 20 9.80m/6÷ 8 10.160 Km8+079.10 6.70m/2÷ 7 13.20m/1÷ 10 25.90/2÷ 7 13.50m/1÷ >5 0 25.10 45.20m/8÷ 15 32.60 45.70m/16÷ 20 16.0m/19÷ 23 0.160 Km8+639.70m/2÷ 7 Fine.50m/11÷ 21 15.20m/12÷ 19 12. medium Sand/ SPT 16.00m/6÷ 11 8. Silty clay / SPT 15.160 Km8+359.00 47.70m/4÷ 8 6.160 Km8+599.50 28.6m/>50 - 44.160 Km8+119.8m/16÷ > 50 5.00m/>50 4.160 Km8+759.60m/3÷ 17 18.90m 8.40 48.40 6.30m/13÷ 25 10.50m/12÷ 25 16.40 31.20m/11÷ 20 20.2m/21÷ > 50 16.00 47.40 40.10 43.5m/24÷ > 50 12.50m/8÷ 14 12.160 Km8+319.50m/11÷ > 50 20.160 Km8+519.30m/>50 8.60m/11÷ 25 17.160 Km8+159.90m/12÷ 23 17.160 Km8+479.160 Km8+399.80/3÷ 4 6.80m/15÷ 22 12.60m/2÷ 4 9.20m/5÷ 7 7.30 32.50 43.00 35.160 Km8+559.20 19÷ 42 11÷ 46 <50 9÷ 40 0÷ 42 51÷ 56 11÷ 49 20÷ 80 40÷ 90 30÷ 75 80÷ 90 70÷ 75 80÷ 90 55439433. STA No.20m/15÷ 16 14.30 43.00m/16÷ 26 16.50m 15.40 31.160 Km8+799.160 Km8+279.55 35.30m/8÷ 35 13.80m/15÷ 20 11.50m/>50 8.160 Km8+239.40 Total Depth (m) RQD (%) P60 P61 P62 P63 P64 P65 P66 P67 P68 P69 P70 P71 P72 P73 P74 P75 P76 P77 P78 P79 P80 P81 P82 Km8+039.80 33.20 10.160 Km8+439.160 Km8+719.30 49.80m/>50 4.160 4.10 48.160 Km8+679.80m/6÷ 19 16.50m/>50 11.00m/10÷ 2 0 17.80m/3÷ 12 15.00m/>50 7.00m/>50 4.50m/21÷ 22 3.10m/10÷ 35 Cobble/ SPT Bed Rock 8.00m/15÷ 30 9.2m/12÷ > 50 17.40 39.70m 10.00m/11÷ 22 17.60 6.50m/8÷ 14 14.0m/3÷ 5 16.doc .160 Km8+919.30m/11÷ 23 17.00 37.60m/14÷ 22 12.160 Km8+879.160 Km8+839.90m/>50 12.80m/5÷ 6 8.60m/11÷ 24 18.80m/6÷ 9 7.

crushed stone & yellow sand for cement concrete and asphalt concrete.80 3.80m/14÷ 31 15.20 40.50m/12÷ 14 17.00m/25÷ 34 5.20m/15÷ 33 20.160 Km9+660.doc .20 36.10m/>50 8.70m/6÷ 8 13. STA No.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Thickness(m)/Description Boring No.30m/>50 13.160 Km9+319.00m/15÷ 31 5.80 0÷ 75 0÷ 55 10÷ 55 51÷ 52 0 - 3.70m/>50 12.50m/6÷ 16 9.90m/16÷ 25 22.000 13. The material construction survey has been carried out in purposes of finding Material Sources surrounding the project area.160 Km9+479.80 18.60 11.10m/6÷ 9 13.00m/>50 10.40 36. and bridge system.50 49.20 42. pavement.50 43.160 Km9+199.60m/3÷ 20 11.70m/>50 10.80m/6÷ 10 14. Clay.20m/4÷ 10 Fine.160 Km9+159.10m/>50 12.40m/12÷ 29 24.10m/17÷ 26 15.40m/14÷ 26 17.70 - Total Depth (m) RQD (%) P83 P84 P85 P86 P87 P88 P89 P90 P91 P92 P93 P94 P95 P96 A2 BC2 EB4 Km8+959.10m/14÷ 36 20.40m/13÷ 31 17.80m/4÷ 9 5.160 Km9+580.40m/6÷ 10 8.30m/6÷ 12 7.5 11.90 40.160 Km9+119.90m/6÷ 9 7.00 44.30m/7÷ 11 11.160 Km9+439.160 Km9+399.50m/>50 5.160 Km9+079.40m/5÷ 10 7.70m/8÷ 9 10.80 40.47 - . All material samples have been transferred to the approved Laboratory for testing under the testing requirements approved by the Consultant.9m/>50 10.10m/12÷ 23 14. Especially.30m/12÷ 29 15.50 10.40 36.160 Km9+239.20 38.160 Km9+039.160 Km9+359.160 Km8+999.80 18.00m/>50 - 43.50m/>50 10.30m/16÷ 31 24.10 39.160 Km9+518.80m/>50 6. The detail informations of material construction sources can be shown in the tables below: 55439433.30m/15÷ 34 22.5m/>50 5.20m/6÷ 10 9.50 49. Silty clay / SPT 8.90m/>50 10. medium Sand/ SPT 21.160 Km9+279.80m/4÷ 15 13.5 CONSTRUCTION MATERIAL INVESTIGATION A large quantity of materials is demanded for the project in constructing roadbed.10 49.00m/25÷ 34 Cobble/ SPT Bed Rock 8.40m/10÷ 24 24.50m/3÷ 9 9.5m/>50 4.00m/>50 8.80m/4÷ 10 8.

1 Stone Quarries Item Son Tay Site Sunway Quarry Company About 28 Bazarth (Igneous Rock) 1995 ~ 2025 2 Millions m^3 Nhat Thanah Bridge Che Quarry Company About 30 Limestone (Sedimentary Rock) 2006 ~ 2016 5 Millions m^3 NH 413 Local Bridge Vinh Phuc Site Bao Quarry Company About 45 Riolite (Metamophic Rock) 2002~2030 10 Millions m^3 Cank River Bridge (Noi Bai Airport) 250 ~ 500 Ton/h (Totaly:1050 Ton/h) 3 Machines Trung Mou Quarry Company About 35 Riolite (Metamophic Rock) 1994~2014 5 Millions m^3 Nhat Thanh Mixing Plant Noi Bai Airport 60 ~ 80 Ton/h (-) 6 Machines Company Name Distance (km) Materials in Origin Estabilited years Remain Reserve (Nov.5.5.000 m^3 Very Easy Company Name Distance (km) Located Soil Description Reserve ExplorationCondition 3. co dong Village Silty Clay Silty Clay with grits with grits > 1000.000 > 1000.2 250 ~ 450 Ton/h 75 Ton/h (Totally:700 (Totally:150 Ton/h) Ton/h) 2 Machines 2 Machines Soil Borrow Pits Item Son Tay Site Puzolan Borrow Pit About 4 Sondong Village Vinaconex Borrow Pit About 10 Company Name Distance (km) Located Soil Description Reserve ExplorationConditio n Vinh Phuc Site Puzolan Borrow Pit About 4 Sondong Village Silty Clay with grits > 1000.000 m^3 m^3 Very Easy Very Easy Sand Stockpiled Area Item Son Thay Site Binh Minh Material Company 1.2010) Delivery Site Machines Capacity (Ton/h) Crushing Machines 3.5.48 - Company Name Distance (km) 55439433.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 3.doc .3 Trieu dong hamlet.2 .0 Vinh Phuc Site Vinh Thinh Material Company About 0.

2km from Vinh Thinh Bridge on Left Side Black Sand & Yellow Sand => Sand Exploited from LO River 10.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Located Soil Description Supplying Capacity Exploration Condition l.000 m^3/day Easy 3.1 OTHER SURVEY AND INVESTIGATIONS Other site investigations Purpose Pictures Project location check Check the realizability of horizontal alignment and major obstacles in project area Survey general site conditions   Determination of under box location Investigate land utilization within surrounding dike Check the dike horizontal alignment for developing and plan of supporting road Intersection revision Check the operation condition of traffic flow Investigate existing three legs intersection Check condition of access road  Existing drainage facilities check ( include underground drainage) Investigate existing drainage and irrigation system 55439433.doc .0km from Vinh Thinh Bridge on Right Side Black Sand & Yellow Sand => Sand Exploited from LO River 8.49 - .000 m^3/day Easy 0.6 3.6.

16 6+369.00 9+280. Similarly.0 3.00 8+567.5 1.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 3.54 6+479.0 2.0 3. therefore.35 7+999.00 P91 P76 P59 P6 P15 P18 P21 P32 P35 P38 No of pier Type of pavement Cement Concrete Cement Concrete Cement Concrete Brick line Cement Concrete Cement Concrete Brick line Brick line Soil bank Soil bank Soil bank Brick line Cement Concrete Brick line Soil bank Soil bank Soil bank Soil bank Width(m) 5.00 7+039.0 minor dyke major dyke Remark There are 6 conflicted existing roads found within the process of bridge bed excavation during construction.50 - . a permanent re-location plan was arranged. there are 3 segments conflicted with bridge abutment positions.7 2. 55439433.0 1.0 1.6. Condition of existing road Station 5+062.0 3. a plan for pipe culvert arrangement should be arranged.3 Investigation of replacement of small roads and channels Conducted the site survey on existing roads and available canal system.71 6+279.5 2.69 9+175. a temporary movement plan was set up.16 7+159.6.0 2.0 2.00 8+679.0 2. provide underpass boxes and drainage culverts if necessary to avoid disruption of existing roads and canals within construction area.5 2.16 7+501.70 7+602.0 2. therefore.16 8+188.0 1.0 2.5 3.00 8+339. as the result.2 3. Surveyed the condition of roads and canals which are conflicted with abutment to relocate plan if needed.doc . For project roads.16 9+061.16 6+920. there are no interrupted roads but only an interrupted irrigation canal.46 5+359.

3. permanent movement relocation was arranged.16 8+239.doc .50 7+639.51 - .0 13.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Existing cannel Station 6+703.0 1.16 7+719. All existing culvert structures and other underground facilities related with drainage and irrigation system are carefully investigated in order to collect adequate information for the evaluation of their existing conditions as well as their existing flow capacity 55439433.16 8+280.16 P50 P52 P65 P66 P78 No of pier Condition of existing cannel Type of cannel Concrete cannel Soil cannel Soil cannel Concrete cannel Concrete cannel Soil cannel Width(m) 6.5 8.0 9. as the result.0 Remark There are 2 segments conflicted with bridge pier positions.4 Existing drainage system in intersection area There are 03 existing transverse culverts and many existing catch basins in the intersection area which is located at the beginning point of project.6.00 8+759.0 9.

doc .6. 3.6 Existing pavement The pavement condition of existing NR32 section has the same level with project road as the table below The pavement condition of existing NR32 Station NR32 Remark Pavement structure Pavement condition pavement - The Opening year of NR32 : 2008 year The type of pavement : Asphalt concrete Present road surface condition : good The total width of pavement : 22.5m Survey for existing pavement structure assessment by test pit at km4+620 has been carried out. The possibility of traffic accident is high due to the mixed traffic flow.5 3.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 3.6. Yet.7 Existing Intersection At the beginning point of project there is Three-legs intersection (NR32 and NR2C) without traffic signal.6. 55439433. therefore LOS (level of service) of intersection is quite good at present.52 - . conflictions occur between means of transport which caused by the close location of 3 intersections. Traffic volume is not high in the intersection.

53 - .6.6.10 55439433. Suggestion received: Setting up new facilities in construction area will be more cost effective than moving the old system to a new position.6.doc .9 Meeting with related authorities Authority Purpose Get information about existing water supply facilities. Get information about existing underground drainage system Compare drawings provided by authority and real site condition (accompanied by local authority) Remark Son Tay Water Supply Company Son Tay Urban and Environmental Company 3.8 3.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 3.

Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly CHAPTER 4: DESIGN OF THE ROAD Review and update the previous studies such as pre-feasibility study and feasibility study executed.1. therefore. Carry out road safety audits on the proposed roads and incorporate approved recommendations on any diversions. In some cases. it is required to revise the difference between the existing ground and finished ground at the beginning point of project and Son Tay bypass. pavement structure studies. and other major features based on related documents provided by PEA. 4. required intersections. pavements.3% without vertical curve. On the basis of traffic counts and projected traffic levels. vertical curvature should be arranged based on standards.1 4. some items of profile that need to be supplemented and revised as below: During F/S stage. yet. including geometric features.54 - . determine the most cost-effective improvement option for each road section. As this may affect structure and driver's comfortableness. intersection improvements and realignments and widening and other facilities to eliminate hazards. bridge sections are provided with minimum slope of 0.doc .1 FEASIBILITY STUDY REPORT REVISION Main road revision Horizontal alignment plan taken from result of feasibility study report revision practically follows the standard. - The vertical plan in bridge section in F/S stage 55439433. type and condition of existing structures. bypasses. axle load considerations. existing ground elevation was not surveyed in detailed.

This is considered as an improvement method to increase capacity and safety.4 4. This additional way will be the solution for right turning vehicles. Therefore.5 Supporting road revision In order to ensure inhabitant’s rights of way on dyke. yet. bed excavation of culvert can affect the dyke safety. the direction between Trung Ha Bridge and Tich Giang Bridge was planned with 2 directions to increase accessibility of Duong Lam village. The roundabout will be only used for turning left and going straight.doc . As a result.55 - . the result of right dyke’s plan revision for supporting road in F/S stage as follows: Location of box culverts on supporting road and alignment of supporting road on right dyke is evaluated to be suitable.1.2 4. 55439433. In F/S stage.1. Box culvert of supporting road on left dyke locates at the berm of dyke. the section between Trung Ha Bridge and Tich Giang Bridge should be adjusted to be one direction and used special traffic method to access Duong Lam village. The Intersection plan in F/S stage 4.1. therefore.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 4.1. it can result more traffic accidents caused by driver’s confusion and capacity reduction. the location of box culvert should be moved to the toe of dyke to avoid any impact on main dyke.3 Intersection revision The type of intersection planned in F/S stage is roundabout with additional right turning way.

1. C.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly - In the process of revising plan for supporting road on left dyke. additional land acquisition should be minimized. Calculating bearing capacity of ground based on soil characteristic (CBR.7 Pavement revision As the result of calculating pavement’s thickness in F/S stage.56 - .doc . For inevitable case.8 Item F/S Stage Do not provide vertical curve at VIP (vertical intersection point) consisting of minimum longitudinal curve on both sides at bridge section → Reduce driver’s comfortableness Detailed Design Stage Minimize the affect on bridge structure and increase passage advantage by arranging enough vertical curve for each VIP Alignment 55439433. The Plan for supporting road and box culvert of Left Dyke in F/S stage 4.6 4. Converting other axle load into standard design axle load.1. φ) according to laboratory test of soil taken from borrow pit. it is suggested to maintain original land acquisition. it is required to revise the following contents: - Reasonable traffic distribution based on the result of traffic survey and traffic demand forecast. Summary of major changes from Feasibility Study 4.1.

→ Reduce the safety of the dyke during he process of bed excavation → No need to obtain additional land acquisition for providing underpass Axle load coefficient of each type of vehicles is not suitable with standard → Asphalt concrete surface course : 5cm → Asphalt concrete binder course : 7cm Supporting Road Plan the section between Trung Ha bridge and Tich Giang bridge into 1 way right turning ramp way → Reduce conflict.doc . plan of horizontal alignment in F/S stage is highly appreciated. Plan to locate supporting road on the berm of left dyke.0 3. Locate supporting road near toe of left dyke → Increase the dyke safety on underpass culvert construction →Need to obtain additional land acquisition Apply suitable axle load coefficient for each type of vehicles to be equivalent to standard → Asphalt concrete surface course : 5cm → Asphalt concrete binder course : 10cm Pavement 4.2 4.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Intersection Plan the section between Trung Ha bridge and Tich Giang bridge into 2 ways road → Reduce road capacity volume and traffic safety of passage by increasing conflict points → Accessibility of Duong Lam Village is quite good. usable for detailed design therefore. IP 1 2 3 R(m) 250.1 Study As can be seen from analysis result.1 ALIGMENT DESIGN Horizontal alignment 4.000 2.2. increase traffic safety and road capacity → Duong Lam village’s accessibility will be somewhat reduced in comparison with F/S stage.2.1.000 L of spiral (m) 70 Super elevation (%) 2 non-super elevation 2 Remark Speed should be limited to 40km/h at the entrance of roundabout 55439433. consultant only revise some plans for vertical alignment in detailed design stage.57 - .

66 455.78 Ratio compared with alignment length (%) 0.66% 6. The number of VIP (vertical intersection point) in the beginning part of project will be minimized to improve driver's convenience.doc .00% 2. Alignment design on plan result: No 1 2 3 4 Radius R(m) 0 ≤ R < 250 250 ≤ R < 400 400 ≤ R ≤ 2500 R > 2500 Tổng cộng Quantity 0 1 1 1 3 Length (m) 0 146.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 4. F/S 55439433.2.2.1. It is guaranteed to satisfy required control. coordinated with regional topography and minimize the impact upon the regional ecological environment. Alignment plan is designed to ensure the design speed of 80 km/h with the value of Rmin = 250m.2 Design result Alignment direction: From the point intersects with NH32 and crosses Red River at position which is about 150m downstream from Vinh Thinh ferry (Son Tay bank) to Vinh Tuong District area.03% 8.2.58 - . Then.2.03 931.09 330.2 Vertical alignment 4.98% 4.29% 16.1 Connection with existing road NR 2C at the beginning point Vertical alignment at the beginning point should be adjusted to use the result of centerline survey in order to match the elevation of existing national road. Vinh Phuc Province at position which is 60m downstream from Lieu Tri pump station. alignment directs and passes left dyke of Red River about 200m.

60% 3.44 1485.5 ≤ I < 2. Longitudinal section is designed to guarantee that the road shoulder is higher at least 50 cm than water level frequency 4%.2.2.28 252.3 Design result Section is designed according to standard: class III terrain. This will be revised as following: F/S D/D 4. bridge sections are provided with minimum slope of 0.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly D/D 4.76% 27.2 Vertical curve provision for smoother vertical intersection points (VIP) In some cases. Maximum longitudinal slope is 5%. maximum radius of sag vertical curve R = 2000.5 2. maximum slope length regarding longitudinal slope L4%=900m.2. minimum slope length L = 200m.07% 4. minimum vertical curve length L = 70m. L5%=700m No 1 2 3 4 Longitudinal slope (%) 0 ≤ I < 0. As this may affect structure and driver's comfortableness.5 0.59 - Ratio (%) 64.00% 55439433.doc .25 195.3% without vertical curve. maximum radius of crest vertical curve R = 4000.5 ≤ I ≤ 4 I>4 Total Length (m) 3553.99 5486.2.96 .57% 100.

98 thickness ≥ 50 cm.5m = 1m.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 4. 4.60 - . 5 m = 1m Details of cross-section Embankment is designed by soil filling method. 55439433.5m = 1m. median: 0. safety barrier: 2x0.5m. Refer to 2. Normal embankment slope has grade 1:m = 1:1. safety lane: 2x0.0m/1 to ensure stable condition (cross slope of benching icross = 2% lean to embankment).doc . lanes: 4x3. 1869/QD-BGTVT dated 29/06/2009.5m.1 EMBANKMENT DESIGN Cross-section Cross section design will follow approved Decision No.5m = 14 m.95.5m.3. high embankment from> 6 m must have benching with width 2. soil organic layers must be moved at least 30cm before filling up.3.5m = 1m. layers below compacted soil layers must guarantee minimum density K = 0. Base layer beneath the pavement structure layer must be compacted with K = 0. shoulder: 2x0.5.3. Embankment slope are usually protected by grass which can create landscape beauty.2 Width of cross section on bridge section: 16. For backfill. - Width of cross section on embankment: 17.5m.3 4. safety lane: 2x0.5m = 14 m. easy care and maintenance. median: 1.3 for more details. number of lanes: 4x3.

The shear strength is high in therefore.3 Material for embankment Base on material investigation result.Water permeability is very low.doc . floodplain should be widened each side 20m compared with toe of slope of embankment of bridge end 55439433.0m in the ending point. Slope consolidating positions: All approach roads of bridge ends of river bank Slope of Red River.The price for using sand is higher than using soil. therefore.For slope protection. same filling material . therefore. it cause any problem such as is not suitable for preventing water material separation because of penetration. it can prevent compare with clay.The grading of dredging sand is of silty clay.3. yet.4 Slope protection for embankment Slope of road is reinforced by stone masonry M100 with thickness 30cm on blinding stone with thickness 10cm. Embankment section of this project is too short with 000.0m at the beginning point and 000.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 4. it should be provided specific method such as filling of cohesive layer . 4.3. specific equipment should be provided for vibrating compaction Soil Sand Strength and weakness In result. it won't almost big and rough. . cohesive slope and sod planting on top layer should be provided.61 - . it will efficiently water penetration decline suddenly if water penetrate through slope happens . In addition. consultant chooses soil for embankment to increase workability.Existing dyke is also consisting . In case of using sand as filling material. there are two option for embankment material: Comparison between soil and sand as filling material Classification Typical Cross Section . slope safety in rainy season etc. maintenance.

Reduce traffic confliction by providing only one direction for all right turning ramp ways.5 4. Trung Ha Trung Ha 4. Moreover. .5. Along with ensuring traffic safety of vehicles turning in each access road. 01 direction form approved in F/S stage (roundabout + additional right turning used the 01 lane. there is a plan to arrange acceleration and deceleration lane which are suitable with standard. .4 CULVERT DESIGN Alignment has 01 irrigation culvert with dimension Φ 1. in order to ensure inhabitants’ rights of way for Duong Lam village.0m at station km4+912 which is designed accordingly to agreement with Duong Lam Village on culvert location and dimension. Item Alternative-1 Alternative-2 Plan QL2 QL2 Son Tay Son Tay Features .1 INTERSECTION WITH NH32 DESIGN Analysis of site condition The plan lane. 01 direction 02 Zebra on the Right Zebra on the Left ramp) and the section between Trung Ha bridge and Tich Giang Bridge has been planned to change from 2QL21 ways road in F/S stage into 1 right turning way to QL21 minimize conflict times of intersection.Provide 1 lane for ramp way (direction of Trung ha to NR2C).Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 4. . it is required to plan the approach road similarly in F/S stage and as safety policy.The horizontal alignment of ramp way is acceptable. . .62 - . √ Select 55439433.Ramp way directing from Trung Ha to NR2C will be provided 2 lanes.doc .The horizontal alignment of ramp way is acceptable.Reducing traffic confliction by providing only one direction for all right turning ramp ways.

5.63 - .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 4.Provide traffic sign board 4. control traffic flow by roundabout and traffic islands. . The width of road around the roundabout is 13m.Provide enough radius of left turning curve. each of 3.5. .3.1 Design speed - General design speed at intersection Vn=40 km/h.3.5. Intersection includes roundabout (R=45m) and traffic island. Turning right speed Vph=40 km/h. Turning left speed (at roundabout): Vtr = 30 km/h 4.5m.Choose best place to provide sufficient sight distance.doc .2 Design layout: - Design intersection at grade.3 Result of NH32 intersection design 4. . 55439433. it includes 03 motorized lanes.2 Solution to increase safety of approach road to Duong Lam village Classification Alternative to increase safety Diagram Features . and 01 non motorized lane of 2.Ensure space for vehicles traveling and take full advantage of large space of traffic island and zebra crossing.5m.5.

Design side walk of 2m wide on all the ramps in the area of intersection Ramp on QL32 and QL2C (Ramp leading to Vinh Thinh bridge): keep the scale of the existing road unchanged. to the beginning point of Tich Giang bridge.4 Cross section Cross section is suitable with scale of layout. turning radius Rmin=80m.5m. QL2C). B. Table summarizes geometric design parameters No 1 2 3 4 5 6 7 Design parameters Design speed of main road (V) Turning left speed (Vt) Turning right speed (Vp) Roundabout radius (R) Minimum left turning radius (Rt) Minimum right turning radius (Rp) Length of deceleration (Lgt) Unit Km/h Km/h Km/h m m m m Design value 80 30 40 45 40 80 80 . QL32 leading to roundabout).3%.3. pavement with 1 side slope and cross slope of 2% on turning right ramp and inside the roundabout. C. Side walk is 2m wide on newly designed ramp (Ramp A. QL2C at the beginning point of Tich river. Just design and widen speedaccelerating/reducing lane Intersection scope: From the heart of roundabout. 300m to the Son Tay side on QL32.5. and join into current QL32 on the way to Ha Noi and Trung Ha bridge. width of ramp is 7m.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly - Arrange direct turning right way for each ramp.doc .5. < 40%V (22TCN 4054-05) < 60%V (22TCN 4054-05) 55439433.3 Profile The design ensures intersection at grade for 2 routes: QL2C and QL32. Ramp D will use up the current side walking. Minimum longitudinal slope is 0.64 - Remark Son Tay bypass and NH32 On roundabout. 4. The width of turning right ramp is 5. 320 to Vinh Thinh bridge. design will ensure road drainage. except for ramp D (Trung Ha → NH21) we will arrange 2 lanes. on the bypass through Son Tay town. 300m to Trung Ha bridge. road is designed with 2 side slopes and cross slope of 2% with direction of going straight (QL32. the new design will base closely on the existing road.3. - - 4. Especially on ramp D.

height changes according to longitudinal slope. Rain water is collected into manhole and connected to drainage system on ramp B Water supply system is designed for relocation within intersection area to ensure operation as the existing intersection. in case levelling thickness is > 8cm.5m. left turning directions pass the roundabout. 4. - - See drainage design details in the design drawing for detailed.7 Drainage design - Floor drainage system used ditch with the width of 0.3 Remark Min according to (22TCN 4054-05) 1:10 4.8m around island parametric. The average distance between manholes is 50m.doc . Main design parametric . use crushed –stone aggregate foundation 4. use asphalt concrete (20).5 Traffic organization: Turn right on direct right turning ramp. The center island is drained by concrete ditch of 0.5. arrange one bypass road under berm and interchange with the main alignment by underground box culvert with dimension of 6mx4.3.8m. Floor water is collected directly into manholes.65 - 55439433. concrete ditch is located on sidewalk.5. The strengthened pavement structure of asphalt concrete 5cm will be used on the section on existing road. in case levelling thickness is < 8cm. Floor drainage system is connected with existing system by the manhole.6 Pavement structure The same pavement structure as the one of main alignment will be used for renewed pavement structure. It allows vehicles travel on Vinh Thinh bridge and forbid non-motorized vehicles.6 RED RIVER INTERSECTION Finished grade is proposed to be at grade with dike so in order to ensure protection traffic if necessary.3. 4.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly No 8 9 10 Design parameters Length of acceleration (Ltt) Length of wedge-shaped (Ln) Minimum longitudinal slope Unit m m % Design value 120 35 0.5.3.

Plan to minimize additional land acquisition caused by alignment improvement. Design parametric Unit Design value 1 2 3 4 5 Design speed Max longitudinal slope Km/h % 30 5% Cross section scope: Bmặt = 5m. the supporting road of left dyke is modified with concerning about the followings: 4.1 Specifications for supporting road Plan of supporting road for right dyke of Hong River used the plan in F/S stage.4x0. SUPPORTING ROAD OF DIKE DESIGN 4. the permanent realigment shall be applied. In case. pavement thickness. Provide gradual slope (about 5% as maximum) with concerning about movement of pedestrians and non-motorized vehicles. For detail of these realigment.75.L (4%).7 All existing cannels and local roads which intersect with abutments. curb cross slope 4% Cement concrete pavement structure (4.5 Mpa) cast in situ with thickness of 24cm on crushed-stone aggregate foundation of 20cm insulated by oil paper. pavement cross slope 2%.doc . permanent structure disturb existing cannels or local roads. 4.7. piers shall be realign temporarily if the temporary work for the construction of foundation excavation touch them.W. see design drawings.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly NO.4) which is located on protection dike road shoulder and drained to slope through slab culvert BxH = 0. Bnền = 6m. Drainage: water floor from the existing dike is collected into brick side ditch (BxH = 0.7. Provide good horizontal and vertical alignment for safe and comfortable traveling. REALIGMENT OF EXISTING CANNEL AND LOCAL ROAD.75x0. the depth of soil cover of underpass Measurement of underpass General drawings Dimension .2 Choose location for underpass to minimize the affect on dyke in the process of bed excavation.66 - 55439433. Plan with concerning about H.

31m far from center of dike (toe of dike) Plan Centerline Profile ⁃ The elevation of bottom of box culvert .3.56m 4. Feasibility study ⁃ Location : . 9+580.L = 11.2 Left Dike a.0 m ⁃ Height : 4.67 - .3.0m far from center of dike (toe of dike) .E.24 . 5+030.STA.62 m 4.3.1 Right Dyke ⁃ Location : .doc .Box culvert is located on the berm of dike Plan FS Centerline 55439433.7.19 .7.5 m ⁃ Minimum depth of the soil cover : 0.5 m ⁃ Pavement thickness : 0.STA.20.7.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly ⁃ Width : 6.3 Determination of uderpass location 4.

doc .19 . Proposal Plan DD Centerline ⁃ Location : .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Profile ⁃ The elevation of bottom of box culvert .8.E.E.Dike won't be affected by bed excavation Profile 4.2.68 - .L = 11. dike will be affected by bed excavation Berm b.STA. material testing results at borrow pits. Design Consultant will adjust the material thickness and criteria as follows: 55439433.Land acquisition will increase ⁃ The elevation of bottom of Box culvert .L = 12.16m .71m .During construction period.8 4.Box culvert is located at the toe of dike .69m far from center of dike (toe of dike) .1 PAVEMENT DESIGN Pavement of new road Design Consultant audited pavement structure of Basic Design step based on standard 22TCN 211-06 and concluded that the structure does not meet the safety requirement with Eyc = 160 Mpa approved by Decision of the Ministry of Transport. 9+595. Based on forecast results of traffic volume.

Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Sketch of pavement Eyc = 160Mpa Detailed of pavement ⁃ Asphalt concrete surface: 5cm .Asphalt surface course : 5cm .800 1.Tack coat ⁃ Asphalt concrete binder: 10cm .Primcoat ⁃ Aggregate base: 18cm ⁃ Aggregate sub-base: 32cm . design to take advantage of existing pavement.In case of .2 4.0<t<8 : leveling by asphalt .8. 55439433.69 - .3 .8 2.600 300 250 40 350 250 2. only 5cm asphalts concrete increase on asphalts concrete leveling or stabilized aggregate leveling.Total: 65cm Subgrade Eyc = 40Mpa.8<t : leveling by base Traffic safty and miscellaneous facilities To ensure traffic safety and sustainability of the route during the construction.8.2 Strengenth of existing pavement Enhanced pavement structure: at intersection NH32. it is required to build traffic safety works in accordance with the provisions of “Rules for Road Signs 22-BC 237-01”.0 0.doc . K≥0.39 19.98 Properties of material for pavement’s layers Material Asphalt concrete surface Asphalt concrete binder Aggregate base Aggregate sub-base Sub-soil Material Elastic modulus E(Mpa) Flexible 420 350 Rku C (Mpa) φ (degree) Flexural Shear stress (Mpa) 1. Pavement method on the existing road 5cm t Existing pavement 4.

After analysing the geotechnical condition and selecting soil properties in the Project area. residual settlement and consolidation degrees when time of construction finished will be calculated and then.20 with 97.9.70 - . 55439433.1 Time for soft soil treatment This package is planned to be completed within 36 months. This value will be used to determine the height of embankment have to be treated and the height of embankment in each construction step. soft soil treatment is required.1 SOFT SOIL TREATMENT DESIGN Design concept Detail of the soil condition and soil properties are presented in the Soil Investigation Report for Vinh Thinh Bridge Construction Project prepared by Yooshin-Sambo Joint Operation. used road marking reflection painting. At typical section.2. it is found that only approach section from the abutment A2 to the end point of the project.2.Time for construction of pavement and completion 4.9.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Signal board of the alignment is newly designed.9.2 Soft soil treatment analysis 4. The required soft soil treatment section of 205.30 m long from Km 9+508. And a period of less than 24 months approximately is recommended for soft soil treatment in consideration of the following issues: .Time for construction of piles and abutments . total of consolidation settlement.90 to Km 9+550 with 41. Arrangement details can be seen in designed documents. the critical height H = 4.2 Calculation procedure Base on minimum safety factor > 1.90 to Km 9+714. the second section from Km 9+550 to Km 9+617 with 67 long coincides with the existing dyke. They consist of the first subsection from Km 9+508.Time for preparation works .doc .9. this section have to be treated.9 4.Time for construction of culverts and underpass structures . the third subsection from Km 9+617 to Km 9+714. if the result not satisfied with the Standard.20 can be divided into (three) subsections for separate soft soil treatment. Arrange corrugated iron at soil shoulders for entire supporting road.2.50m. 4. 4.1 long (inner side of dyke).2 m long (outer side of dyke).

9.2.4 0.60E-03 1.5 Classification of Soft Soil Treatment Countermeasure Classification Treatment methods for the soft ground • Pile Slab Method • Replacement Method • Expandable Polystyrene (EPS) Method • Stone Column Pile • Grouting Method • Vacuum Consolidation Method • Counter Weight Method • Reinforcement Geotextile • Sand Compaction Pile • Deep Mixing Method • Preloading • Vertical Sand Drain • Prefabricated Vertical Drain Prevention of Slope Sliding Acceleration of Consolidated b/ Comparison of soft soil treatment methods and Recommendation As countermeasures for treatment of the soft ground among the consolidation acceleration methods mentioned above. but it is generally classified into two categories as sliding-prevention method and consolidation acceleration method as listed in table 4.60E-03 1.4 0.2.8 0.71 - .161 0.doc . Cement Grouting and Pile Slab are compared each other.00 -:.135 0.059 1.061 1. Soil values for soft soil treatment design are tabulated as below: Soil name Unit Weight (KN/m3) 21.0265 55439433.9.10.37 0.8 0.10.3           16.20): Sand Drain and Excavating & Replacement method are compared each other.579 1. 4.km9+714. See table of comparision as attached with this report.8 20 24 - 0.31 0. at section outer side of dyke (Km9+617.000 Poisson' s Ratio Cc Cr Cv (cm2/sec )   eo OCR lambd a kappa Đất đắp nền 1a (OCS) 1a (NCS) 32 0.77 Elastic Modulu s (KPa) 50.7 20 24 - 0.4 Summary of soil value for soft soil treatment design The data taken from test result of soil test and investigation to be summazied and analyzed for the appropriation.578 2.90 -:km9+550): Sand Drain.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 4.3 Applicable countermeasure for soft soil treatment a/ Soft soil treatment methods There are several methods to treat the soft ground.0256 16. at dyke inner side section (Km9+508.5 Cohesio n (KPa) Friction Angle (degrees ) 20.5 below: Table 4.

3 0.06     0.011     9.10-3) Cs P C P + ∆P H log c + c H log 0 For overconsolidation and Pc<P0+∆P (4.000 100.4 Po P + ∆P H log 0 N Po (4. a soil layer will be divided into sub-layers for settlement calculation and settlement of the soil layer will be summed up from the settlement of the sub-layers.9.10-2) (4.10-1) Or the following modified formulas (herein after referred to as Pc/Cc method): Sc = Sc = Sc = Cc P + ∆P H log 0 1 + e0 P0 Cs P + ∆P H log o 1 + eo Po For normal consolidation For over consolidation and Pc>P0+∆P (4.72 - 55439433.4 0.0048     4.1 Theory and Calculation for Vertical Drain a/ Settlement Due to variation of stress caused by embankment load by with distribution depth of soil.3. It is possible to calculate consolidation settlement by using original formula as depicted below (hereinafter referred to as ∆e method): Sc = eo − e1 H 1 + e0 (4.101 + eo P0 1 + e0 Pc 4) In the sand layer.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 1b (6) 3b 4 20 21 22 57 10 5 24 29.000 0.10-5) Where as: Sc: Consolidation settlement Si: Immediately settlement of sandy soil layer eo: Void ratio at pressure of P0 (Initial void ratio) .9.52 35 50.doc .3 Calculation methodology 4. the following formula can be used for immediately settlement (De Beer method) S i = 0.3 0.139     0.685     13.3     Quarterly 0.50E-04     0.

Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly e1: Void ratio at pressure of P0+∆P P0: Overburden pressure ∆P: Pressure caused by embankment Cc: Compression index Cs: Swell index Pc: Pre-consolidation pressure.73 - . etc. are is installed for soft soil treatment.10-9) 55439433. consolidation degree will be evaluated from Carrillo Barron (1948) expression: U = 1 − (1 − U v ) * (1 − U h ) (4.10-6) as follow: Tv = t × Cv H2 (4. time factor (Tv) will be calculated from formulas (4.10-8) Tv = 1.933 × log (100 −U ) in case U>53% Where as t: Settlement time H: Drainage distance Tv: Time factor Uv: Consolidation degree Cv: Coefficient of Consolidation. In case such vertical drain as PVD.10-6) Then consolidation degree will be computed by Terzaghi Uv – Tv relationship as follow: Tv = π  U  ×  4  100  2 in case 0<U<53% (4. pack drain. H: Soil thickness. sand drain.781 − 0.doc .10-7) (4. N: Standard penetration test value b/ Consolidation In case of no vertical drain.

Uh: Horizontal component of consolidation being computed from Hansbo recommendations as follow:  − 8 × Th  U h = 1 − exp    F  (4.10-10) Th = C h .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Where as: U: Consolidation degree.10-11) (4.10-16) Where as: Th: Time factor Ch: Horizontal consolidation coefficient de: Effective drainage distance (=1. ds: Center to center spacing between vertical drain units dw: Diameter/equivalent diameter of vertical drain unit kh: Horizontal permeability ks: Permeability in smear zone ds: Diameter of smear zone in cross section 55439433.10-13) (4. Uv: Vertical component of consolidation being computed as mentioned above.13ds for square pattern.10-12) (4.doc . =1.t de 2 (4.05ds for triangular pattern).74 - .10-15) (4.10-14)     F = F ( n) + Fs + Fr F (n) = n= de dw n2 3n 2 − 1 ln n − n 2 −1 4n 2 k  d Fs =  h − 1 ln s k  d  s   w Fr = πz ( 2 L − z ) kh qw (4.

doc . 55439433.10-1): C: Cohesion ϕ : Internal friction angle. Co: Initial undrained shear strength. d/ Sliding check Bishop method as formulated below is recommended for sliding check. b: Width of slice u: Pore water pressure acting at the slice base.75 - .10-17) Where as: ∆C: Increased amount of undrained shear strength due to consolidation. W: Weight of slice α : Slice base angle to the horizontal direction. 1 ∑ m [C × b + ( w − u × b ) tan ϕ] Fs = ∑w sin α a (4.10-19) Where as (see Figure 4.10-18) tan ϕ   ma = cos α 1 + tan α  Fs   (4. m: Index of increase of undrained shear strength.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly L: Drainage length qw: Discharge capacity of vertical drain unit c/ Shear strength due to consolidation Undrained shear strength of soft soil is considered to increase forin an amount of ∆C due to consolidation being evaluated as follow: ∆C = ( P0 − Pc + ∆P ) × U × m × Co (4.

the resistance mobilized from the geotextile will be computed as follow: T = min Tbreak . φ τ τ τ τ τ τ Figure 4.66 as 22TCN262-2000 recommended) γ.10-1 Sliding check model In case reinforced geotextile is used.10-2 Resistant force mobilized from reinforced geotextile 55439433. T pullout [ ] (4.76 - .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly α Figure 4.doc .10-20) In which (see Figure 2-3) Tbreak = Tensile k T pullout =b ×τ τ = 2 × k '×γh × tan (ϕ)    2 3   Tensile: tensile strength of reinforcing geo-textile k: safety factor (= 2 for polyester made geotextile as 22TCN262-2000 recommended) k’: Reservation factor (= 0.

3.77 - .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 4. b/ Design Replacement ratio Replacement ratio is defined by the following expression and will be calculated for square and triangular pattern as follow (Figure 4.doc . clay soil and organic soil.10-22) Fv = As 3 As = A 2 d2 Where. increase of horizontal resistance. uniformity of ground. As: Cross-sectional area of SCP d: Center-to-Center spacing 55439433.10-3): Figure 4.2 Theory and Calculation for Sand Compaction Pile a/ Overview Sand Compaction Pile (SCP) method uses vibration load to penetrate a casing for making sand compaction pile on soft soil.10-21) (4. This method is used almost soil condition including sand soil.10-3 Arrangement and design concept of SCP Fv = As As = A d2 in case of square pattern in case of triangular pattern (4.9. It shall contrive increase of bearing capacity. consolidation drainage effect due to increase density of ground. decrease of consolidation settlement.

Shear strength of the composite ground τ SC is calculated as follow: τsc=(1-Fv)(Co+Cu/p• (Po-Pc+μc•σ z)•U+ Fv • (γ s'•Z+μs•σz)tanϕs• (cosθ)² 23) τsc=(1.10-1 Friction angle and Ratio of stress division depending on replacement ratio . n: Ratio of stress division. (3.5 typically.0 in average).10-1 below: Table 4.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Shear strength Soft ground after being treated by SCP will be considered a composite ground comprising of SCP and surrounding soft soil.5~3.Fv)(Co+Cu/p• (Po-Pc+μc•σz )·U+(γ'm•Z+σz )•μs •Fv •tanϕs •(cosθ)² 24) Where.10- σc 1 Cu/p: Ratio of strength increase γs': Sub water unit weight of sand Z: Depth to the failure surface ϕs: Friction angle of sand θ : Angle between acting surface and horizontal surface σz: Increased stress at failure surface due to embankment loading σ: Average stress σc: Stress acting on surrounding soil σs: Stress acting on SCP γm' = Average sub water unit weight of composite soil Friction angle of sand (of SCP) and ratio of stress division depending on replacement ratio is shown in table 4. n = σs σc σs n (4. µs = σ = 1 + (n −1) Fv =2. µ c: Reduction coefficient of stress.doc .78 - 55439433. µc = σ = 1 + (n −1) Fv µs: Increase coefficient of stress.10(4.

which is derived from equation (4. Following equation is used to get settlement of the composite ground.10-27) Sc = Cs P + µc × ∆P H log o For over consolidation and Pc>P0+∆P (4.4 ~ 0.10-25) (4. ϕ = tan −1 ( m × tan ϕs ) (4. n 3 2 1 Cohesion and internal friction angle of the composite soil being used for slope stability analysis are evaluated from following equation (4.9.10-26) C=(1-Fv)(Co+Cu/p· (Po-Pc+μc·∆P)·U Where.7 ~ 1 Friction Angle of sand.10-26) respectively.7 0. ϕs 30 30 30~35 Ratio of stress division.doc .10-25) and (4. m= Fv×µs Po : Effective overburden pressure Pc : Preconsolidation pressure ∆P: Embankment pressure Settlement Settlement of the composite ground is less than non-treated ground because SCP shares load acting upon the ground and.3 Softwares All calculation had been computed with assistance of software: Sigma/w.3. SCP reduces stress acting upon soil.10-29) (For overconsolidation and Pc<P0+∆ P) 4. and Geo Slope/w for sliding check 55439433.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Replacement Ratio. KEmbankment for calculation of settlement and consolidation. accordingly.79 - . S= Cc  Po + µc × ∆P  H log   For normal consolidation 1 + eo Po   (4.10-23).4 0.10-28) 1 + eo Po Cs P Cc P + µc × ∆P H log c + H log 0 1 + eo P0 1 + e0 Pc Sc = (4. Fv 0 ~ 0.

1 67.00 -:.22 3.1 Consolidatio n Degree (%) 42.9+550.2 Calculation result Sections Station 9+508.0 97.59 ~ 17.9+714.9.00 will be treated as follows: + Km9+508.4 0.9+617.9.4. after analysis and calculation.9+550.44 ~ 58.4.00 -:.00 -:.20 : Excavation & Replacement with 3m depth. soft soil section from Km9+508.34 Residual settlement (cm) 1.31 50 Remark Inner dyke Dyke Outer dyke Base on geological data and design of embankment height as well as status of existing dyke.9.Km9+714.7 ~ 6.2 ~ 30.80 - .9+617.00 -:.2 ~ 50.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 4.9.00 9+617.9+714.2 Emb.90 -:.00 9+550.6 4. For more detail please see Soft soil treatment report.41 ~ 38.00 : Pile slab method + Km9+550.00 9+617.00 -:.3 ~ 7.doc .20 4.1 Treatment method Treatment method Sections Station Length (m) 41.4.00 -:.Km9+550.Km9+617.3 Conclusion Total Settlement include traffic load (cm) 19.8 ~ 9.00 9+550.95 20.1 Method Pile slab No Treatment Excavating & Replacement Thickness (m) 3 9+508.90 -:.90 to Km9+713. 55439433.20 4.89 7. Height (m) 5.90 -:.4 Result of soft soil treatment 4.00 : Non treatment + Km9+617.

Detail Design F.doc . type and condition of existing structures.5m.5m. the Consultant have some opinions as follow: 5. in structural maintenance and management. including geometric features.1 Box girder The box girder cross section in detail design have been studied to consider synthetically about geographical condition of bridge location.5m). required intersections. After reviewing. Moreover. It is judged by profitable thing in construction.5m with 4 lanes (4x3.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly CHAPTER 5: DESIGN OF THE BRIDGE Review and update the previous studies such as pre-feasibility study and feasibility study executed. center median of 0. The decided bridge plan is judged that is suitable on the whole.1 REVIEW OF FEASIBILITY STUDY The concepts in the feasibility study are carried out in 2009. construction. and other major features based on related documents provided by PEA. Class. we had design experience in “Hanoi-Haiphong Expressway Project”. safe land at two sides of 2x0. Bridges to be designed based on the following Vietnam Standards 22TCN272-05 which is equivalent to AASHTO (LRFD): width of bridge surface of 16. the section of pre-stress concrete box girder bridge will be changed double cell into single cell.1. economic efficiency.81 - . fine view. 5. structure maintenance and management. Therefore.5m. corridor 2x0. pavements.S CrossSection 55439433. etc.

The weight of beam is lesser.5 = 0.75m .04 vehicle lanes: 4x3.Median: 1x0. .S .doc .Median: 1x0.The effective length of bridge deck is smaller.Do not worry about the crack at the Beam End.75m .82 - 55439433.Formwork will be more complicated . .Formwork will be easier Advantage .Economical and efficient.0 m .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Class. Detail Design 40000 Super T beam F.Railing guard: 2x0. Detail Design .5 m F.2 m Specs .0 m .5 m .1.2 m .Nick Beam-End .Non-nick Beam-End Advantage .Single cell .Construction height of bridge is .Transverse stiffness is lesser Disadvantage Conclusion 5.Side Safety portion: 2x0.The effective length of bridge deck is longer. .5 = 14.0 m .Railing guard: 2x0.Height: 1.Transverse stiffness is higher . . .Formwork will be easier .5 = 1.5 = 0.04 vehicle lanes: 4x3.0 m .Easy to design and construct.Cost estimate is expensive .5 = 14.Constructing pier is easier.Height: 1.0 m . .5 = 1.Double cell .S 40000 Super T beam CrossSection Pier Pier Pier Pier .0 m .Time to construct will be longer Specs .Side Safety portion: 2x0.Length: 38.5 = 1.5 = 1. .Length: 38.2 Super-T girder ○ Class.

Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011

Quarterly

Class.

Detail Design shorter. - Constructing pier is more difficult. - The weight of beam is higher.

F.S

- Experience showned longitudial cracks at end beam has been found in various project.

Disadvantage - Construction height of bridge is higher.

Crack

- Formwork will be more difficult Conclusion ○

5.2

OUTLINE OF THE BRIDGE

- The length of bridge is about 4,413.6m, the width of bridge’s deck is 16.5m. - The bridge is 80.4% of the total estimated route length (5,487m). - The bridge will cross the Red River by 2 abutments and 96 piers. - Bridge type
Item Main Bridge Approach Bridge Total length Type FCM Super - T Span 50+90+5@120+90+50 = 880m [39.1+4@40+39.1+[Main bridge] +39.1+80@40+39.1] L=246.80 (Wing wall + E.Joint) + 880.0+ 3286.80(Wing wall + E.Joint) = 4413.6m

55439433.doc

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Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011

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5.3
5.3.1

SUPERSTRUCTURE OF FCM BRIDGE DESIGN
General introduction Item Description PSC BOX GIRDER FCM 50+90+5@120+90+50 = 880.000m P1% = 16.300m B x H = 80m x 10m Red river

Type Construction method Span arrangement Design flood frequency Navigational clearance Crossing condition

The length of main bridge is 880m (exclude expansion joint).
5.3.2 Typical cross-section Fix Pier
16500 500 500 2@3500= 7000 as ph al t c o nc r et e 70mm w at er pr o o f ing 4mm 500 2@3500= 7000 500 500
500 500 2@3500= 7000 as ph al t c o n c r et e 70mm w at er pr o o f ing 4mm 16500 500 2@3500= 7000 500 500

Side Pier

bª t « n g as ph al t 70mm l í p phß n g n ­ í c 4mm

2%

2%

bª t « ng as ph al t 70mm l í p phß n g n­ í c 4mm

2%
3550 700 7700 16200 7000
600 600

2%
9100

700

3550
3550

3550

1110 1000

6129 8350

1110 1000

1500

7000 10000

1500

4500

10000

4500
4500 10000 4500

- Construction of Pier Cap, F/T and T/C of Pier 7, 8, 13, 14
Crane
16 c ä c k ho an nhå i d2000mm 16 c .i.p bo r ed pil e d2000mm

3500

5.3.3

3500

Construction sequences

T/C : Tower

Step 1
2000

16 c ä c kho an n hå i d 2000mm

F/T : Form Traveler
2000

3@5000= 15000 19000

2000
2000

16 c .i.p bo r ed pil e d2000mm 3@5000= 15000 19000

55439433.doc

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Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011

Quarterly

- Construction of Pier Cap, F/T and T/C of Pier 9, 12 T/C : Tower Crane - Construction of Succeeding Span and Key Segment of Span 8, 14 F/T :
Form Traveler Step 2

- Construction of Pier Cap, F/T and T/C of Pier 10, 11 T/C : Tower Crane - Construction of Key Segment of Span 9, 13 F/T : Form Traveler
Step 3

- Construction of Key Segment of Span 10, 11 and 12
Step 4

5.3.4

Tendon arrangement and segmental division

Decide the number of tendon by continuously analyzing the structure to find the minimum number of tendon and use MIDAS Civil program to calculate. Use tendon type 22T15.2(6”-22) - low relaxation steel.
TE1, TE2 TE3, TE4 TE5, TE6 TE7, TE8 TE9, TE10 TE11, TE12 TE TE13, TE14 s p3 T1 T2 T3, T4 T5 T6 T7, t 8 T9, T10 T11 T12 T13 T14 T15,t 16 T17,T18 T19,T20 SP1 T21 T22 s p2 P6 P7 P8 P9 P 10

kt 1

kn1 K16 K16

K17

K17

K17

K17

pt 1

K17

K17

K17

K17

K16 K16 kn2 K15

K14

K13

K12

K11 K10

K9

K8

K7

K6

K5

K4

K3

K2

K1

pt 2

K1

K2

K3

K4

K5

K6

K7

K8

K9

K10 K11

K12

K13

K14

K15 Kn 3

S21 S20 S18

S18 S18 S18 S18

S18

S18

S18

S18 S19

S18

S18

S18

S18

S18 S18 S18 S18 S17

S16

S15

S14 S13 S12 S11 S10

S9

S8

S7

S6

S5

S4

S3

S3

S4

S5

S6

S7

S8

S9

S10 S11 S12 S13 S14

S15

S16

S17

S18

S2

S1

S2

BE1 BE2 BE3 BE4 s p4

BE5 BE6 BE7 BE8 BE9 SP5

B1 B2 B3 b4 B5 B6 B7 B8 B9 s p6

Tendon arrangement of cross-section

55439433.doc

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doc SP3 TE8 TE4 TE2 TE6 T1 T16 T12 T8 T4 T1 T3 T7 T11 T15 T17 T19 T21 SP2 T13 T9 T5 T3 T9 T13 T17 T19 T21 SP2 T5 TE1 TE3 TE7 TE5 TE9 Top Tendon T7 T11 Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 T15 C L C L C L Y Y Y Z SP5 B6 B4 Bottom Tedon .86 B2 B4 B1 B2 B8 B9 Z SP4 B3 B7 Z B5 B3 B1 SP4 B3 B4 B2 C L Quarterly C L C L .T22 T20 T18 T14 T10 T6 T2 T22 SP1 T16 T12 T8 T4 T2 T6 T10 T14 T18 T20 SP1 55439433.

3. Shear diagram at SLS 5. shear force under SLS Figure 1. Bending moment diagram at SLS Figure 2.87 - .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 5.doc . Stress diagram at bottom 55439433.3.5 Envelop of bending moment.6 Stress diagram under SLS Figure 3.

Bending moment diagram at ULS Figure 6.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Figure 4.7 Envelop of bending moment. Shear diagram at ULS 55439433.3. shear force under ULS Figure 5.88 - .doc . Stress diagram at top 5.

3. Moment capacities Figure 8.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 5.doc .8 Strength capacities under ULS Figure 7.89 - . Shear capacities 55439433.

1] + [Main bridge] + 39. Shear diagram at ELS 5.1] P1% = 16.90 - .300m Type Construction method Span arrangement Design flood frequency 55439433.3. Bending moment diagram at ELS Figure 10.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 5.9 Envelop of bending moment.1 SUPERSTRUCTURE OF APPROACH BRIDGE DESIGN General introduction Item Description SUPER-T GIRDER Construction by crane [39.4.doc .1+80@40+39. shear force under ELS Figure 9.1+4@40+39.4 5.

533. 5.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Crossing condition Red river The length of approach bridge in SonTay side is about 246.91 - 800 1898 .80m (include wing wall and expansion joint).4. Total length of approach bridge is 3. Super – T girder beam and link slab are used for approach bridge.5m. the width5500 bridge will be widened due to the connection of of 14000 piers and abutments on a line.286.80m (include wing wall and expansion joint). The length of approach bridge in SonTay side is about 3. which make it easier for construction. 2500 5.doc .2 Typical cross-section 16500 500500 2@3500= 7000 as phal t c o nc r et e 70mm w at er pr o o f ing 4mm dec k s l ab 18c m t hic k (min) 2% 500 2@3500= 7000 bª t « ng as phal t 70mm l í p phß ng n­ í c 4mm b¶n mÆ c Çu 18c m (min) t 2% 500500 4000 1100100 1600 1001100 1750 254 850 6@2300= 13800 850 1750 2500 5500 2500 1750 Beams are arranged on the horizontal curve in radial shape which leads to the 100 100 difference in width of pier cap. The width of bridge’s deck is 16. 1500 5500 1500 About the slab width.3 Beam arrangement of plane curve 55439433.4.60m (include wing wall and expansion joint).

will be increased the thickness more than the basic thickness to enhance the durability. We will install haunches along the longitudinal slope.4.doc .92 - .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 CHI TIÕT "H" . The thickness of slab at Expansion joint part.DETAIL "H" Quarterly CHI TIÕT "H" . The above of pier cap will be laid horizontally and the thickness of slab are also changed. except for block–out of expansion joint.4 Slab detail on pier cap The height of pier cap is subject to the thickness of deck slab.DETAIL "H" 5. Link Slab c hi t iÕt t ¹ i ®nh t r ô Ø det ail at t o p o f pier < 1/100> 4000 1200 314 1600 1200 203 74 kh e c o g i· n expan s io n j o n t 203 74 1810 543 350 350 467 100 447 bª t « n g ® s au æ po s t c as t c o n c r et e 203 74 213 1750 Expansion joint 1898 1750 213 158 dÇm s uper t s uper t beam d Çm s u per t s uper t beam 158 1750 l í p ® h å i 20mm µn el as t ic l ayer 20mm 55439433.

0 20.0 10.0 0.0 25.0 -5.0 15.0 5.doc .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 5.6 Stress diagram under Service Limit State in Stage I CHECK STRESS .93 - .4.4.0 10.0 35.0 0.5 Tendon arrangement 1/2 mÆ c hÝ dÇm t nh 1/2 s id e view o f beam 38200/2 75 8450 150 8475 1600 350 hµ ng F mÆ c ¾ a-a t t s ec t io n a-a < 1/30> 110 60 60 110 ROW F a § O¹ N C¸ P KH¤ NG DÝ B¸ M (XEM B¶NG) NH d e-bo nd in g l eng t h (r ef er t abl e) 1525 1000 75 3@50 a 100 8400 200 8400 § O¹ N C¸ P KH¤ NG DÝ B¸ M (XEM B¶NG) NH d e-bo n ding l en g t h (r ef er t abl e) 2000 75 3@50 ROW D ROW C ROW B ROW A 1 2 3 4 5 6 7 9 11 13 8 10 12 1/2 mÆ b»ng c ¸ p ph Ý t r ª n t a 1/2 pl an o f u pper c abl e § O¹ N C¸ P KH¤ NG DÝ B¸ M (XEM B¶NG) NH 1130 upper d e-bo nd in g l eng t h (r ef er t abl e) 750 400 350 1000 1750 1750 6@50 6@50 2260 Fl ang e § O¹ N C¸ P KH¤ NG DÝ B¸ M (XEM B¶NG) NH d e-bo n ding l en g t h (r ef er t abl e) 75 8450 150 8475 38200/2 1950 1/2 mÆ b»n g c ¸ p ph Ý d ­ í i t a 1/2 pl an o f l o w er c abl e 5.0 Distance (m) Tension Limit Stress at Top Fiber of Girder Stress at Bottom Fiber of Girder Compresion Limit t im dÇm c l o f g ir der 1130 l o w er 55439433.0 20.0 Stress (MPa) 15.0 5.STAGE 1 25.0 30.

0 35.4.0 10.94 - .doc .0 15.0 25.0 5.0 30.0 Distance (m ) 25.0 -5.SERVICE 30.0 15.0 10.0 Flexural Resistance 15.0 0.0 5.0 30.0 Distance (m ) Compresion Limit for Girder Stress at Top Fiber of Girder Tension Limit for Girder Stress at Bottom Fiber of Girder 25.0 10.0 5.0 5.0 0.0 5.STAGE 2 30.0 25.0 55439433.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 5.8 Stress diagram under Service Limit State in Stage III CHECK STRESS .0 20.0 Compresion Limit Tension Limit Stress at Top Fiber of Girder Stress at Bottom Fiber of Girder Stress (MPa) 20.0 10.0 Factored Moment 35.0 35.7 Stress diagram under Service Limit State in Stage II CHECK STRESS .0 30.4.9 Flexural Resistance in Strenghth Limit State Stress at Top Fiber of Slab FLEXURAL RESISTANCE 20000 Moment (KNm) 15000 10000 5000 0 0.4.0 20.0 Dis tance (m ) 25.0 15.0 -5.0 0.0 Stress (MPa) 15.0 10.0 5.0 0.0 20.0 Compresion Limit for Slab 5.0 20.STAGE 3 .

95 - .0 Distance (m ) 25.5.0 5. 5. according to following formula: QR = ϕ Qn = ϕqp Qp + ϕqs Qs For which: Qp = qp AP Qs = qs As Where: -ϕ: resistance factor for the bearing resistance of a single pile.1.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 5.doc . -Qn: bearing resistance of a single pile (N).0 30.1 DESIGN OF SUBSTRUCTURE Pile Capacities The resistances that shall be considered include: -Bearing resistance of piles. -Uplift resistance of piles.5 5.4.0 Shear Resistance 15.0 20.0 5.4.5.10 Shear Resistance in Strenghth Limit State SHEAR RESISTANCE 8000 7000 6000 Shear (KN) 5000 4000 3000 2000 1000 0 0.0 10. -Qp: pile tip resistance (N).11 Construction method Crane erection Photograph of construction 5.0 Factored Shear 35. 55439433.1 Pile capacities in soil Axial resistance of pile in soil is combined with lateral resistance fiction of piles and tip pile resistance.

-Ds: diameter of socket. Drilled shaft resistance bases on settlement of pile part in rock. drilled shaft resistance base on only side resistance.4 Ds Where: -ϕp: resistance factor for tip resistance.1. -qu: average axial compression strength of rock core. If total settlement is larger than 10mm. 5.9Mpa (Horvath and Kenney 1979) where: -ϕs: factor of side resistance. Bearing resistance of drilled shaft in rock: QR = ϕp qp As For which: qp = 3 qu Ksp d K sp = 3+ Sd D td Sd 10 1 + 300 D = 1+ 0. -qp: unit tip resistance. the side resistance from overlying soil deposits may be ignored.15 qu if qu ≤ 1. -qp: unit tip resistance oF pile (MPa). -ϕ: resistance factor for uplift capacity of single pile.9Mpa (Carter and Kulhawy 1988) qs = 0. -As: surface area of pile shaft (mm2). -Hs: height of drilled shaft socketed into rock. 55439433. a. Side resistance of drilled shaft in rock: QR = ϕs qs π Ds Hs For which: qs = 0. -Ap: area of pile tip (mm2). -qs: unit shaft resistance of pile (MPa). -qs: unit side resistance. If total settlement is smaller than 10mm. -ϕqp: resistance factor for tip resistance.1. drilled shaft resistance base on only tip pile resistance.5. -qu: average axial compression strength of rock core.21 qu if qu > 1.96 - .2 Single Drilled shaft uplift resistance: Factores uplift resistance may be taken as: QR = ϕ Qs Where: -Qs: uplift capacity due to shaft resistance (N). -ϕqs: resistance factor for shaft resistance.5. included: (a) elastic shortening of drilled shaft and (b) settlement of tip pile. 5.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly -Qs: pile shaft resistance (N).doc .4 Hs ≤ 3. b.3 Drilled shaft resistance in rock: In determining the axial resistance of drilled shaft in rock.

0 36.0 42.0 51.622 55439433.184 14.doc .812 6.00 2.922 16.00 2.50 1.5 51.900 26.247 25.919 18.237 9.50 1.0 18.00 2.0 Pile Diameter D (m) 1.895 14.1.899 24.360 11.487 15.50 1.418 8.596 10.00 2.144 9.4 Results of pile design.802 26. PAR T Support no. -D: pile width.50 1.766 6.5 43. -td: width of discontinuities (mm). -Ds: diameter of rock socket.5.0 58.099 10.639 6.0 43.902 14.398 29.0 50.925 6.50 1.438 17. -sd: distance of discontinuities (m).00 2. Bored hole name Pile length Proposal (m) A1 SON TAY APPROACH P1 P2 P3 P4 P5 P6 P7 P8 MAIN BRIDGE P9 P10 P11 P12 P13 P14 VINH YEN APPROACH P15 P16 P17 P18 P19 B06-LK1 B06-LK2 B06-LK3 B06-LK4 B06-LK5 B06-LK6 B06-LK7 B06-LK8 B06-LK9 B06-LK10 B06-LK11 B06-LK12 B06-LK13 B06-LK14 B06-LK15 B06-LK16 B06-LK17 B06-LK18 B06-LK19 B06-LK20 25.0 47.568 26.50 1.0 38. -Hs: height of drilled shaft socketed into rock.0 18.363 20.941 12.0 27.131 Pile in Extreme (KN) Compress 19.832 19.00 2.00 2. 5.5 21.0 13.269 10.0 41.061 12.00 2.97 - .684 27.0 38.00 1.50 1.200 11.50 2.073 23.860 R R S S R R R R R R R R R R S S S R S S 15.0 21.892 12.401 39.248 18.557 17.00 2. -Kps: dimensionless bearing capacity coefficient.50 Capacity Strength (KN) Compress 12.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly -d: dimensionless depth factor.50 1.205 16.463 14.0 32.

913 S S S S S S S S S S S S S S S S S R R S S S S R S P20 P21 P22 P23 P24 P25 P26 P27 P28 P29 P30 P31 P32 P33 P34 P35 P36 P37 P38 P39 P40 P41 P42 P43 P44 55439433.953 6.50 1.50 1.312 23.789 6.717 9.748 6.0 34.0 35.0 36.973 11.50 1.166 12.50 1.0 33.659 13.0 32.133 11.50 Capacity Strength (KN) Compress 6.0 35.doc B06-LK21 B06-LK22 B06-LK23 B06-LK24 B06-LK25 B06-LK26 B06-LK27 B06-LK28 B06-LK29 B06-LK30 B06-LK31 B06-LK32 B06-LK33 B06-LK34 B06-LK35 B06-LK36 B06-LK37 B06-LK38 B06-LK39 B06-LK40 B06-LK41 B06-LK42 B06-LK43 B06-LK44 B06-LK45 34.0 34.0 35.0 .974 16.0 32.215 12.50 1.50 1.0 32.622 6.069 12.170 11.111 12.771 12.741 6.806 6.899 14.50 1.50 1.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly PAR T Support no.50 1.028 11.784 6.98 - .834 6.50 1.50 1.656 6.480 11.701 6.0 32.50 1.50 1.50 1.0 37.722 6. Bored hole name Pile length Proposal (m) Pile Diameter D (m) 1.0 36.440 6.0 34.50 1.0 34.821 6.0 34.0 34.831 6.061 12.50 1.0 35.50 1.750 6.0 31.378 6.50 1.485 11.996 12.0 34.025 21.982 11.50 1.545 6.0 29.0 35.903 12.50 1.50 1.881 12.305 11.829 11.50 1.439 7.50 1.024 11.565 11.917 12.667 Pile in Extreme (KN) Compress 12.728 6.50 1.0 35.671 6.763 6.0 34.

0 33.50 6.571 7.50 1.50 1.50 1.703 7.683 15.570 6.048 12.0 38.732 11.0 38.420 6.471 14.903 7.283 6.50 1.959 11.695 12.618 6.716 12.50 1.856 6.291 7.805 12.565 8.50 1.191 11.99 - .50 1.50 1.866 6.0 31.105 7.0 38.0 34.770 7.0 1.637 12.0 33.50 1.0 42.0 35.50 1.50 1.50 1.765 13.0 38.386 6. Bored hole name Pile length Proposal (m) Pile Diameter D (m) Capacity Strength (KN) Compress Pile in Extreme (KN) Compress P45 P46 P47 P48 P49 P50 P51 P52 P53 P54 P55 P56 P57 P58 P59 P60 P61 P62 P63 P64 P65 P66 P67 B06-LK46 B06-LK46 B06-LK48 B06-LK49 B06-LK50 B06-LK51 B06-LK52 B06-LK53 B06-LK54 B06-LK55 B06-LK56 B06-LK57 B06-LK58 B06-LK59 B06-LK60 B06-LK61 B06-LK62 B06-LK63 B06-LK64 B06-LK65 B06-LK66 B06-LK67 B06-LK68 34.0 33.559 8.50 1.0 33.178 11.998 12.718 11.765 6.107 8.0 35.0 33.50 1.50 1.0 38.50 1.171 11.50 1.50 1.006 12.0 40.924 S S S R R R R S S R S S S R S R S R R S R R S 55439433.50 1.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly PAR T Support no.821 11.50 1.554 7.0 39.936 12.doc .50 1.0 39.0 37.645 14.0 37.359 6.245 9.776 12.0 39.715 15.693 12.900 11.0 40.545 7.50 1.086 6.

0 37.833 7.0 41.50 1.615 7.50 1.877 12.50 1.543 6.0 38. Bored hole name Pile length Proposal (m) Pile Diameter D (m) 1.647 6.866 13.405 7.0 32.doc B06-LK69 B06-LK70 B06-LK71 B06-LK72 B06-LK73 B06-LK74 B06-LK75 B06-LK76 B06-LK77 B06-LK78 B06-LK79 B06-LK80 B06-LK81 B06-LK82 B06-LK83 B06-LK84 B06-LK85 B06-LK86 B06-LK87 B06-LK88 B06-LK89 B06-LK90 B06-LK91 B06-LK92 B06-LK93 29.778 8.0 42.50 1.655 12.0 37.50 1.50 1.679 13.50 1.50 1.696 6.022 11.558 7.768 6.50 1.979 11.50 Capacity Strength (KN) Compress 6.724 6.737 6.215 14.50 1.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly PAR T Support no.642 6.0 42.0 41.50 1.969 12.777 Pile in Extreme (KN) Compress 12.023 12.118 11.0 37.284 7.916 11.0 43.50 1.761 11.50 1.0 29.750 6.0 35.058 11.702 11.116 S S S S S S S S R R S R R R R S R R S S S S S S S P68 P69 P70 P71 P72 P73 P74 P75 P76 P77 P78 P79 P80 P81 P82 P83 P84 P85 P86 P87 P88 P89 P90 P91 P92 55439433.0 36.50 1.0 31.50 1.959 11.50 1.0 43.0 28.541 6.468 12.658 6.0 36.812 12.386 7.50 1.50 1.618 6.0 30.0 41.951 13.770 6.50 1.0 38.50 1.437 6.593 6.0 32.100 - .0 37.825 6.50 1.0 .674 11.053 12.50 1.50 1.017 11.071 7.371 12.916 12.50 1.746 12.0 37.686 6.0 39.

0 32.0 34.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly PAR T Support no.0 1.50 1.143 12.735 12.2. 1 2 3 4 Type 5 spans 5 spans 4 spans 3 spans High pier Type of pier High pier Low pier Pier design P80~P85 P20~P25 P90~P94 P94~A2 Typical dimension of approach pier 55439433.976 6.1 Abutment. 5. Pier design 5.50 1.101 - .0 34.50 1. -Pile type S: pile in soil.0 33.340 12. approach pier design When design approach pier. we considered 4 types as shown: No.5.5.114 12. Bored hole name Pile length Proposal (m) Pile Diameter D (m) Capacity Strength (KN) Compress Pile in Extreme (KN) Compress P93 P94 P95 P96 A2 B06-LK94 B06-LK95 B06-LK96 B06-LK97 B06-LK98 39.50 1.50 6.106 12.001 S S S S S Note: -Pile type R: pile in rock.827 6.818 6.2 Abutment.750 6.doc .

mÆ c ¾ c h© c é t t t n 10@160= 1600 B2-22/D32 B3-22/D32 B4/D20 B2-22/D32 mÆ c ¾ ®n h c é t t t Ø 10@160= 1600 B4/D20 12@157= 1884 B6/D16 B6/D16 B1-44/D32 B5/D20 10@160= 1600 B7/D16 B1-44/D32 B5/D20 10@160= 1600 B7/D16 5.2 Main pier designation To chose the main pier structure.2.102 - 12@157= 1884 12@157= 1884 12@157= 1884 . following conditions will be considered: .5.Economical.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 1 Results of approach pier designation.doc . 55439433.

Safety for earth quake and vesscel collision.0 0. Advantage of water transport.doc . Maintance.0 500 3 0 0 .103 - .0 000 2 0 0 . Alternative for restrain conditions at piers: Pier Alt 1 Alt 2 Alt 3 Alt 4 P6 Bearing Bearing Bearing Bearing P7 Bearing Bearing Bearing Bearing P8 Bearing Bearing Bearing Bearing P9 Bearing Bearing Fixed Fixed P10 Bearing Fixed Fixed Fixed P11 Bearing Fixed Fixed Fixed P12 Bearing Bearing Bearing Fixed P13 Bearing Bearing Bearing Bearing P14 Bearing Bearing Bearing Bearing P15 Bearing Bearing Bearing Bearing Comparision results of internal force of pier P9.0 000 1 0 0 .0 0 . P11. P12: Pier P9 4 0 0 .0 300000. P10.0 000 500 0 0 .0 500 1 0 0 .0 500 2 0 0 .0 Services tate Stren ths g tate E xtrem s e tate Alter native 1 Alter native 2 Alter native 3 Alter native 4 55439433.0 200000.0 000 3 0 0 .0 5 00000. Esthetics and architect.0 1 00000.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly - Construction conditional.0 S rv sta e ice te S n thsta tre g te Alternative1 Alternative2 Alternative3 Alternative4 Ex m sta tre e te Pier P10 600000.0 400000.

0 1 0000. alternative 2 (underground arrangement at position of P10.. But on service limit state. at extreme limit state. Alternative 4.0 0.0 Servicestate Streng s th tate Extrem s e tate Alter native 1 Alter native 2 Alter native 3 Alter native 4 Comparision and selection: Alternative 1. P11) ensures the above conditions and will be chosen as design solution. P11 at service limit state are bigger than alternative 2 (due to creep. shrinkage and temperature effect).doc .0 1 0000. stoppers. all piers are bearing.0 5 0000. due to strong effect of creep and temperature shrinkage (larger number of underground piers) internal force of pier P9 and P12 is high.0 25 0000. the expense for maintainance and device installation is minimum (bridge bearing.104 - . P12. Therefore.0 0. economical is highest because the cost of maintance and install is so high (bearing. internal force of pier P9.0 200000.0 5 0000. Alternative 3.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Pier P11 300000.0 5 1 00000. Typical dimension of the main pier 55439433.)..…). earth quake load and vessel collision distribute into pier P9.0 Servicestate Strengths tate Alter native 1 Alter native 2 Alter native 3 Alter native 4 Extrem s e tate Pier P12 35 0000.0 200000. P10. earthquake resistant device.0 300000.0 25 0000.0 5 1 00000. P11.

0M 2000 2@5000=10000 14000 2000 Design result of pier body 55439433.P P il e D= 2.I.0M Ht 1:1 .105 - 4000 Cä C KN D= 2.0M C.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 FRONT VIEW 1500 1100 EL1 Quarterly SIDE VIEW 1100 1500 EL1 10000 4800 3500 1750 1750 C L 1500 1500 1:1 H H1 Ht Ht H1 H 5250 3500 5250 EL2 Ht 4500 EL2 10000 4500 4000 4000 4000 150 EL4 Cä C KN D= 2.I.0M 150 EL3 EL3 EL4 2000 3@5000=15000 19000 2000 C.P P il e D= 2.doc .

Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly CHO TR? : P6. P13 17@150=2550 145 145 143 B5a/D20-420 B3a/D20-100 B8/D14-100 B8/D14-100 B12a/D20-100 B8/D14-100 B8/D14-100 B7a/D20-450 B7a/D20-450 0-450 101 108 B4a/D20-100 18@140=2520 B5a/D20-450 113 B1-132/D32 10x150=1500 113 B9a/D20-100 B1-98/D32 18@140=2520 B3a/D20-100 108 101 B3a/D20-100 24@140=3360 20@150=3000 20@150=3000 20@150=3000 24@140=3360 B2-68/D32 B2-42/D32 B2-68/D32 B2-42/D32 B1-100/D36 B2-42/D32 B6a/D20-450 B6a/D20-450 B6a/D20-450 B2-68/D32 B3a/D20-100 B5a/D20-420 B3a/D20-100 24@140=3360 B6a/D20-450 B6a/D20-450 B8/D14-100 B12a/D20-100 20@150=3000 B8/D14-100 B6a/D20-450 24@140=3360 B6a/D20-450 B2-42/D32 B2-42/D32 B6a/D20-450 B7a/D20-450 B B3a-47/D40-1 B6a/D20-450 32@140=4480 B4a/D20-100 B3a/D20-100 B8/D14-100 B8a/D20-450 32@140=4480 30@150=4500 B5b/D20-450 B1-98/D32 B2-68/D36 B5b/D20-450 142 B8/D14-100 B12a/D20-100 B8/D14-100 B5a/D20-420 B4a/D20-100 143 17@150=2550 111 10@150=1500 111 17@150=2550 143 B2-68/D36 B9a/D20-100 B1-132/D32 B8/D14-100 B5a/D20-450 B4a/D20-100 B6a/D20-450 145 23@140=3220 113 10@150=1500 113 23@140=3220 145 145 B4a/D20-100 B5b/D20-450 101 108 B8/D14-100 18@140=2520 CHO TR? : P8. P12. P15 142 17@150=2550 111 10@150=1500 111 17@150=2550 143 B4a/D20-100 B5a/D20-450 B8/D14-100 B9a/D20-100 B1-98/D32 B8/D14-100 B7a/D20-450 B3a/D20-100 20@150=3000 B6a/D20-450 B3a/D20-100 B5b/D20-450 B1-98/D32 B8/D14-100 B9a/D20-100 B8/D14-100 B5a/D20-450 B4a/D20-100 142 17@150=2550 111 10@150=1500 111 17@150=2550 143 CHO TR? : P7. P12. P13 B8/D14-100 B12a/D20-100 113 10x150=1500 113 B5a/D20-420 1 B4a/D20-100 B6 CHI TI?T108 10 "A" 18@140=2520 DETAIL 18@145=2610 "A" 140 1 108 101 104 18@145=2610 140 10@145=1450 104 101 108 B3a/D20-100 B5a/D20-100 18@140=2520 113 10@150=1500 113 18@140=2520 B7a/D20-450 B10a/D20-450 108 101 B3a/D20-100 B5a/D20-100 B5a/D20-100 0 B3a/D20-100 B12a/D20-100 B7/D20-100 B8/D14-100 B5a/D20-420 B11/D14-100 B1-100/D36 B8/D14-100 B11/D14-100 B1-36/D40-145 B2-13/D40-145 B1-36/D40-145 B3a-47/D40-145 B3a-47/D40-145 32@140=4480 30@150=4500 B6a/D20-450 32@140=4480 30@150=4500 B8a/D20-450 B4-64/D40-150 B6a/D20-100 B4-64/D40-150 B2-68/D36 B2-68/D36 B6a/D20-450 32@140=4480 B8a/D20-450 B4-64/D40-150 B6a/D20-450 B9a/D20-450 B3a-47/D40-145 B1-100/D36 B12a/D20-100 B4a/D20-100 B5b/D20-450 B8/D14-100 B8/D14-100 B5a/D20-420 B4a/D20-100 D20-420 B4a/D20-100 B6a/D20-100 101 108 B1-36/D40-145 B8b/D20-450 18@140=2520 18@145=2610 140 B2-13/D40-145 CHI TI? T "A" B1-36/D40-145 DETAIL "A" B6a/D20-100 B7/D20-100 CHI TI?T "A" B11/D14-100 B11/D14-100 1 18@140=2520 113 10@150=1500 113 108 10DETAIL "A" 10@145=1450 140 18@145=2610 104 30@150=4500 B2-68/D36 1 108 101 104 55439433. P11 B1-100/D36 CHO TR? : P9. P15 111 10@150=1500 111 23@140=3220 143 142 17@150=2550 CHO TR? : P8. P14 145 23@140=3220 CHO TR? 10@150=1500 113 113 : P6.106 - . P10.doc . P9.

The analysis result of pile foundation at load combination is shown in details in appendix of structure calculation sheet. The pile foundation system (include pilecap and pile) will be described in the program with geological condition and relative load case at pile position.Map of pile arrangement at support positions: 55439433.doc . .107 - .5. analysis of pile foundation is carried out by program FB_Pier v4.3 Pile foundation analysis.D20-450 B4a/D20-100 B5b/D20-450 B8/D14-100 B1-132/D32 B12a/D20-100 B8/D14-100 B5a/D20-420 B4a/D20-100 50 143 Vinh Thinh Bridge Construction Project 23@140=3220 on NH2C 145 Report YOOSHIN – SAMBO Joint Operation March 2011 113 10@150=1500 113 23@140=3220 145 Quarterly CHO TR? : P10. . P11 108 101 104 18@145=2610 140 10@145=1450 140 18@145=2610 104 B7/D20-100 B3a/D20-100 B5a/D20-100 B1-36/D40-145 B11/D14-100 B2-13/D40-145 B11/D14-100 B10a/D20-450 B5a/D20-100 D20-450 B1-36/D40-145 B3a-47/D40-145 B6a/D20-450 30@150=4500 32@140=4480 B8a/D20-450 B4-64/D40-150 B4-64/D40-150 30@150=4500 B2-68/D36 B9a/D20-450 B3a-47/D40-145 B5a/D20-420 B4a/D20-100 B6a/D20-100 B1-36/D40-145 B8b/D20-450 B2-13/D40-145 B11/D14-100 B1-36/D40-145 B11/D14-100 B7/D20-100 CHI TI? T "A" DETAIL "A" B6a/D20-100 T "A" L "A" 108 101 104 18@145=2610 140 10@145=1450 140 18@145=2610 104 5.15.After getting the internal force result at bottom of pilecap section.

5.4 Internal force of pier and abutment in all states.4.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 19000 Quarterly 2000 0 00 D2 2000 14000 2000 3@5000=15000 19000 2000 2000 3@5000=10000 14000 19000 D2 00 0 5000 2500 2500 5000 2000 19000 2000 2000 3@5000=15000 2000 2000 0 00 D2 2000 3@5000=15000 19000 2000 5.108 - 2000 2000 5000 5000 2000 D2 00 0 2@5000=10000 14000 9000 5000 2000 .doc . Moment My(KNm) 250000. 5.5.0 Extreme state 100000.0 50000.0 200000.0 Service state Strength state 150000.0 0.1 Internal force of main support structure.0 P6 P 7 P8 P 9 P10 P 11 P12 P13 P14 P15 55439433.

0 6000.0 14000.0 12000.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Axial force N x(KN ) 1 20000.0 Services tate Stren ths g tate E xtrem s e tate 1 00000.0 80000.0 40000.0 4000.0 8000.0 P 6 P 7 P 8 P 9 P 10 P 11 P 12 P 13 P 14 Servicestate Strengthstate Extrem state e P 15 55439433.doc .0 20000.0 0.0 2000.0 60000.109 - .0 0.0 P6 P7 P8 Shear force Qz(KN) P9 P1 0 P1 1 P1 2 P1 3 P1 4 P1 5 16000.0 10000.

000 1 0.000 0 P95 (Type 1 ) Axial force Nx(KN) P94 (Type 2) P82 (Type 3a) P23 (Type 3b) Service state Strength state Extreme state Shear force Qz(KN) 1000.6 f y ) (d c A)1 / 3 * Maximum compressive stress in concrete on service limit state: Where: 55439433.0 800.45 f c' Z .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 5.000 4.000 2.4.000 20.000 6.110 - .000 30.0 .0 600.2 Internal force of approach support structure Moment My(KNm) 10.doc .000 0 P95 (Type 1) P94 (Type 2) P82 (Type 3a) P23 (Type 3b) Service state Strength state Extreme state Service state Strength state Extreme state 35.0 200.5.000 5.5.0 400.5 SLS checking P95 (Type 1) P94 (Type 2) P82 (Type 3a) P23 (Type 3b) Audit condition for support structure on service limit state: * Tensile stress of nonprestressed reinforcement on service state without exceeding : f s ≤ min( f sa = f cmax ≤ 0.000 8.000 25.0 5.0 0.000 1 5.

111 - P1 5 P6 P7 P8 P9 P1 5 P6 P7 P8 3b ) 3a ) P9 .00 Ab ut m en P9 t 5 (T yp e P9 1) 4 (T yp P8 e 2) 2 (T yp e P2 3a 3 ) (T yp e 3b ) P1 0 P1 1 P1 2 P1 3 P1 4 -50. -fcmax: Maximum stress of concrete.00 0.00 150.00 100.00 150. -A: Area of concrete having the same centroid as the principal tensile reinforcement and bounded bythe surface of the cross-section and a straight line parallet to the neutral axis. -fy: Specified yield strength of reinforcings bars.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly -dc: Depth of concrete measured from extreme tension fiber to center of bar located closest hereto.doc .00 200. -fs: Tensile stress at centroid of rebar in service state.00 1) 2) P1 0 P1 1 P1 2 P1 3 P1 4 m en t pe Ab ut pe (T y (T y -50.00 0.00 50.00 200.00 100. -fc’: Compressive strength of concrete at 28 days.00 50. -Z: Crack width parameter. Audit result of support reinforcement on service limit state Tranverse direction Maximum stress (Mpa) Allow able stress (Mpa) 250.00 pe pe (T y P9 5 P9 4 (T y P8 2 P2 3 Longitudinal direction Maximum stress (Mpa) Allow able stress (Mpa) 250. divided by the number of bars.00 Audit result of support reinforcement on service limit state 55439433.

00 6. Audit result of pilecap section 55439433.00 16.doc . pier body: being designed as compression element (tensile) on strength and special limit condition and also based on longitudinal force interactive result P (kN) and bending moment Mux(KN) và Muy(KN) and is carried out by calculation program SPColum v4.00 5.112 - . Internal force at the audit section is calculated basing on pile head’s internal force through pile foundation analysis.00 12.00 2.00 12.00 0.00 8.00 Mố Trụ dẫn P6 P7 P8 P9 Dọc cầu P10 P11 P12 US lớn nhất (Mpa) US cho phép (Mpa) P13 lớn nhất (Mpa) US P14 P15 US cho phép (Mpa) 18. ULS checking P7 P8 P9 P10 P11 P12 P13 P14 P15 -Abutment boday.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Ngang cầu 18.00 10.00 8.00 4.00 14.00 2.00 10.60 -Pilecap: pilecap is designed by section method.6 Mố Trụ dẫn P6 ELS.00 16.00 0.00 4.00 14.5.00 6.

00 400000.00 50000.00 200000.00 Ab ut m P9 en 5 t (T yp P9 e 1) 4 (T yp P8 e 2 2) (T yp P2 e 3a 3 ) (T yp e 3b ) P1 0 P1 1 P1 2 P1 3 P1 4 P1 5 P6 P7 P8 P9 Factored moment (KNm) Resistance moment (KNm) Audit result of section of pier and abutment body 55439433.00 0.113 - P 1 5 P 6 P 7 P 8 P 9 .00 350000.00 300000.00 250000.00 300000.00 100000.00 0.00 100000.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 T ranverse direction 700000.00 F actored m ent (K m om N ) R esistance m ent om (K m N ) Quarterly tm e n t (T y pe P 9 1 4 ) (T y P pe 8 2 2 (T ) y p P e 2 3 3 a) (T y p e 3 b) P 1 0 P 1 1 P 1 2 P 1 3 P 1 4 A b u P 9 5 Longitudinal direction 400000.00 150000.00 200000.00 600000.00 500000.doc .

50 0 2 00 200 5 00 M1)(k m (° N) .00 0 2 00 ( m) Pi n .2 00 1000 2 6 .000 6 00 600 000 M8 ° (k m ( 7) N ) ( m) Pi n ( m) Pi n . P11 55439433. P15 3 6 . P14 1 4 0 6 7 2 1 8 3 5 9 2 0 7 1 1 2 8 1 6 5 4 3 9 2 7 8 1 .0 00 20 0 ( m) Pi n P (k ) N 700 000 ( mx P a) ( mx P a) ( m) Pa x P(k ) N 1 000 0 00 ( m) Pa x P9 1 3 0 5 7 2 1 8 4 6 9 2 0 7 1 1 1 12 8 4 3 6 5 9 6 4 .200 10 00 10 00 200 M9 ° (k m ( 0) N ) .200 1000 1000 200 M8° (k m ( 1) N ) ( m) Pi n . P12.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 PIER STRENGTH LIMIT STATE P(k ) N 40 0 50 0 ( m) Pa x ( m) Pa x ( m) Pa x P(k ) N 70 0 00 0 Quarterly EXTREME LIMIT STATE ( m) Pa x P6.000 600 600 000 M0)(k m (° N ) ( m) Pi n .doc .0 00 100 P(k ) N 6 00 0 00 ( m) Pa x ( m) Pa x ( m) Pa x 2 1 .000 20 0 P(k ) N 1 0 00 0 00 P(k ) N 700 0 00 ( m) Pa x ( m) Pa x ( m) Pa x ( m) Pa x P8.2 00 1000 1000 200 M( 0)(k m 9° N ) ( m) P in .0 00 1 00 0 1 000 00 0 M9 ° (k m ( 0) N ) ( m) Pi n ( m) Pi n .000 200 ( m) Pi n .40 0 100 0 10 0 0 4 00 M9 ° (k m ( 0) N ) ( m) Pi n ( m) Pi n .00 0 200 ( m) P i n .0 00 1 00 ( m) Pi n ( m) Pi n P(k ) N 900 000 ( m) Pa x P7.0 00 200 P(k ) N 70 0 000 ( mx P a) ( mx P a) ( m) P i n . P13 1 4 0 6 7 2 1 8 3 5 9 22 0 1 1 1 8 4 3 17 6 5 9 7 2 8 1 .114 6 4 5 3 600 00 0 M0)(k m (° N ) ( m) Pi n .00 0 200 ( m) Pi n 1000 200 M( 9)(k m 8° N ) .00 0 2 00 ( m) Pi n P(k ) N 1 0 00 20 0 ( m) Pa x ( m) Pa x P10.0 00 600 ( m) P i n .

doc . Support reinforcement arragement with strength and structural condition as follows: 55439433.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 PIER STRENGTH LIMIT STATE Quarterly EXTREME LIMIT STATE 5.7 P23 (Type 3b) P82 (Type 3a) P94 (Type 2) P95 (Type 1) Reinforcement arragement summary.115 - .5.

doc .116 - . P15 2 appr o ac h pier 55439433.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Reinf o f pil ec ap 2 r einf o f pier 1 2 2 1 1 1 2 r ein f o f pier c ap 1 3 P6.

Tranverse 2 Pilecap 1 Abutement A1.Tranverse 2 Pilecap 1 Approach pier type 1 .Top Bored Pile D1.Top Bored Pile D1.Tranverse 2 Pilecap 1 Approach pier type 2 .Bottom 1 .5m .Bottom Reinforcement arrangement D20@200 D20@200 D32@125 D20@125 D32@100 D22@100 D25@200 D16@200 42 Rebar D32 28 Rebar D32 D25@150 D25@150 D32@150 D22@150 2 Mesh D32@160 2 Mesh D32@157 3 Mesh D32@200 2 Mesh D28@200 28 Rebar D32 28 Rebar D28 D25@150 D25@150 D32@150 D22@150 2 Mesh D32@160 2 Mesh D32@157 3 Mesh D32@200 55439433.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly ITEM 1 .Outer face .117 - 2 Mesh D28@200 28 Rebar D32 28 Rebar D28 .5m .Longitudinal 2 . A2 .Longitudinal 2 1 Pier 2 1 Piercap 2 .5m .Longitudinal 2 1 Pier 2 1 Piercap 2 .Iner face Stem .Top Bored Pile D1.Iner face Wing wall .doc .Bottom 1 .Outer face .

Longitudinal 2 Pier P6.0m .118 - 36 Rebar D32 . P15 1 Pier 2 1 Piercap 2 3 .Bottom 1 .Tranverse 2 Pilecap Pier P7.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly ITEM 1 .doc Reinforcement arrangement D25@125 D20@125 D22@125 D20@125 2 Mesh D32@150 2 Mesh D32@125 2 Mesh D32@125 D32@125 D22@125 54 Rebar D32 36 Rebar D32 Couple D28@150 D25@150 Couple D32@150 D28@150 2 Mesh D32@150 2 Mesh D32@150 54 Rebar D32 36 Rebar D32 Couple D32@150 D25@150 Couple D32@150 D25@150 2 Mesh D36@150 2 Mesh D36@140 54 Rebar D32 Bored Pile D2.Longitudinal 2 1 Pier 2 .0m .Top 55439433.Bottom 1 .Top Bored Pile D2.Bottom . P13 Pilecap 1 .Tranverse 2 Pilecap 1 . P12.Tranverse 2 Pier P8.Top Bored Pile D2.Longitudinal 2 1 Pier 2 .0m . P14 1 .

Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011

Quarterly

ITEM 1 - Tranverse 2 Pilecap 1 Pier P9 - Longitudinal 2 1 Pier 2 - Top Bored Pile D2.0m - Bottom 1 - Tranverse 2 Pilecap Pier P10, P11 1 - Longitudinal 2 1 Pier 2 - Top

Reinforcement arrangement Mesh 1: Couple D28@150 Mesh 2: D28@150 D25@150 Mesh 1: Couple D32@150 Mesh 2: D32@150 D28@150 2 Mesh D36@150 2 Mesh D36@140 54 Rebar D32 36 Rebar D32 Mesh 1: Couple D28@150 Mesh 2: D28@150 D25@150 Mesh 1: Couple D32@150 Mesh 2: Couple D32@150 D28@150 3 Mesh D40@145 2 Mesh D40@150 54 Rebar D32 36 Rebar D32

5.6
5.6.1

DESIGN OF MISCELLANEOUS
Furniture Design Pot bearing

Bored Pile D2.0m

- Bottom

Elastic bearing

Bearing type to design at main bridge
55439433.doc

Bearing type to design at approach bridge - 119 -

Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011

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Expansion joint

Handrail

Expansion joint type to design at all bridge

Handrail type to design at all bridge

5.6.2

Drainage Design

- Road drainage facilities play a critical role in the effectiveness of any pavement structure since road functions rely on the condition of the drainage system. - Prevents environmental pollution at Red River and agricultural land located under the bridge.
Prevention of water pollution by non point source Installation of drainage pipe at the bridge

55439433.doc

- 120 -

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CHAPTER 6: ENVIRO NMENTAL MANAGEMENT
Ensure that the bid documents include specific provisions to minimize disruption/damage to the environment and local resettlements due to construction, using the EIA and the findings during this work as a basis for these provisions. 6.1
6.1.1

INTRODUCTION
General

The Consultant guide the Contractor to prepared Environment Management Plan (EMD) that consider or include the below contents but not limited to. The EMP shall introduce contractor’s statements in order to decrease environmental impacts of construction work to adjacent resident areas. The EMP is also a part of work quality management. Objects need to be surveyed and reviewed are: air, water, noise or vibration level .,etc EMP shall be submitted to the Consultant and Employer for approval. The EMP shall be reviewed and revised if any related regulations has been changed due to the increased demand.
6.1.2 Terms

Environmental staffs matters The Consulting Engineer Contractor
6.1.3

: contractor’s staffs, person in charge of environment :Engineers under the consultant board : JOINT VENTURE Contractor

Environmental Management

Contractor ensure to construct under the Vietnamese standards (TCVN), articles, decrees, or other regulations on environment, master EMP, approved EMP and instructions of Consultant. In coordination with nominated subcontractor in the contract, Contractor shall also conduct environmental survey. Joint venture contractor promise to carryout suitable methods to protect environment under the following current documents: Environmental protection law was ratified on 29th November 2005 by the 11th National Assembly of Socialist Republic of Vietnam, session 8th and came into effect on 1st July 2006; Transportation law was ratified on 13th November 2008 by the 12th National
- 121 -

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55439433.doc

80/2006/NĐ-CP dated 09/08/2006 on detailed regulation and guidance of implementing some articles of Environmental protection law. Marine transportation law was ratified by the 11th National Assembly of Socialist Republic of Vietnam. session 4th on 13th November 2008. session 3rd on 20th May 1998. land acquisition. resettlement if the ggoverment acquire land and deal . Decree No. Water resource law was ratified by the 10th National Assembly of Socialist Republic of Vietnam. Goverment’s Decree No. supporting and resettlement if the Goverment acquires land and deal with land appealing. MONRE’s circular No.122 - - - - 55439433. right of land use implementation. 12/2006/TT-BTNMT dated 26/12/2006 on guidance of professional licence and document preparation. sequence and procedures of compensation. Goverment’s Decree No. Dyke law was ratified by the 10th National Assembly of Socialist Republic of Vietnam on 29th November 2006. addition some articles of Decree 80/2006/NĐ-CP dated 09/08/2006 detailed regulation and guidance of implementing some articles of Environmental protection law. 59/2007/NĐ-CP dated 09/04/2007 on solid waste management. registration. session 4th Land law was approved on 26th November 2003 by the 11th National Assembly of Socialist Republic of Vietnam. right of land use implementation. session 5th on 15th June 2004. 21/2008/NĐ-CP dated 28/02/2008 on revision. supporting. land acquisition. Goverment’s Decree No. sequence and procedures of compensation. Circular No.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Assembly of Socialist Republic of Vietnam. authorization procedures and code for management of harmful waste.doc .84/2007/NĐ-CP dated 25/05/2007 supplemental regulation on issuing right of land use certificate.84/2007/NĐ-CP dated 25/05/2007 additional regulate on issuing right of land use certificate. 06/2007/TT-BTNMT dated 15/06/2007 on instruction of implementing some articles of Goverment Decree No. Session 4th. Biodiversity law was approved by the 12th National Assembly of Socialist Republic of Vietnam. Construction law was approved by National Assembly of Socialist Republic of Vietnam on 26th November 2003. Temporary regulation on sampling checking method and environmental impact analyzing survey data management.

Decision no.Vinh Thinh Bridge construction project on NH2C crossing Hanoi and Vinh Phuc. Vibration due to road means of transport – allowable limit for environment of public and residential areas. standard of surrounding air TCVN 06:2009: Air quality. Decision 90/2008/QĐ-TTg dated 9/7/2008 of Prime Minister on approval of transportation development planning by 2020. Decision 04/2008/QĐ-BTNMT dated 18/07/2008 and Decision16/2008/QĐBTNMT dated 31/12/2008 on promulgating national technical standards on environment. . Public and residential area noise. Circular 05/2008/TT-BTNMTdated 08/12/2008 on instruction of strategic environment assessment. Decision 22/2006/QĐ-BTNMT on forcing to apply Vietnamese standards on environment and other Vietnamese standards on environment in the years of1995.doc . TCVN 6962:2001. Acoustics. Vibration due to activities of construction and industrial production – Allowable maximum limit for environment of public and residential areas. Vibration and seismic. Vibration: TCVN 7210:2002. 823/QD-BGTVT dated 29/3/2005 issued by MOT on acceptance of preparation of feasibility study report for Vinh Thinh Bridge construction project on NH2C. Air TCVN 05:2009: Air quality. Allowable maximum noise.123 - 55439433. 1998. Notification no. and - - - - Other relevant legal documents.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly with appealing on land. environment impact assessment and commitment of environment protection. 148/TB-BGTVT dated 10/04/2009 issued by MOT on conclusion of Vice Minister Ngô Thịnh Đức in the meeting on approval of final report of feasibility study . Vibration and collision. allowable maximum volume of poisonous air Noise: TCVN 5949 :1998. 2001. 2005.

Project Manger will decide to guide environmental measures. national technical standard on redundancy of vegetation protection chemicals in soil.124 - . national technical standard on allowable limit of heavy metals in soil. yet it will also be adjusted as to the changes of Vietnamese governing laws or made suitable with recent field happening. Plan for environment management 6. The chart of management and environment survey will be presented in the next report. Technical Manager and Environment & Safety Officer will make the detail plan. 55439433. The plan for environment management will be submitted. Soil: QCVN 03:2008/BTNMT. Inspectors and Site Engineer will implement these methods at sites. QCVN 15:2008/BTNMT. All the matters will be reported to the Engineers.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Water: QCVN 08:2008/BTNMT.2 ORGANIZATION CHART FOR ENVIRONMENT MANAGEMENT Environment Organization chart of the Contractor. workers. Sewerage: QCVN 14:2008/BTNMT. Environmental standards of International or regional organizations and construction standards such as World Health Organization (WHO). then Site Engineers and Environment Engineers will report to Project Manager through Environment & Safety Officer. national technical standard on groundwater quality.4 The Contractor will be responsible for required measurements and treatments to minimize bad effects on the environment caused by its construction and other related activities. national technical standard on surface water quality. FAO . officers and subconsultants have to report to Site Engineers and Environment Engineers.1.ISO 9000 and DIN 4150 (Germany). When there is something wrong happening. national technical standard on residential sewerage. QCVN 09:2008/BTNMT. Organization Chart of the Contractor Notes: Key personnel for each position will be determined and submitted in a separate annex. 6.doc .

3.doc .1 Policy for Environment Preservation In the plan for environment management. 55439433. Make people understand the consequence of environment destruction. more concrete information will be presented in Method Statement for different works.3. Although the plan for environment management points out general mesures and details.125 - . 6. the Contractor will introduce measures to minimize bad effects caused by the contruction process on environment.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Project Manager Technical Manager Environment and Safety Officer Inspector Environment Engineer Site Engineer Environment Survey Team 6.3 METHOD OF ENVIRONMENT MANAGEMENT The Contractor understands environmental issues as follows: 6. and help them to grasp the importance of implementing measures to minimize effects on environment. the Contractor will carry out the following steps: Frequently give training to the field officers to help them understand the importance of enrivonment protection.2 Measures to raise awareness about environment To raise the Contractor’s and the local’s awareness about environment.

55439433.3. Have the responsibility to ensure not to let waste and other material scattering on the way to and from the sites during the construction periods.3 Concrete procedure to attain the required environmentally standards To obey legal requirements. as well as provide enough precaution methods to reduce the amount of waste and debris scaterring on the site’s nearby areas. they will be on the spot removed and affected areas will be restored to their previous stage. water and waste must be collected and removed out of the sites in a temporary irrigation system.doc . In case there are mud. debris and construction waste at field or at the other areas during the construction period. During the construction process. the Contractor will proceed the following steps: Obey Vietnamese governing laws on environment protection (NLEP) and other legal standards. remove or restore the necessary irrigation system and prepare methods to prevent from flood and congestion caused by the falling of materials during construction period. 6. which will be designed suitably in order not to pollute the environment. maintain. The Contractor will construct.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Try its best to manage and improve the conditions at field in order to minimize bad effects on the environment. The Constractor should ensure not to let the chemical substance or waste from the cleaning of concrete mixer affect the water sources.126 - . The Contractor should maintain the existing canal and irrigation system in the area of the site and dredge the waste caused during the construction period out of the canal bed and irrigation system.

1 7. equipments and materials shall be thrown away and also it is not safety for people and construction facilities in the river 55439433.Construction water level in dry season from +2.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly CHAPTER 7: GENERAL CONSTRUCTION METHOD In conjunction with PMU. monitoring and reporting actions. Red river is a big river with flow speed in flood season is V> 2m/s ~ 3. Moreover.55m Water level maintains from 4 – 8.doc . If water level is H > 8. the schedule will reflect seasonal climatic effects at the work sites. Because flow velocity is bigger than 2m/s in flood season.5m/s.85) Lowest average water level +6. construction equipments should be arranged at river bed portion. as well as timing of environmental mitigation. flood season starts. Based on documents collected 50 years over at Son Tay hydrology station. regarding this water level.1. Difference of water level between flood season and dry season is large (∆h = 15m). At that time. Therefore. Specific frequency of water levels is calculated as follows: Highest water level in flooded season (Hmax) Average water level (Htb) Lowest water level (Hmin) Based on day hydrograph (H~t) and type of water level frequency to choose water level serving for construction: .5 ÷ +6.. prepare realistic construction schedule showing anticipated progress of works and expenditures for the contract packages. 7. only construct the portion on land.85m happening before and after flood.5.00m Construction water level Htb = P10% = 8.127 - .1 STUDY OF THE SITE CONDITIONS Water level for construction Vinh Thinh bridge is a large scale bridge with total construction time is about 3 years. it is necessary to determine water level and time to forecast and actively arrange equipment and suitable construction time...00m characteristics of lowest water level P = 95%(Hmin = 3.

waterway traffic control can be maintained in the limited conditions to provide the work space on the river for the project’s construction work.2 Construction time Based on the daily collected flood hydrograph (H~t).5 ~ 4 months ≥ 120 days (from 20/6 to 10/10 every year). It’s essential to contact with PMB of hydroelectric dams and hydrometeorology center to know the water level adjustment and flood discharge plan to actively arrange time and equipment for construction. Through survey and collected documents from 2005 to 2010.128 - . As with temporary bridges. Local resources: Maximizing of avaiable local resources as labours. we can select the typical flood hydrograph in order to determine construction time under water levels. It’s necessary to arrange to construct on land. At present. a/ construction time in dry season (water level from 4 m ~ 6m) is 5months 20 days = 170 days. selecting the year of 2007 is the typical flood to determine construction time.3 Other consideration H10%≤ Temporary land use: It is assumed that the Contractor can hire some areas of temporary land for casting yard and other temporary works. equipment shall be investigated and put into account.doc . A lager number sqm place at 5 locations will be needed for the construction in about three years as referenced construction drawings.55m is the starting time of flood season and it will last about 3. Water level can be actively controlled (except flood discharge case). we can see that flood type of the years is the same and after analyzing as well as comparison. Flood happening on the Red river mainly origin from Đà river. 7.1. c/ with water level of H10% >8. material.55m) is 8 months = 240days) from 15th October this year to 15th June next year. Waterway traffic control: Reference is made with some similar bridge construction project that crossing Red river. thanks to Hoa Binh and Son La hydro electric dam.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly 7. the approval of water way mangerment authority is needed. b/ construction time with annually average water level corresponding to (8. During this time.1. Safety requirement for the dykes: 55439433.

Pay attention to be made that any work related to safety coridror of the dyke shall require Dyke Management Authority’s approval. 7.129 - .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Obviously this requirement is highest priority in the consideration any solution or plan for construction method and make construction schedule.2 CONSTRUCTION SCHEDULE Attachment is construction schedule reflecting above study has been made for Vinh Thinh bridge construction project in the period of 36 months.doc . 55439433.

Bidders shall be required to submit the information pertaining to their qualification together with their bid. Main contents of the Bidding Documents for the Project shall be as follows: (1)  Volume I – Bidding Procedures Part I: Bidding Procedures Section I. Following the EDCF’s “Procurement Guideline”.1 ASSISTANT TO PREPARING OF BIDDING DOCUMENT General Prepare contract packages for competitive bidding following the EDCF guidelines and procedures. Bid Data Sheet (BDS) Section III. Bidding Forms Section V.1. Instructions to Bidders (ITB)        55439433.doc Section II. Works Requirements . Award of Contract will be done through a Single-Stage. the bidding documents for the project are being prepared based on the “Standard Bidding Documents” (SBDs) developed through broad international practice and experience.1 8. and comply with the Guidelines for Procurement under the EDCF Loan. One-envelope International Competitive Bidding procedure in which there shall be no preceded prequalification exercise. Evaluation Criteria and Qualification Criteria Section IV.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly CHAPTER 8: BIDDING DOCUMENT AND COST ESTIMATION 8. They are consistent with the March 2005 revised edition of the Guidelines for Procurement under the EDCF Loan. These (SBDs) have been developed by the Export-Import Bank of Korea for procurement of works through International Competitive Bidding (ICB) in projects that are financed in whole or in part from the resources of the Economic Development Cooperation Fund (EDCF) of the Republic of Korea. Eligible Countries Part II: Works Requirements Section VI.130 - .

Information is also provided on the submission. Annex to the Particular Conditions . Special Conditions of Contract. A copy of the IFB shall be promptly submitted to the Export-Import Bank of Korea for advertisement on its Procurement Notices Web site.03).2 Evaluation and Qualification Criteria This Section of the Volume 1 shall contain the criteria to determine the lowest evaluated bid and the qualifications of the Bidder to perform the contract. Bid Data Sheet (BDS).doc . and Section VII. and prepare and submit their responses. General Conditions of Contract from the SBDs shall be used with their text unchanged to facilitate perusal by Bidders and review by the Export-Import Bank of Korea. the Invitation for Bids (IFB) / Specific Procurement Notice (SPN) shall be advertised in English. Any data and provisions that these sections require for a specific procurement and contract shall be included respectively in Section II.131 - . and evaluation of bids and on the award of Contracts.1. 8. In accordance with the Guidelines for Procurement under the EDCF Loan (as defined in Section 2.1. 55439433.1. Apart from a summary description of the works.2.2. the Invitation for Bids should also indicate any important bid evaluation criteria or qualification requirement (for example.2 The provisions in Section I. Particular Conditions (PC) Section IX. General Conditions (GC) Section VIII. in at least one newspaper of general circulation (in an English language newspaper if possible) in the Borrower’s country. The Invitation for Bids provides information that enables potential bidders to decide whether to participate. Instructions to Bidders (ITB). 8. a requirement for a minimum level of experience in similar works for which the Invitation for Bids is issued). and Section VIII.Contract Forms Volume II – Technical Specifications Part 1: General Specifications Part 2: Technical Specifications Volume III – Detail Design Documents Volume I – bidding procedures  (3) 8.1 Instructions to Bidders This Section provides relevant information to help Bidders prepare their bids. opening.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly     (2)  Part III: Conditions of Contracts and Contract Forms Section VII. Notification shall be given in sufficient time to enable prospective bidders to obtain the Bidding Documents.

whether Vietnamese national standards or other standards. and the subsequent task of bid evaluation facilitated. the Specifications shall include clause which enables alternative materials. responsiveness of bids be ensured.4 Volume III – Detail Design Documents This Volume of the Bidding Documents shall consist of Detailed Design Drawings. other supplies. Post qualification criteria and procedures are covered in Section III (Evaluation and Qualification Criteria) and Section IV (Bidding Forms). and workmanship. 8. other supplies. as the standards mentioned. and workmanship to be provided. efficiency. and equality in procurement be realized. The General Specifications shall cover all classes of workmanship. present a clear statement of the required standards of materials. including major roads and bridges. The Specification shall be prepared in a way that they are not restrictive. precise and clear Specifications are a prerequisite for bidders to respond realistically and competitively to the requirements of the Employer without qualifying or conditioning their bids.1.doc . recognized international standards should be used as much as possible. other supplies. plant. Where other particular standards are used. 8. if so. fail-pass qualification criteria need to be specified by the Employer in the Bidding Document in order to enable bidders to make an informed decision whether to pursue the Project and. and equipment commonly involved in construction. and workmanship meeting other authoritative standards. All of the requirements for specific applications involved in the construction shall be covered in the Technical Specifications. clear-cut. either as a single entity or in joint venture. plant. Primary Construction Drawings and a simplified map showing the location of the Site in relation to the local geography. The Drawings shall be prepared in a suitable scale which enables the designed detail to be rendered precisely and clearly. Specifications from previous similar construction projects including Hanoi-Haiphong Expressway project and Thanh Tri Bridge Construction project shall be reviewed in order to prepare the Specification to suite the contract for the Works. materials.132 - . This shall enable the objectives of economy. 55439433.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly To ensure that a bidder’s risk of having its bid rejected on grounds of qualification is remote if due diligence is exercised by the bidder during bid preparation. In the specification of standards for materials. at the same time.3 Volume II – Technical Specifications The main components of this Volume are General Specifications and Technical Specifications. The Specifications shall be drafted to permit the widest possible competition and.1. and which ensure substantially equal performance. In the context of competitive bidding. will also be acceptable.

Pros: Following the current regulations of Vietnamese Government. cooperation.Hanoi city and Vinh Tuong district – Vinh phuc province. and calculate detailed cost estimates for civil works including taxes and customs duties.133 - .2. According to Decree No. even if not fully developed.2 8. personnel and other organizations in Vietnam which employed labors”. Application of area minimum wage to determine labor cost for work items shall be implemented as follows: • Method 1: Using two local minimum wage scales to calculate labor cost The area minimum wage for construction labor cost shall be applied basing on management area of the work items. Prepare detailed engineering designs and bill of quantities. this way of determination is correct. bridges and culverts. payroll and allowances in the state owned companies” based on minimum salary level of the area. 97/2009ND-Cp on “regulation of area minimum wage scale to employees working in companies. enterprises.000 VND while Vinh Tuong is in the fourth area with minimum salary is 730. 205/2004 ND-CP on “ regulation of salary scale. • 55439433.1 Determination of labor cost applied for project.000 VND. Cost estimate preparation is implemented under the following steps: 8. Cost for construction workers will be determined under the instruction of Decree No. Vinh Thinh bridge construction work is located on management area of both Son Tay town. It’s unreasonable because one construction work can be taken place at the two places with the same execution unit as well as same labour.1 TO PREPARING OF COST ESTIMATION General Develop updated unit rates of construction for roads.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly The construction drawings. Son tay town is in the second area with minimum salary is 880. shall be included to show sufficient details to enable bidders to understand the type and complexity of the work involved and to price the Bill of Quantities. Theoretically. it’s necessary to prepare two different types of unit price to apply for the position under the management of the local where the construction work is available. taking into account the bid and completion costs of similar works recently undertaken in Vietnam. Cons: complicated in determination of unit price. farms. 8. including taxes and customs duties. households.1.2. because with the same construction work.doc Method 2: Using the average minimum wage to calculate labor cost .

Vinh Phuc province. then total manpower cost shall be divided by total manpower quantity to get an average regional minimum wage applied for all the works. Pros: only one construction unit cost shall be prepared due to application of average regional minimum wage. • Method 3: Application of one regional minimum wage Application of one regional minimum wage (Son Tay town or Vinh Tuong district). As mentioned above. calculation of manpower cost shall not be exactly accurate as defined. calculation of manpower cost shall not be exactly accurate as defined. Cons: Complexity in determining construction costs because with the same construction work. • Consultant’s proposal: Method 3 and minimum wage of region IV of Vinh Tuong district are recommended to apply (because 80% of work items locates in Vinh Tuong district).1. this method is accurate in theory. 8. Pros: Application shall be based on the regulation. Cons: Manpower quantity shall be accurately calculated in each area.2.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly Listing all required manpower quantity for the works in both areas. Therefore. Vinh Thinh bridge construction is under management of two areas including Son Tay town – Hanoi city and Vinh Tuong district. Manpower unit cost shall be continuously changed when construction quantity is changed. If there are two contractors carrying out their works in two different areas. if material cost is applied according to local price index. determination of material cost for work items shall be implemented in the 3 following methods. Pros: only one construction unit cost shall be prepared.2 Determination of material cost applied for the project. two different unit prices should be established to apply for place where construction work occurs under the management of any local authority .134 - . It is unreasonable because the same construction works can take place in two different locations but are built by the same construction unit that uses and maintains similar construction machine 55439433.doc . • Method 1: Application of two price indexes for material cost calculation Local price index for calculation of material cost shall be applied on basis of location of the work items under management of each area. Calculating all manpower cost on basis of local manpower cost. Cons: If there are two contractors carrying out their works in two different areas. Expense management should be the same.

the transportation fees will be followed the local price index of transportation and other authority instruction documents. Vinh Phuc province. Expense management should be the same.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly • Method 2: Application of average price index for material cost calculation Making a list of material quantities which shall be used for construction works at both places. the determination of material price shall be followed the market price at the time of prepare cost estimate. If some materials in price index is not included the transportation fees to the site. As being mentioned above. Incase the construction work use materials which isn’t available in local price index or materials available in local price index can not meet the requirements of material applied for work ore material price of local price index is not in compliance with market price. Cons: quantity of each material volume on each local should be calculated exactly.2. Pros: Due to application of average material price. • Method 3: Application of one local price index of one area to calculate material price Application of one local price index for material (Son Tay town or Vinh Tuong district) Pros: Preparation of only one unit price. determination of labour cost will not exact as current regulations. If local local price index is applied. • Consultant’s proposal: Apply alternative 3 and use IV local minimum wage scale of Vinh Tuong district (80% of work item is located in vinh Tuong district). Expense for construction material shall be calculated basing on quantity of material in each area then using subtotal expense divide to total equivalent material quantity equal to average material price of each material which shall be applied for the whole work. In case there are two construction units at two different construction work places.1. Cons: In case there are two construction units at the different places execute the same work. 8. the determination of machine shift price for each work item can be carried out by 3 methods: . Vinh Thinh bridge work is located on management area which is betwwen Son Tay town – Hanoi city and Vinh Tuong. only one construction unit price is necessary to be prepared.135 - 55439433.3 Determine the machine shift price apllied for the project. Material unit price continuously change if construction work quantity changes.doc . the determination of labour cost shall not exact as regulations.

then split the whole quantity cost of each type of machine shift by the total amont of appropriate machine shift to get the average price applied for the whole works. It is unreasonable because the same construction works can take place in two different locations but are built by the same construction unit that uses and maintains similar construction machine. the determination of machine shift’s cost is not exact as prescribed. two different unit prices should be established to apply for place where construction work occurs under the management of any local authority . Pros: Full application as required. this determination is exact in theory. only one construction unit price shoule be made. Pros: due to average machine shift price. In the case the works use machines not in machine shift local price index or machines that belong to machine shift local price index do not meet the requirements of machine applied for construction or price in the local index does not match the 55439433. The machine shift unit price will change constantly when the workload changes. Cons: Complexity in determining construction costs because with the same construction work. Unify expense management .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly • Method 1: Use 2 local price index to calculate equipment shift price. • Method 3: Use one local price index of one area to calculate the machine shift’s price. the machine shift price is calculated as the application of local price index. Calculate the full cost of each type of machine shift by calculating machine shift’s cost where there is machine shift quantity. Cons: Must calculate exactly the quantity of each type of machine shift on each local.doc . the determination of machine shift’s cost is not exact as prescribed. Any item belongs to local management area.136 - . • price. In case there are two construction units in two different areas of construction. Method 2: Use average local price index to calculate equipment shift Make statistical quantities of the machine shift that must be used for buildings in both provinces. Apply a machine shift quotaiton (Hanoi or Vinh Phuc Province). Cons: In case there are two construction units in two different areas of construction. Pros: Just set a single price. • Consultant’s proposal: Apply the 3rd method and use the machine shift’s local price index of Vinh Phuc province (Since 80% of the works is located at Vinh Phuc province). take your average price shifts should just set up a unit price construction.

carry out forming the main items of bill of quantity as follow: Division 1: General requirements Division 2: Site works Division 3: Earth works Division 4: Drainage works Division 5: Asphalt products and pvements Division 6: Concrete and bridges Division 7: Steel works Division 8: Road furniture and miscellaneous items Division 9: Lighting and electrical works Division 10: Day works From main items. after getting all data on labor costs.1.6 Form the cost estimate Based on the construction unit costs and work list sheet. 8.1. All works and detailed quantities will be the best basic for cost estimate.5 Form the bill of quantities Research documents of the basic design of the project associated with continuously updating design documents of technical design stage.1. suitable with the bill of quantites. 8. All above works and detailed quantities will be joined into a quantity list sheet and sent to all design team to be counted precisely. identify work components and detailed quantity to form a main quantity item in the bill of quantity. based on circular guiding cost estimate 04/2010/BXD-TT. Construction companies can refer norms which are applicable for similar works in Vietnam in case they are not in the norm. All works and detailed quantities will be checked by design team and unified with cost estimate team. detailed quantity sheet.2. circular guiding 04/2010/BXD-TT estimation.doc .2. For convenience for cost estimate in statistical quantities from drawings.. 1777/2007/BXD-VP .. continue to identify the main quantity items (cost). carry out to cost estimate of construction details.. Machine shift cost in the local price index will be offset the labor costs and fuel at the time of cost estimate setting up. computer cases. Based on the main quantity items of bill of quantity.the construction unit prices will be calculated completely. 8.. Basis for setting up unit cost are gazette norms of the Ministry of Construction such as 1776/2007/BXDVP norms.2. materials.137 - .4 Calculate the construction unit cost applicable for project As mentioned above.Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly market price then the machine shift price will be determined as market price at the time of set up cost estimate and other guidance. Structure of cost estimate sheet as follow:  Cost estimates summary 55439433.

All details of cost estimations can be found in Cost estimation report that is submitted separatly.doc .Vinh Thinh Bridge Construction Project on NH2C Report YOOSHIN – SAMBO Joint Operation March 2011 Quarterly  Estimates of construction expenses of divisions Division 1: General requirements Division 2: Site works Division 3: Earth works Division 4: Drainage works Division 5: Asphalt products and pvements Division 6: Concrete and bridges Division 7: Steel works Division 8: Road furniture and miscellaneous items Division 9: Lighting and electrical works Division 10: Day works  List of unit price of payment items (general construction unit price)  Breakdown of general construction unit prices  List of process cost  Calculation of process cost  Calculation of price of cement grouts and concretes.  Calculation of material cost. 55439433.  Calculation of labour cost.138 - .  Calculation of machine shift cost.