VT DDR - Main Report (EN) HTH

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.......................................................................19
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.....................................................................................24
2.4.6 Strength limit state and extreme limit state...............................................25
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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............................................................32
3.2.4 Centerline survey......................................................................................32
3.2.5 Vertical aligment survey...........................................................................33
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..........................................................................................................35
3.3.5 Humidity...................................................................................................35
3.3.6 Wind.........................................................................................................35
3.3.7 Hydrology survey......................................................................................35
3.3.8 Meteorological and Hydraulic calculation...............................................36
3.3.9 Navigation clearances..............................................................................38
3.4 Geotechnical survey....................................................................................39
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3.4.1 Description of geological condition in previous studies...........................39
3.4.2 Location of soil investigation....................................................................39
3.4.3 Work scope and criteria...........................................................................39
3.4.4 Result of soil investigation........................................................................40
3.4.5 Description of soil condition....................................................................41
3.4.6 Soil profile................................................................................................44
3.5 Construction Material Investigation............................................................49
3.5.1 Stone Quarries..........................................................................................49
3.5.2 Soil Borrow Pits.......................................................................................49
3.5.3 Sand Stockpiled Area................................................................................50
3.6 Other survey and investigations..................................................................50
3.6.1 Other site investigations...........................................................................50
3.6.2...................................................................................................................... 51
3.6.3 Investigation of replacement of small roads and channels.......................51
3.6.4 Existing drainage system in intersection area..........................................52
3.6.5...................................................................................................................... 53
3.6.6 Existing pavement.....................................................................................53
3.6.7 Existing Intersection.................................................................................54
3.6.8...................................................................................................................... 54
3.6.9 Meeting with related authorities...............................................................54
3.6.10.................................................................................................................... 55
CHAPTER 4: DESIGN OF THE ROAD................................................................56
4.1 Feasibility Study Report Revision..............................................................56
4.1.1 Main road revision...................................................................................56
4.1.2...................................................................................................................... 57
4.1.3 Intersection revision.................................................................................57
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4.1.4...................................................................................................................... 57
4.1.5 Supporting road revision..........................................................................57
4.1.6...................................................................................................................... 58
4.1.7 Pavement revision....................................................................................58
4.1.8 Summary of major changes from Feasibility Study..................................58
4.2 Aligment design..........................................................................................59
4.2.1 Horizontal alignment................................................................................59
4.2.2 Vertical alignment....................................................................................60
4.3 embankment design....................................................................................62
4.3.1 Cross-section............................................................................................62
4.3.2 Details of cross-section............................................................................62
4.3.3 Material for embankment.........................................................................63
4.3.4 Slope protection for embankment.............................................................63
4.4 Culvert design.............................................................................................64
4.5 Intersection with NH32 design...................................................................64
4.5.1 Analysis of site condition..........................................................................64
4.5.2 Solution to increase safety of approach road to Duong Lam village........65
4.5.3 Result of NH32 intersection design...........................................................65
4.6 Red River Intersection................................................................................68
4.7 Realigment of existing cannel and local road.............................................68
4.8 Supporting road of dike design...................................................................68
4.8.1 Specifications for supporting road............................................................68
4.8.2 Measurement of underpass.......................................................................69
4.8.3 Determination of uderpass location..........................................................69
4.9 Pavement design.........................................................................................71
4.9.1 Pavement of new road..............................................................................71
4.9.2 Strengenth of existing pavement...............................................................71
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4.9.3 Traffic safty and miscellaneous facilities..................................................72
4.10 Soft soil treatment desigN...........................................................................72
4.10.1 Design concept......................................................................................72
4.10.2 Soft soil treatment analysis....................................................................72
4.10.3 Calculation methodology.......................................................................74
4.10.4 Result of soft soil treatment...................................................................82
CHAPTER 5: DESIGN OF THE BRIDGE............................................................84
5.1 Review of feasibility study.........................................................................84
5.1.1 Box girder.................................................................................................84
5.1.2 Super-T girder..........................................................................................85
5.2 Outline of the bridge...................................................................................86
5.3 Superstructure of FCM bridge design.........................................................87
5.3.1 General introduction................................................................................87
5.3.3 Construction sequences............................................................................88
5.3.4 Tendon arrangement and segmental division...........................................89
5.3.5 Envelop of bending moment, shear force under SLS................................90
5.3.6 Stress diagram under SLS.........................................................................91
5.3.7 Envelop of bending moment, shear force under ULS................................92
5.3.8 Strength capacities under ULS.................................................................93
5.3.9 Envelop of bending moment, shear force under ELS................................94
5.4 Superstructure of approach bridge design...................................................94
5.4.1 General introduction................................................................................94
5.4.3 Beam arrangement of plane curve............................................................95
5.4.4 Slab detail on pier cap..............................................................................96
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5.4.5 Tendon arrangement.................................................................................97
5.4.6 Stress diagram under Service Limit State in Stage I.................................97
5.4.7 Stress diagram under Service Limit State in Stage II................................98
5.4.8 Stress diagram under Service Limit State in Stage III..............................98
5.4.9 Flexural Resistance in Strenghth Limit State............................................98
5.4.10 Shear Resistance in Strenghth Limit State.............................................99
5.4.11 Construction method..............................................................................99
5.5 Design of substructure................................................................................99
5.5.1 Pile Capacities..........................................................................................99
5.5.2 Abutment, Pier design.............................................................................105
5.5.3 Pile foundation analysis.........................................................................111
5.5.4 Internal force of pier and abutment in all states.....................................113
5.5.5 SLS checking...........................................................................................115
5.5.6 ELS, ULS checking.................................................................................117
5.5.7 Reinforcement arragement summary......................................................121
5.6 Design of miscellaneous...........................................................................124
5.6.1 Furniture Design....................................................................................124
5.6.2 Drainage Design....................................................................................125
CHAPTER 6: ENVIRONMENTAL MANAGEMENT.......................................126
6.1 Introduction..............................................................................................126
6.1.1 General...................................................................................................126
6.1.2 Terms......................................................................................................126
6.1.3 Environmental Management...................................................................126
6.1.4 Plan for environment management.........................................................129
6.2 Organization chart for environment management.....................................129
6.3 Method of environment management.......................................................130
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6.3.1 Policy for Environment Preservation.....................................................130
6.3.2 Measures to raise awareness about environment...................................131
6.3.3 Concrete procedure to attain the required environmentally standards. .131
CHAPTER 7: GENERAL CONSTRUCTION METHOD..................................132
7.1 Study of the site conditions.......................................................................132
7.1.1 Water level for construction...................................................................132
7.1.2 Construction time...................................................................................133
7.1.3 Other consideration................................................................................133
7.2 Construction schedule...............................................................................134
CHAPTER 8: BIDDING DOCUMENT AND COST ESTIMATION................135
8.1 Assistant to preparing of bidding document..............................................135
8.1.1 General...................................................................................................135
8.1.2 Volume I – bidding procedures...............................................................136
8.1.3 Volume II – Technical Specifications......................................................137
8.1.4 Volume III – Detail Design Documents..................................................137
8.2 To preparing of cost estimation................................................................138
8.2.1 General....................................................................................................138
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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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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.
Location
- Ending point: Sta.9+800 (200m from the left hand side of Red River
dyke)
Scope New bridge and road construction
- Total : 5.5km
Length - 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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MOT
PMU - TL
Regional MOT offices
Local Government Unit
and other government

agencies
Sun - Rae Oh
Project Manager
Administrator Home Ofice Prof.
Staff (Korea)
And other staffs
Hoang Thanh Hai

Deputy Project Manager
Young – Cheol Cheon Hung - Jae Cho In – Kyu Lee

Byung - Gu Kang
Sr.Bridge Engr Sr.Road/Pavement Engr Sr.Geotech/Mat Engr Sr. Hydrological Engr
(4) Bridge Engr (3) Road Engr (2 Geotechnical Engr (1) Hydological Engr
Local Prof. Staff Local Prof. Staff Local Prof. Staff Local Prof. Staff
Traffic Engr Hyeok -San Kwon
Document Specialist
Local Prof. Staff
Topo Expert Surveyor (2) Document Specialist
Local Prof. Staff Local Prof. Staff
Notes:
1. MOT: Ministry Of Transportation
2. PMU-TL: Thăng Long Project Management Unit
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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
4 Process of enginerring geological exploratary drilling 22TCN 259 - 2000

Process of engineering geological investigation and stable
5 22 TCN 56-1998
method design for bases in avalanche and slip areas.
6 Process of geological survey for waterway works 22TCN 260 - 2000
Specifications for measuring and processing GPS data in
7 TCXDVN 364 - 2006
work surveying
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Process of design survey for highway bases backfilled in soft
8 22TCN 262 - 2000
ground.
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

Process of bridge testing on highway- Technical
12 22TCN 243 - 1998
requirements
Process of testing and base intensity evaluation and soft
13 pavement struture of hiwgway by FWD dynamic measuring 22TCN 335 - 2006
device.
14 Process of water sample analysis used in traffic works 22TCN 61 -1984
15 Specific caculation for flood flow. 22TCN 220 - 1995

Testing process for determining general elastic modules of
16 22TCN 251 - 1998
soft pavement by Benkelman deflection measuring rod
17 Process of environment impact assessment 22TCN 242 - 1998
Specifications for bridges design, culvert in limited state
18 22TCN 18 - 1979
(applied for culvert design and auxiliary works)
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

Design specifications for soft ground treatment by sand drain
25 22TCN 244 - 1998
item in construcion
Process of work design and auxiliary equipments in bridge
26 22 TCN 200 - 1989
construction.
27 Regulations of road signal 22TCN 237 - 2001
Outside artificial lighting and urban infrastructure technique
28 TCXDVN 333 - 2005
- Design standards.
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29 Specifications for traffic works design in earthquake areas. 22TCN 221 - 1995
TCXDVN 375 - 2006
30 Specificaions for earthquake-proof construction design.
22TCN 211 - 1995
Specifications for artificial lighting design on roads, streets
31 TCXDVN 259 - 2001
and urban squares.
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
AASHTO M251 - 06
38 Elastomeric pad with steel plate –UL; ASTM D4014-
03 (2007)
AASHTO M297 –
39 Specifications for expension joint 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

22TCN 02 -1971
Process of acceptance inspection of soil density in
2 QĐ4313/2001/QĐ-
transportation.
BGTVT
Process of construction organization design and buiding
3 TCVN 4252 - 1988
design–Norm of construction acceptance
Process of construction and engineer fabric acceptance in
4 22TCN 248 - 1998
road works on soft ground
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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

Specifications for construction and acceptance of sand drain
7 22 TCN 236 -1997
item in road works on soft ground
Testing process for determining CBR index of soil and
8 22TCN 332 -2006
ballast
9 Process of soil and ballast densification in laboratory 22TCN 333 -2006
Process of construction techonology and acceptance of
10 22 TCN 249 -1998
plastic concrete pavement
Process of plastic materials sampling used for road, airport
11 22TCN 231 -1996
and wharf
12 Process of testing asphalt materials 22TCN 279-2001
Testing process for determining dentisy of base and
13 22 TCN 346 - 2006
foundation by sand pouring cup
Concrete struture and precast concrete- Norm of construction
14 TCXDVN 390 - 2007
and acceptance.
15 Concrete – Requirements for natural moist-air curing TCXDVN 391 - 2007
16 Pre-cast RC box culvert. Technical requirements TCXDVN 392 - 2007

Product of pretressed concrete – Technical requirements and
17 TCXDVN 389 - 2007
acceptance
18 Drainage reinforced concrete pipe TCXDVN 372 - 2006
19 Process of tessting asphalt concrete 22TCN 62 -1984

Specifications for construction and acceptance of stabilized
20 22TCN 334 -2006
aggregate in pavement struture for highway
21 Process of testing mineral dust used for asphalt concrete 22TCN 58 - 1984
Specifications for construction and acceptance of pavement
22 22 TCN 304 - 2003
struture by natural grading
Testing process for determining the roughness of pavement
23 22 TCN 278 - 2001
by sand siesieving sand
Specifications for measuring flatness of pavement by 3m
24 22 TCN 16 - 1979
measuring-tape.
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TCVN 6016, 6017 –
25 Cement-Testing method 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

TCXDVN 326 -
Auger-cast piles- Specifications for construction and
31 2004; 22TCN 269 -
acceptance.
2002
Auger-cast piles– Supersonic method to determine
32 TCXDVN 358 - 2005
homogeneity of pile concrete
Pile driving and pressing, specifications for construction and
33 TCVN 286 - 2003
acceptance
34 Motar – Physico mechanical rates TCVN 3121 - 2003
35 Motar- Techincal requirements TCVN 4314 - 2003

Specifcations for testing and evaluation – flatness of
36 22 TCN 277 - 2001
pavement according to the international rough index (IRI)
Water for mixing concrete and motar–Techincal
37 TCXDVN 302 - 2004
requirements
38 Pile load test method TCXDVN 269 - 2000
Specification for construction and acceptance of prestressed
39 22TCN 247 - 1998
concrete bridge girder
Liquid paint used for traffic signal on cement concrete 22TCN 282 ÷ 285-
40
bottom and asphalt concrete bottom. 2002
Stone and brick struture – Norm of construction and
41 22 TCN 4085 -1985
acceptance
Monolithic concrete structure – Norm of construction and
42 TCVN 4453 - 1995
acceptance
43 SPT test 20 TCN 174 - 1989
In-water concrete construction sequence by mortar raising
44 22 TCN 209 - 1992
method
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45 Heavy concrete- maintenance requirements TCVN 5592 - 1991
46 Concrete – Grading concrete according to strength TCVN 6025 - 1995

Heavy concrete – Method of determination of physico TCVN 3105÷3120 -
47
mechanical rates 1993
Heavy concrete – Undestroyed method undisturbed method
48 by combined use of sonic test machine and rebound hammer TCXD 171 - 1989
to determine the strength.
49 Hot-rolled concrete TCVN 1651 - 2008
Hot-rolled Cabon steel used for construction – Technical
50 TCVN 5709 - 1993
requirements.
51 Prestressing steel TCVN 6284 - 1997
Construction land– Method of determination of soil physico- TCVN 4195 ÷ 4202 –
52
mechanical properties in laboratory. 1995
Specifications for constructon and aceptance of precast
53 22TCN 159 -1986
reinforced concrete
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

TCVN 337 ÷ 346-
57 Sand, ballast, pebble used in construction
1986
58 Mass concrete – Norm of construction and acceptance TCXDVN 305-2004
59 Cement concrete 22TCN 60-1984

Heavy concrete – Method of determination of prism
60 TCVN 5726 - 1993
intension and resilient modul when quiet compressing
61 Checking method of slump of concrete. TCVN 3106-1993
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
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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
-limited minimum : 250
Minimum radius of horizontal curve m -normal minimum : 400

-non-super elevation minimum :
2,500
Maximum longitudinal slope % 5
Minimum length of grade change
m 200
section
Minimum radius of vertical
Crest m -limited minimum : 4,000
curve
Minimum Radius of vertical
Crest m -normal minimum : 5,000
curvature
Sag m -limited minimum : 2,000
curvature
Sag m -normal minimum : 3,000
curvature
Minimum length of the vertical
m 70
curvature
Maximum super-elevation rate % 8
Minimum length of super elevation
m 70
runoff
Minimum stopping sight distance m 100
2.3.2 Intersection design criteria
Item Unit Standard Remark

Left turning speed km/h 30
Right turning speed km/h 40
- V=30km/h : 30
Minimum radius of horizontal curve m
- V=40km/h : 60
Minimum length of deceleration lane m 80
Minimum length of acceleration lane m 120
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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
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.
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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/m3)
Aluminum Alloys 2800
Bituminous Wearing Surfaces 2250
Cinder Filling 960
Compacted Sand, Silt or Clay Due to soil investigation
Low-density 1775
Sand-low-density 1925
Concrete
Normal 2400
Loose Sand, Silt or Gravel, Soft Clay Due to soil investigation
Rolled Gravel, Macadam or Ballast 2250
Steel 7850
Stone Masonry 2725
Fresh 1000
Water
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
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(For fatigue load, the distance between 145 kN axles shall be constant of 9000 mm)
Figure 1: Design Truck

1.200m
9.3 kN/m
110kN 110kN
Figure 2: Design Tandem Figure 3: Design Lane Load

m m
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
SM = single-mode elastic method
MM = Multi-mode elastic method
TH = time history method

Multi-span Bridges
Single-
Seismic Span Other Bridges Essential Bridges Critical Bridges
Zone Bridges
Regular Irregular Regular Irregular Regular Irregular
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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
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) = 24.80 C
+ Minus uniform temperature (-T) = -24.40 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:
Parameter Positive TG (0C) Negative TG (0C)
T1 +23 -7
T2 +6 -1
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T3 +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, Vs: 1.5 m/s (respect frequency P5%)
+ Design impact velocity for design vessels:
VT VMIN XC XL X V
Item.
(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 4th edition)
2.4.4 Load combinations
Load combination following: Specification for bridge design 22 TCN 272 - 05
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DC DW LL WA WS WL FR TU TG SE EQ CT CV PS
IM CR EL
LOAD
CE SH
COMBINATION
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-
gp gp 0.50 1.00 - - 1.00 - - - - 1.00 1.00 1.00
II
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
2.4.5 Service limit state

Stress Limits for Prestressing Tendons
Tendon Type
Condition Stress-Relieved
Strand and Plain Low Relaxation Deformed High-
High-Strength Bars Strand Strength Bars
Pretensioning
0.70 fpu 0.75 fpu

Immediately prior to transfer
0.80 fpy 0.80 fpy 0.80 fpy

At service limit state after all
Posttensioning
Prior to seating - short-term fs

0.90 fpy 0.90 fpy 0.90 fpy
may be allowed
At anchorages and couplers

immediately after anchor set
0.70 fpu 0.70 fpu 0.70 fpu
(fpt +fpES + fpA)
At end of the seating loss zone 0.70 fpu 0.74 fpu 0.70 fpu
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immediately after anchor set
(fpt +fpES + fpA)
At service limit state after losses

0.80 fpy 0.80 fpy 0.80 fpy
(fpe)
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 0.45fc(Mpa)
of efective prestress and permanent loads
 Insegmentally constructed bridges due to the sum of effective
prestress and permanent load 0.45fc(Mpa)
 In other than segmentally constructed bridges due to live load
and one-half the sum of effective prestress and permanent 0.40fc(Mpa)
loads
 Due to the sum of effective prestress, permanent loads and
transient loads and during shipping and handling 0.60  wfc(Mpa)
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.
  Q i i i  R n  Rr (1)
for which:
 i   D R I  0.95 (2)
For loads for which a maximum value of i is appropriate:

1
i   1.0 (3)
 D R I
where:
i = load factor: a statistically based multiplier applied to force effects
 = 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 = load modifier: a factor relating to ductility, redundancy and operational importance
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D = a factor relating to ductility, as specified in Article 1.3.3 (22 TCN

272-05)
R = a factor relating to redundancy as specified in Article 1.3.4 (22 TCN 272-05)
 I = a factor relating to operational importance as specified in Article 1.3.5 (22 TCN 272-05)
Qi = force effect
Rn = nominal resistance
Rr = factored resistance: Rn
2.5 SOFT SOIL TREATMEANT DESIGN CRITERIA
2.5.1 Settlement criteria
Soft ground shall be treated to ensure the conditions as depicted below:
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
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- 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
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calculation according to private software of Bureau of land survey. Adjustment result

of primary control network is presented as following:
Table 3.1 Coordinate and elevation of GPS points
Coordinate Elevation
No Point name
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

COORDINATE
name NOTE
X - NORTHING Y - EASTING ELEVaton
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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
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
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3.2.3 Topographic survey and mapping
Horizontal alignment
- The horizontal alignment is surveyed and drawn to the scale of 1/1000.
- 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.
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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.
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.
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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.
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 0C
- Average temperature of January – the coldest month: 16,20C
- Average temperature of July – the hottest month: 28,90C
- Absolute maximum average: 41,00C
- Absolute minimum average: 4,5 0C
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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 %.
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.
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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
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.
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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,
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 10.29 10.85 19.46 17.99 13.41 9.83 12.84 3.5
general scour
and local scour
Elevation after -6.70 - - - - -6.23 - 6.71

scour 10.88 19.78 16.65 10.22 10.55
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
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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.
No. Bridge name Designe navigation clearance standard
Water level
P% Height h(m) Width B(m)
h(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.
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March 2011
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.
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
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March 2011
 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 :
- 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
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March 2011
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
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
55439433.doc - 41 -
March 2011
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.
• 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
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:
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March 2011
• Layer 4: Cobble mixed gravel, multicolored, size 2-6 cm, very dense. This layer is
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
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
Thickness(m)/Description
Total
Boring RQD
STA No. Depth
No. Clay, Silty Fine, medium Bed (%)
Cobble/ SPT (m)
clay / SPT Sand/ SPT Rock
Km
EB1 6.5m/58 - - 8.8m 15.3 -
0+144.168
Km
EB2 8.2m/915 - - 7.8m 16.0 -
0+180.545
PC1 Km4+895.360 14.5m/1940 - - 0.9m 15.4 -
55439433.doc - 43 -
March 2011
Total
Boring RQD
STA No. Depth
Cobble/ SPT (m)
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100
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
P10 Km5+739.710 - 22.5m/534 4.0m/>50 10.9m 37.4 862
48.55
P11 Km5+859.710 - 24.8m/725 22.6m/>50 2.10m 49.50
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>50 - - 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 -
55439433.doc - 44 -
March 2011
Total
Boring RQD
STA No. Depth
Cobble/ SPT (m)
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
P36 Km7+079.160 10.5m/59 12.5m/1928 16.0m/>50 - 39.00 -
4775.
P37 Km7+119.160 7.80m/59 23.7m/8>50 - 10.20m 41.70
26
8.410
P38 Km7+159.160 10.7m/59 22.5m/10>50 - 10.00m 43.20
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
55439433.doc - 45 -
March 2011
Total
Boring RQD
STA No. Depth
Cobble/ SPT (m)
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
5.20m/33>5
P51 Km7+679.160 6.50m/68 20.50m/1126 9.00m 41.20 3346
0
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 -
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
4.50m/11>5
P65 Km8+239.160 16.70m/48 15.50m/814 6.90m 43.60 5156
0
20.2m/12>5
P66 Km8+279.160 6.50m/78 14.00m/521 8.70m 45.40 1149
0
17.2m/21>5
P67 Km8+319.160 9.80m/68 13.00m/1530 - 40.00 -
0
55439433.doc - 46 -
March 2011
Total
Boring RQD
STA No. Depth
Cobble/ SPT (m)
P68 Km8+359.160 10.20m/57 9.30m/835 16.05m/>50 - 35.55 -
14.5m/24>5
P69 Km8+399.160 7.80m/56 13.30m/1325 - 35.60 -
0
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 -
11.8m/16>5
P76 Km8+679.160 16.00m/1020 9.20m/1516 10.20 32.40 2080
0
5.50m/21
P77 Km8+719.160 17.20m/815 14.80m/1620 10.50 48.00 4090
22
P78 Km8+759.160 32.50m/1>50 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
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 -
55439433.doc - 47 -
March 2011
Total
Boring RQD
STA No. Depth
Cobble/ SPT (m)
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:
3.5.1 Stone Quarries
Item Son Tay Site Vinh Phuc Site

Trung Mou
Company Sunway Quarry Che Quarry Bao Quarry
Quarry
Name Company Company Company
Company
Distance
About 28 About 30 About 45 About 35
(km)
Limestone Riolite Riolite
Materials in Bazarth
(Sedimentary (Metamophic (Metamophic
Origin (Igneous Rock)
Rock) Rock) Rock)
Estabilited
1995 ~ 2025 2006 ~ 2016 2002~2030 1994~2014
years
Remain
Reserve 2 Millions m^3 5 Millions m^3 10 Millions m^3 5 Millions m^3
(Nov.2010)
55439433.doc - 48 -
March 2011

Cank River
Nhat Thanh
Nhat Thanah NH 413 Bridge
Delivery Site Mixing Plant
Bridge Local Bridge (Noi Bai
Noi Bai Airport
Airport)
Machines 250 ~ 450 Ton/h 75 Ton/h 250 ~ 500 Ton/h
60 ~ 80 Ton/h
Capacity (Totally:700 (Totally:150 (Totaly:1050
(-)
(Ton/h) Ton/h) Ton/h) Ton/h)
Crushing
2 Machines 2 Machines 3 Machines 6 Machines
Machines
3.5.2 Soil Borrow Pits

Company Puzolan Vinaconex Company Puzolan
Name Borrow Pit Borrow Pit Name Borrow Pit
Distance Distance
About 4 About 10 About 4
(km) (km)
Trieu dong
Sondong Sondong
Located hamlet, co Located
Village Village
dong Village
Soil Silty Clay Silty Clay Soil Silty Clay
Description with grits with grits Description with grits
> 1000,000 > 1000,000 > 1000,000
Reserve Reserve
m^3 m^3 m^3
ExplorationConditio
ExplorationCondition Very Easy Very Easy Very Easy
n
3.5.3 Sand Stockpiled Area
Item Son Thay Site Vinh Phuc Site

Company
Binh Minh Material Company Vinh Thinh Material Company
Name
Distance
1.0 About 0.2
(km)
l.0km from Vinh Thinh Bridge on 0.2km from Vinh Thinh Bridge on
Located
Right Side Left Side
Soil Black Sand & Yellow Sand Black Sand & Yellow Sand
Description => Sand Exploited from LO River => Sand Exploited from LO River
Supplying
8,000 m^3/day 10,000 m^3/day
Capacity
Exploration
Easy Easy
Condition
55439433.doc - 49 -
March 2011
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
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.
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Condition of existing road

Station No of pier Remark
Type of pavement Width(m)
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March 2011
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
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.
Existing cannel
Condition of existing cannel
Station No of pier 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
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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
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
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March 2011
Pavement
structure
- The Opening year of NR32 : 2008 year

Pavement - The type of pavement : Asphalt concrete pavement
condition - 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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March 2011
3.6.8
3.6.9 Meeting with related authorities
Authority Purpose Remark

- Get information about existing water
supply facilities.
Son Tay Water Supply - Suggestion received: Setting up new
Company facilities in construction area will be more cost
effective than moving the old system to a new
position.
- Get information about existing
Son Tay Urban and underground drainage system
Environmental - Compare drawings provided by authority
Company 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

Do not provide vertical curve at Minimize the affect on bridge
VIP (vertical intersection point) structure and increase passage
consisting of minimum advantage by arranging enough
Alignment longitudinal curve on both sides at vertical curve for each VIP
bridge section
→ Reduce driver’s
comfortableness
Intersection Plan the section between Trung Plan the section between Trung
Ha bridge and Tich Giang bridge Ha bridge and Tich Giang bridge
into 2 ways road into 1 way right turning ramp way
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March 2011
→ Reduce road capacity volume → Reduce conflict, increase

and traffic safety of passage by traffic safety and road capacity
increasing conflict points → Duong Lam village’s
→ Accessibility of Duong Lam accessibility will be somewhat
Village is quite good. reduced in comparison with F/S
stage.
Plan to locate supporting road on Locate supporting road near toe of
the berm of left dyke. left dyke
→ Reduce the safety of the dyke → Increase the dyke safety on
Supporting during he process of bed underpass culvert construction
Road excavation →Need to obtain additional land
→ No need to obtain additional acquisition
land acquisition for providing
underpass
Apply suitable axle load
Axle load coefficient of each type
coefficient for each type of
of vehicles is not suitable with
vehicles to be equivalent to
standard
standard
Pavement → Asphalt concrete surface
→ Asphalt concrete surface
course : 5cm
course : 5cm
→ Asphalt concrete binder
→ Asphalt concrete binder
course : 7cm
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.
L of spiral Super elevation

IP R(m) Remark
(m) (%)
Speed should be limited to 40km/h at the
1 250.0 - 2
entrance of roundabout
non-super
2 3,000 -
elevation
3 2,000 70 2
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
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March 2011
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:

Ratio compared
Radius Length
No Quantity with alignment
R(m) (m)
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
D/D
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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%
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.
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- 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.
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
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March 2011
Typical Cross
Section
- Water permeability is very low,

- The shear strength is high in
therefore, it can prevent
compare with clay, yet, it will
efficiently water penetration
decline suddenly if water penetrate
through slope
happens
- Existing dyke is also consisting
- The grading of dredging sand is
of silty clay, therefore, it won't
almost big and rough; therefore, it
cause any problem such as
is not suitable for preventing water
Strength and material separation because of
penetration.
weakness same filling material
- 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
4.4 CULVERT DESIGN

Alignment has 01 irrigation culvert with dimension 1.0m at station km4+912 which
is designed accordingly to agreement with Duong Lam Village on culvert location and
dimension.
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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 Trung Ha QL2 QL2
Trung Ha
Son Tay Son Tay
02 lane, 01 direction 01 lane, 01 direction

Zebra on the Left Zebra on the Right
QL21 QL21
- Reduce traffic confliction by - Reducing traffic confliction by

providing only one direction for all providing only one direction for all
right turning ramp ways. right turning ramp ways.
Features - Provide 1 lane for ramp way - Ramp way directing from Trung Ha to
(direction of Trung ha to NR2C). NR2C will be provided 2 lanes.
- The horizontal alignment of ramp - The horizontal alignment of ramp way
way is acceptable. is acceptable.
Select 
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4.5.2 Solution to increase safety of approach road to Duong Lam village
Classification Alternative to increase safety
Diagram
- Choose best place to provide sufficient sight distance.

- Ensure space for vehicles traveling and take full advantage of large space
Features 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
Design
No Design parameters Unit Remark
value
Design speed of main road
1 Km/h 80 Son Tay bypass and NH32
(V)
On roundabout, < 40%V
2 Turning left speed (Vt) Km/h 30
(22TCN 4054-05)
3 Turning right speed (Vp) Km/h 40 < 60%V (22TCN 4054-05)
4 Roundabout radius (R) m 45
Minimum left turning radius
5 m 40
(Rt)
Minimum right turning radius

6 m 80
(Rp)
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Design
No Design parameters Unit Remark
value
7 Length of deceleration (Lgt) m 80

Min according to (22TCN
8 Length of acceleration (Ltt) m 120
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.
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Main design parametric
NO. Design parametric Unit Design value

1 Design speed Km/h 30
2 Max longitudinal slope % 5%
Cross section scope: Bmặt = 5m, Bnền = 6m, pavement cross slope 2%, curb
3
cross slope 4%
Cement concrete pavement structure (4.5 Mpa) cast in situ with thickness of
4
24cm on crushed-stone aggregate foundation of 20cm insulated by oil paper.
Drainage: water floor from the existing dike is collected into brick side ditch
5 (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
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4.7.2 Measurement of underpass
General drawings Dimension

⁃ 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
⁃ Location :
- STA. 5+030.24
Plan - 3.31m far from
Centerline
center of dike (toe
of dike)
⁃ The elevation of
Profile 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
FS Centerline
center of dike (toe
of dike)
- Box culvert is
located on the
berm of dike
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Profile
bottom of box
culvert
- E.L = 12.16m
Berm
- During
construction
period, dike will be
affected by bed
excavation
b. Proposal
Plan ⁃ Location :
- STA. 9+595.19
- 2.69m far from
DD Centerline
center of dike (toe
of dike)
- Box culvert is
located at the toe
of dike
- Land acquisition
will increase
bottom of Box
culvert
- E.L = 11.71m
Profile - 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 ⁃ Asphalt concrete surface: 5cm
- Tack coat
⁃ Asphalt concrete binder: 10cm
- Primcoat
⁃ Aggregate base: 18cm
⁃ Aggregate sub-base: 32cm
Subgrade Eyc = 40Mpa, K≥0.98 - Total: 65cm
Properties of material for pavement’s layers
Material Elastic modulus E(Mpa) Rku C φ

Material
Flexible Flexural Shear stress (Mpa) (Mpa) (degree)
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

- Asphalt surface course : 5cm
5cm
- In case of
t
- 0<t<8 : leveling by asphalt
Existing pavement - 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

• Pile Slab Method • Replacement Method
• Counter Weight Method • Expandable Polystyrene (EPS) Method
Prevention
• Reinforcement Geotextile • Stone Column Pile
of Slope Sliding
• Sand Compaction Pile • Grouting Method
• Deep Mixing Method
• Preloading • Vacuum Consolidation Method
Acceleration of
• Vertical Sand Drain
Consolidated
• Prefabricated Vertical Drain
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:
Friction Elastic
Unit Cv
Soil Cohesio Angle Modulu Poisson' lambd
Weight Cc Cr (cm2/sec eo OCR kappa
name n (KPa) (degrees s s Ratio a
(KN/m3) )
) (KPa)
Đất 21.5 32 20.77 50,000 0.3 　　　　　　

đắp
nền
1a 16.8 20 24 - 0.4 0.37 0.059 1.60E-03 1.578 2.8 0.161 0.0256

(OCS)
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1a 16.7 20 24 - 0.4 0.31 0.061 1.60E-03 1.579 1.8 0.135 0.0265

(NCS)
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):
eo  e1
Sc  H (4.10-1)
1  e0
Or the following modified formulas (herein after referred to as Pc/Cc method):
Cc P  P
Sc  H log 0 For normal consolidation (4.10-2)
1  e0 P0
Cs P  P
Sc  H log o For over consolidation and Pc>P0+P (4.10-3)
1  eo Po
Cs P C P  P
Sc  H log c  c H log 0 For overconsolidation and Pc<P0+P (4.10-
1  eo P0 1  e0 Pc
4)
In the sand layer, the following formula can be used for immediately settlement (De
Beer method)
Po P  P
S i  0.4 H log 0 (4.10-5)
N Po
Where as:
Sc: Consolidation settlement
Si: Immediately settlement of sandy soil layer
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eo: Void ratio at pressure of P0 (Initial void ratio)
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,
H: Soil thickness.
N: Standard penetration test value
b/ Consolidation
In case of no vertical drain, time factor (Tv) will be calculated from formulas (4.10-6)
as follow:
t  Cv
Tv  (4.10-6)
H2
Then consolidation degree will be computed by Terzaghi U v – Tv relationship as

follow:
2
  U 
Tv     in case 0<U<53% (4.10-7)
4  100 
Tv  1.781  0.933  log100  U  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:
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U  1   1  U v  * 1  U h  (4.10-9)
Where as:
U: Consolidation degree,
Uv: Vertical component of consolidation being computed as mentioned above,
Uh: Horizontal component of consolidation being computed from Hansbo

recommendations as follow:
  8  Th 
U h  1  exp  (4.10-10)
 F 
C h .t
Th  2 (4.10-11)
de
F  F (n)  Fs  Fr (4.10-12)
n2 3n 2  1
F ( n)  ln n  (4.10-13)
n2 1 4n 2
de
n (4.10-14)
dw
k  d 
Fs   h  1 ln s  (4.10-15)
 ks   dw 
kh
Fr  z  2 L  z  (4.10-16)
qw
Where as:
Th: Time factor
Ch: Horizontal consolidation coefficient
de: Effective drainage distance (=1.13ds for square pattern, =1.05ds for triangular
pattern),
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
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ds: Diameter of smear zone in cross section
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 (4.10-17)
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.
1
 m  C  b   w  u  b  tan   (4.10-18)
Fs  a
 w sin 
 tan  
ma  cos  1  tan   (4.10-19)
 Fs 
Where as (see Figure 4.10-1):
C: Cohesion
: Internal friction angle,
b: Width of slice
u: Pore water pressure acting at the slice base,
W: Weight of slice
 : Slice base angle to the horizontal direction.
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Figure 4.10-1 Sliding check model
In case reinforced geotextile is used, the resistance mobilized from the geotextile will
be computed as follow:

T  min Tbreak , T pullout  (4.10-20)
In which (see Figure 2-3)

Tensile
Tbreak 
k
T pullout  b  
 2 
  2  k 'h  tan    
 3 
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)
 
     
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
As As
Fv   in case of square pattern (4.10-21)
A d2
As 3 As
Fv   in case of triangular pattern (4.10-22)
A 2 d2
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
SC is calculated as follow:
τsc=(1-Fv)(Co+Cu/p• (Po-Pc+μc•z)•U+ Fv • (s'•Z+μs•z)tans• (cosθ)² (4.10-

23)
τsc=(1- Fv)(Co+Cu/p• (Po-Pc+μc•z )·U+('m•Z+z )•μs •Fv •tans •(cosθ)² (4.10-

24)
Where,
c 1
c: Reduction coefficient of stress, c    1  (n  1) Fv
s n
s: Increase coefficient of stress, s    1  (n  1) Fv
=2.5~3.5 typically, (3.0 in average).

s
n: Ratio of stress division, n 
c
Cu/p: Ratio of strength increase
s': Sub water unit weight of sand
Z: Depth to the failure surface
s: Friction angle of sand
: Angle between acting surface and horizontal surface
z: Increased stress at failure surface due to embankment loading
: Average stress
c: Stress acting on surrounding soil
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:
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Table 4.10-1 Friction angle and Ratio of stress division depending on replacement
ratio
Replacement Friction Angle of Ratio of stress

Ratio, Fv sand, s 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).
  tan 1  m  tan s  (4.10-25)
C=(1-Fv)(Co+Cu/p· (Po-Pc+μc·P)·U (4.10-26)
Where,
m= Fv×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.
Cc  Po  c  P 
S H log  For normal consolidation (4.10-27)
1  eo  Po 
Cs P  c  P
Sc  H log o For over consolidation and Pc>P0+P (4.10-28)
1  eo Po
Cs P Cc P  c  P
Sc  H log c  H log 0 (4.10-29)
1  eo P0 1  e 0 Pc
(For overconsolidation and Pc<P0+P)
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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
4.9.4 Result of soft soil treatment
4.9.4.1 Treatment method

Treatment method
Length Emb. Height
Sections Station Thickness
(m) (m) Method
(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 -
Excavating &
9+617.00 -:- 9+714.20 97.2 4.3 ~ 7.1 3
Replacement
4.9.4.2 Calculation result

Total Settlement Residual Consolidatio
Sections Station include traffic load settlement n Degree Remark
(cm) (cm) (%)
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
Specs - 04 vehicle lanes: 4x3.5 = 14.0 m - 04 vehicle lanes: 4x3.5 = 14.0 m
- Median: 1x0.5 = 0.5 m - Median: 1x0.5 = 0.5 m
- Side Safety portion: 2x0.5 = 1.0 - Side Safety portion: 2x0.5 = 1.0 m
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m - Railing guard: 2x0.5 = 1.0 m
- Railing guard: 2x0.5 = 1.0 m - Double cell
- Single cell
- Formwork will be easier - The effective length of bridge deck

is smaller.
Advantage - Easy to design and construct.
- Transverse stiffness is higher
- Economical and efficient.
- The effective length of bridge - Formwork will be more

deck is longer. complicated
Dis-
advantage - Transverse stiffness is lesser - Cost estimate is expensive
- Time to construct will be longer
Conclusion ○
5.1.2 Super-T girder
40000 40000
Super T beam Super T beam
Cross-
Section
Pier Pier Pier Pier
- Length: 38.2 m - Length: 38.2 m
Specs - Height: 1.75m - Height: 1.75m
- Non-nick Beam-End - Nick Beam-End
- Formwork will be easier - The weight of beam is lesser.
- Do not worry about the crack at - Constructing pier is easier.

Advantage
the Beam End.
- Construction height of bridge is
shorter.
Disadvantage - Constructing pier is more - Experience showned longitudial

cracks at end beam has been found
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difficult. in various project.
- The weight of beam is higher.
- Construction height of bridge is Crack

higher.
- 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 Type Span
Main Bridge FCM 50+90+5@120+90+50 = 880m
[39.1+4@40+39.1+[Main bridge]
Approach Bridge Super - T
+39.1+80@40+39.1]
L=246.80 (Wing wall + E.Joint) + 880.0+
Total length
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).
Fix Pier Side Pier

16500
500 500 2@3500=7000 500 2@3500=7000 500 500

16500
a s p h a l t c o n c r e t e 70mm b ª t « n g a s p h a l t 70mm 500 500 2@3500=7000 500 2@3500=7000 500 500
w a t e r p r o o f in g 4mm l í p p h ß n g n í c 4mm
a s p h a l t c o n c r e t e 70mm b ª t « n g a s p h a l t 70mm
2% 2%
w a t e r p r o o f in g 4mm l í p p h ß n g n í c 4mm
2% 2%
3550 700 7700 700 3550
9100
16200 3550 3550
7000
1110 6129 1110
1000 8350 1000
1500 7000 1500

10000
4500 10000 4500
5.3.3 Construction sequences 4500 10000 4500

3500
Step 1 - Construction of Pier Cap, F/T and T/C of Pier 7, 8, 13, 14 T/C : Tower
Crane
3500
F/T : Form Traveler

16 c ä c k h o a n n h å i d 2000mm
16 c .i.p b o r e d p il e d 2000mm
2000 3@5000=15000 2000 16 c ä c k h o a n n h å i d 2000mm

16 c .i.p b o r e d p il e d 2000mm
19000
2000 3@5000=15000 2000
19000
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- 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 T1
TE3, TE4 T2
TE5, TE6 T3, T4
TE7, TE8 T5
TE9, TE10 T6
TE11, TE12 T7, t 8
TE TE13, TE14 T9, T10
s p3 T11
T12
T13
T14
T15,t 16
T17,T18
T19,T20
SP1
T21
T22
s p2
P6 P7 P 8 P 9 P 10
kt 1 k n 1 K16 K16 K17 K17 K17 K17 pt 1 K17 K17 K17 K17 K16 K16 k n 2 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
S 21 S 20 S 18 S 18 S 18 S 18 S 18 S 18 S 18 S 18 S 18 S 18 S 18 S 18 S 18 S 18 S 18 S 18 S 18 S 17 S 16 S 15 S 14 S 13 S 12 S 11 S 10 S9 S8 S7 S6 S5 S4 S3 S3 S4 S5 S6 S7 S8 S9 S 10 S 11 S 12 S 13 S 14 S 15 S 16 S 17 S 18
S 19
S2 S1 S2
BE1 BE5 B1
BE2 BE6 B2
BE3 BE7 B3
BE4 BE8 b4
s p4 BE9 B5
SP5 B6
B7
B8
B9
s p6
Tendon arrangement of cross-section
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T22
T22
SP1 T20
March 2011
SP1 T20
T16 T18 SP3
T16 T18
55439433.doc
T12 T14 T12 T14
T8 T10 T8 T10
T4 T6 T4 T6 TE8
T2 T2 TE4 TE6
TE2
T1 T1
TE1
T3 T5 T3 T5
TE3 TE5
T7 T9
T7 T9
Top Tendon
T11 T13 TE7 TE9

T11 T13
T15 T17
T15 T17
T19
T19
T21
T21
SP2
SP2
Vinh Thinh Bridge Construction Project on NH2C
CL
CL
CL
Y
Y
Z
SP5 B7 SP4 B3
Z
B6 B5 B2 B1
B4 B3 B4
B2 B1 SP4 B3
- 88 -
B8
B9
B4 B2
Bottom Tedon
CL
LC
CL
Quarterly
March 2011
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.
16500
500 500 2@3500=7000 500 2@3500=7000 500500
a s p h a l t c o n c r e t e 70mm b ª t « n g a s p h a l t 70mm
w a t e r p r o o f in g 4mm l í p p h ß n g n í c 4mm 4000
d e c k s l a b 18c m t h ic k (min ) b ¶ n mÆt c Çu 18c m (min )
1100 100 1600 100 1100
2% 2%
254
1750
1898
800
850 6@2300=13800 850
1750 2500 5500 2500 1750

5.4.3 Beam arrangement of plane curve
Beams are arranged on the horizontal curve in radial shape which leads to the
2500
difference in width of pier cap.
About100the slab width, the width of bridge will

100
be widened due to the connection of
piers and abutments on a line, which make it easier for construction.
1500 5500 5500 1500
14000
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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
c h i t iÕt t ¹ i ®Øn h t r ô
d e t a il a t t o p o f p ie r
<1/100>
4000 1810
1200 1600 1200 k h e c o g i· n 543 350 350 467 b ª t « n g ®æ s a u
e x p a n s io n j o n t 100 po s t c a s t c o nc r et e
203 74
203 74
203 74
314
447
l í p ®µn h å i 20mm
e l a s t ic l a y e r 20mm
1898
1750
1750
1750
213
213
158
158
d Çm s u p e r t d Çm s u p e r t
s u pe r t be a m s upe r t be a m
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5.4.5 Tendon arrangement
1/2 mÆt c h Ýn h d Çm mÆt c ¾t a -a

1/2 s id e v ie w o f b e a m s e c t io n a -a
<1/30>
38200/2 110 110
75 8450 150 8475 1600 350
60
60
hµng F RO W F
§ O¹ N C¸ P KH¤ NG DÝNH B¸ M (XEM B¶ NG)
a d e -b o n d in g l e n g t h (r e f e r t a b l e )
1000
1525
1750
1750
400 350
1000
750
75 3@ 50

a d e -b o n d in g l e n g t h (r e f e r t a b l e )
100 8400 200 8400 2000
ROW D
75 3@ 50
ROW C
ROW B
ROW A
1/2 mÆt b » n g c ¸ p p h Ýa t r ª n
1/2 p l a n o f u p p e r c a b l e 1
2
3
4
5
6
7 9 11 13
8 10 12
6@50 6@50
d e -b o n d in g l e n g t h (r e f e r t a b l e )
u ppe r
1130
Fl a n g e
2260
c l o f g ir d e r
l ower
t im d Çm
1130

d e -b o n d in g l e n g t h (r e f e r t a b l e )
75 8450 150 8475 1950

38200/2
1/2 mÆt b » n g c ¸ p p h Ýa d í i
1/2 p l a n o f l o w e r c a b l e
5.4.6 Stress diagram under Service Limit State in Stage I
CHECK STRESS - STAGE 1

25.0
20.0
Stress (MPa)
15.0
10.0
5.0
0.0
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0
-5.0
Distance (m)
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

30.0
25.0
20.0
Stress (MPa)
15.0
10.0
5.0
0.0
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0
-5.0
Distance (m )
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

30.0
25.0
20.0
Stress (MPa)
15.0
10.0
5.0
0.0
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0
-5.0
Distance (m )
Compresion Limit for Slab Compresion Limit for Girder Tension Limit for 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
20000
15000
Moment (KNm)
10000
5000
0
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0
Distance (m )
Flexural Resistance Factored Moment
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5.4.10 Shear Resistance in Strenghth Limit State
SHEAR RESISTANCE
8000
7000
6000
Shear (KN)
5000
4000
3000
2000
1000
0
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0
Dis tance (m )
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:
QR =  Qn = qp Qp + qs Qs
For which:
Qp = qp A P
Qs = qs As
Where:
- : resistance factor for the bearing resistance of a single pile.
- Qn: bearing resistance of a single pile (N).
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- Qp: pile tip resistance (N).

- Qs: pile shaft resistance (N).
- qp: unit tip resistance oF pile (MPa).
- qs: unit shaft resistance of pile (MPa).
- As: surface area of pile shaft (mm2).
- Ap: area of pile tip (mm2).
- 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:
QR =  Qs
Where:
- Qs: uplift capacity due to shaft resistance (N).
- : 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:
QR = s qs  Ds Hs
For which:
qs = 0.15 qu if qu  1.9Mpa (Carter and Kulhawy 1988)
qs = 0.21 qu if qu > 1.9Mpa (Horvath and Kenney 1979)
where:
- s: factor of side resistance.
- qs: unit side resistance.
- qu: average axial compression strength of rock core.
- Ds: diameter of socket.
- Hs: height of drilled shaft socketed into rock.
b. Bearing resistance of drilled shaft in rock:
QR = p qp As
For which:
qp = 3 qu Ksp d
Sd
3
K sp  D
td
10 1  300
Sd
Hs
D = 1+ 0.4  3 .4
Ds
Where:
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- p: resistance factor for tip resistance.

- qp: unit tip resistance.
- qu: average axial compression strength of rock core.
- d: dimensionless depth factor.
- Kps: dimensionless bearing capacity coefficient.
- sd: distance of discontinuities (m).
- td: width of discontinuities (mm).
- D: pile width.
- Ds: diameter of rock socket.
- Hs: height of drilled shaft socketed into rock.
5.5.1.4 Results of pile design.
Capacity
Support Bored Pile Pile
PAR
hole length Diameter Pile in
T Strength
no. name Proposal D Extreme (KN)
(KN)
(m) (m) Compress Compress
A1 B06-LK1 25.0 1.50 12,144 19,922 R
P1 B06-LK2 13.0 1.50 9,812 16,061 R

SON TAY APPROACH
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
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

MAIN BRIDGE
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

APPROACH
P15 B06-LK16 38.0 2.00 9,418 17,184 S

VINH YEN
P16 B06-LK17 43.0 1.50 8,099 14,248 S
P17 B06-LK18 58.0 1.50 10,639 18,941 R
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Capacity
PAR
T Strength
(KN)
P18 B06-LK19 38.0 1.50 6,925 12,360 S
P19 B06-LK20 36.0 1.50 6,622 11,860 S
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
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Capacity
PAR
T Strength
(KN)
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
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
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Capacity
PAR
T Strength
(KN)
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
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
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Capacity
PAR
T Strength
(KN)
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
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
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Results of approach pier designation.
mÆt c ¾t c h ©n c é t mÆt c ¾t ®Øn h c é t

10@160=1600 10@160=1600
B2-22/D32 B3-22/D32 B4/D20 B2-22/D32 B4/D20

12@157=1884
12@157=1884
12@157=1884
12@157=1884
B6/D16 B6/D16
B1-44/D32 B5/D20 B7/D16 B1-44/D32 B5/D20 B7/D16

10@160=1600 10@160=1600
5.5.2.2 Main pier designation

To chose the main pier structure, following conditions will be considered:
- Economical.
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- 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 Bearin Bearin Bearin Bearin Bearin Bearin Bearin Bearin Bearin Bearin
1 g g g g g g g g g g
Alt Bearin Bearin Bearin Bearin Bearin Bearin Bearin Bearin
Fixed Fixed
2 g g g g g g g g
Alt Bearin Bearin Bearin Bearin Bearin Bearin Bearin
Fixed Fixed Fixed
3 g g g g g g g
Alt Bearin Bearin Bearin Bearin Bearin Bearin
Fixed Fixed Fixed Fixed
4 g g g g g g
Comparision results of internal force of pier P9, P10, P11, P12:
Pie r P9 Al t e r n a t i v e 1
Al t e r n a t i v e 2
4000 00.0 Al t e r n a t i v e 3
3500 00.0 Al t e r n a t i v e 4
3000 00.0
2500 00.0
2000 00.0
150000.0
100000.0
50000.0
0.0
Ser vice s tate Str ength s tate Extr eme s tate
Pie r P10
6 0 0 0 0 0 .0
Alt e r na t i ve 1
Alt e r na t i ve 2
50 0 0 0 0 .0
Alt e r na t i ve 3
4 0 0 0 0 0 .0 Alt e r na t i ve 4
3 0 0 0 0 0 .0
2 0 0 0 0 0 .0
10 0 0 0 0 .0
0 .0
S e r vic e st a t e S t r e n gt h st a t e Ext r e m e st a t e
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Pie r P11 Al t e r n a t i v e 1
3 0 0 0 0 0 .0 Al t e r n a t i v e 3
2 50 0 0 0 .0
2 0 0 0 0 0 .0
150 0 0 0 .0
10 0 0 0 0 .0
50 0 0 0 .0
0 .0
S e r vic e st a t e S t r e ngt h st a t e Ext r e me st a t e
Pie r P12
3 50 0 0 0 .0
Alt e r na t ive 1
Alt e r na t ive 2
3 0 0 0 0 0 .0
Alt e r na t ive 3
2 50 0 0 0 .0 Alt e r na t ive 4
2 0 0 0 0 0 .0
150 0 0 0 .0
10 0 0 0 0 .0
50 0 0 0 .0
0 .0
S e r vic e st a t e S t r e ngt h st a t e Ext r e me st a t e
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
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FRONT VIEW SIDE VIEW
10000 3500
1500 1100 4800 1100 1500 1750 1750
CL
EL1 EL1
1500
1500
1:1
1:1
H
H1
H1
Ht
Ht
Ht
Ht
4500 10000 4500

5250 3500 5250
EL2 EL2
4000
4000
4000
4000
EL3 EL3
150
150
EL4 Cä C KN D=2.0M EL4 Cä C KN D=2.0M
C.I.P P il e D=2.0M C.I.P P il e D=2.0M
2000 3@5000=15000 2000 2000 2@5000=10000 2000
19000 14000
Design result of pier body
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CHO TR? : P6, P15

17@150=2550 111 10@150=1500 111 17@150=2550
B4a/D20-100 B9a/D20-100 B8/D14-100

B5a/D20-450 B8/D14-100 B7a/D20-450 B3a/D20-100
B1-98/D32
B6a/D20-450
20@150=3000
20@150=3000
B2-42/D32
B2-42/D32
B6a/D20-450
CHO TR? : P6, P15

B1-98/D32
B3a/D20-100 B5b/D20-450 B5a/D20-450 B4a/D20-100
B8/D14-100111 10@150=1500
17@150=2550 B8/D14-100
17@150=2550
142 B9a/D20-100 111 143
B4a/D20-100 CHO TR? : P7, P14

B5a/D20-450 B8/D14-100
B9a/D20-100 B8/D14-100 B7a/D20-450 B3a/D20-100
17@150=2550 111 10@150=1500 111 17@150=2550
B1-98/D32
23@140=3220 113 10@150=1500 113 23@140=3220
B6a/
B6a/D20-450
24@140=3360
20@150=3000
20@150=3000
B2-42/D32
B2-42/D32
B5a/D20-420 B8/D14-100 B12a/D20-100 B8/D14-100 B7a/D20-450
B3a/D20-100
B1-132/D32
CHO TR? : P8, P9, P12, P13 B6a/D20-450
B6a/D20-450
B1-98/D32
108 18@140=2520
B5b/D20-450 113 10x150=1500 113 18@140=2520
B5a/D20-450 108 B4a/D20-100
24@140=3360
24@140=3360
B3a/D20-100 B8/D14-100 B8/D14-100
20@150=3000
B2-68/D32
B2-68/D32
B9a/D20-100
142 17@150=2550 143

-450 111 10@150=1500 111 17@150=2550
B6a/D20-450
B12a/D20-100
B3a/D20-100 B5a/D20-420 B8/D14-100 B8/D14-100 B7a/D20-450 B3a/D20-100
B1-100/D36
B1-132/D32 B4a/D20-100
B5b/D20-450 B8/D14-100 B8/D14-100 B5a/D20-420
CHO TR? : P8, P9, P12, P13
B12a/D20-100
B6a/D20-450
101 108
23@140=3220 18@140=2520 113
10@150=1500 10x150=1500 113 18@140=2520
23@140=3220 108 101
113 113
32@140=4480
32@140=4480
B2-68/D36
B2-68/D36
B12a/D20-100
B3a/D20-100 B5a/D20-420 B8/D14-100 B8/D14-100 B7a/D20-450 B3a/D20-100
B6a/D20-450 B1-100/D36
CHO TR? : P10, P11
B3a-
104 18@145=2610 10@145=1450 18@145=2610 104 B8a/

B6a/D20-450
140 140
30@150=4500
32@140=4480
32@140=4480
B1-100/D36
B2-68/D36
B2-68/D36
B4a/D20-100 B5b/D20-450 B8/D14-100 B8/D14-100 B5a/D20-420 B4a/D20-100

B7/D20-100 B11/D14-100 B12a/D20-100 B10a/D20-450
B11/D14-100
B5a/D20-100 CHI TI?B5a/D20-100
T "A"
B6a/D20-450 B1-36/D40-145 B2-13/D40-145 B1-36/D40-145 DETAIL "A"
108 18@140=2520 113 10@150=1500 113 18@140=2520 108

B3a-47/D40-145
B8a/D20-450 B1-100/D36
20-450 B4a/D20-100 B5b/D20-450 B8/D14-100 B8/D14-100 B5a/D20-420 B4a/D20-100
B12a/D20-100
B4-64/D40-150
B4-64/D40-150
30@150=4500
30@150=4500
32@140=4480
CHI TI? T "A"

DETAIL "A"
101 108 18@140=2520 113 10@150=1500 113 18@140=2520 108 101
B9a/D20-450
B3a-47/D40-145
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B6a/D20-100 B1-36/D40-145 B2-13/D40-145 B1-36/D40-145 - 108 - B6a/D20-100
B8b/D20-450 B11/D14-100 B11/D14-100 B7/D20-100 CHI TI? T "A"
DETAIL "A"
104 18@145=2610 10@145=1450 18@145=2610 104

140 140
145 145
23@140=3220 113 10@150=1500 113 23@140=3220

Report YOOSHIN – SAMBO Joint Operation CHO TR? : P10, P11
March 2011
104 18@145=2610 10@145=1450 18@145=2610 104

140 140
B7/D20-100 B11/D14-100 B11/D14-100 B10a/D20-450

B5a/D20-100 B5a/D20-100
100
B1-36/D40-145 B2-13/D40-145 B1-36/D40-145
B3a-47/D40-145
B8a/D20-450
B6a/D20-450
B4-64/D40-150
B4-64/D40-150
30@150=4500
30@150=4500
32@140=4480
B2-68/D36
B9a/D20-450
B3a-47/D40-145
B6a/D20-100 B1-36/D40-145 B2-13/D40-145 B1-36/D40-145

00 B6a/D20-100
B8b/D20-450 B11/D14-100 B11/D14-100 B7/D20-100 CHI TI? T "A"

DETAIL "A"
104 18@145=2610 10@145=1450 18@145=2610 104

140 140
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:
55439433.doc - 109 -
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19000
2000
2000
2@5000=10000
14000
9000
5000
2000
2000 5000 5000 2000
2000
14000
2000 3@5000=15000 2000
19000
2000
2000
5000
3@5000=10000
2500
14000
19000
2500
5000
2000
2000 3@5000=15000 2000

2000
19000
2000 3@5000=15000 2000

19000
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)
250000.0
200000.0
Service state
Strength state
150000.0 Extreme state
100000.0
50000.0
0.0
P6 P7 P8 P9 P10 P11 P12 P13 P14 P15
55439433.doc - 110 -
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Axial force Nx(KN)

S e r vic e st a t e
12 0 0 0 0 .0
S t r e ngt h st a t e
Ext r e me st a t e
10 0 0 0 0 .0
8 0 0 0 0 .0
6 0 0 0 0 .0
4 0 0 0 0 .0
2 0 0 0 0 .0
0 .0
P6 P7 P8 P9 P10 P11 P12 P 13 P14 P15
Shear force Qz(KN)

16000.0 S e r vic e st a t e
Ext re m e st a t e
14000.0
12000.0
10000.0
8000.0
6000.0
4000.0
2000.0
0.0
P6 P7 P8 P9 P10 P11 P12 P13 P14 P15
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5.5.4.2 Internal force of approach support structure
Moment My(KNm) Service s tate

10,000 Strength s tate
Extreme s tate
8,000
6,000
4,000
2,000
0
P95 (Type 1) P94 (Type 2) P82 (Type 3a) P23 (Type 3b)
S e rvic e st a t e
Axial force Nx(KN) S t r e ngt h st a t e
3 5,0 0 0
Ext re me st a t e
3 0 ,0 0 0
2 5,0 0 0
2 0 ,0 0 0
15,0 0 0
10 ,0 0 0
5,0 0 0
0
P9 5 (Typ e 1) P9 4 (Typ e 2 ) P8 2 (Typ e 3 a) P2 3 (Typ e 3 b )
Shear force Qz(KN) S e r vic e st a t e

1000.0 Ext re me st a t e
800.0
600.0
400.0
200.0
0.0
P95 (Type 1) P94 (Type 2) P82 (Type 3a) P23 (Type 3b)
5.5.5 SLS checking

Audit condition for support structure on service limit state:
* Tensile stress of nonprestressed reinforcement on service state without exceeding :
Z
f s  min( f sa  ,0.6 f y )
(d c A)1 / 3
* Maximum compressive stress in concrete on service limit state:
f cmax  0.45 f c'
Where:
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- dc: 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.
- fs: Tensile stress at centroid of rebar in service state.
- fy: Specified yield strength of reinforcings bars.
- fcmax: Maximum stress of concrete.
- fc’: Compressive strength of concrete at 28 days.
Audit result of support reinforcement on service limit state

Tranverse direction Maximum stress (Mpa)
Allow able stress (Mpa)
250.00
200.00
150.00
100.00
50.00
0.00
1)
2)
5
t
P6
P7
P8
P9
en
3a
3b
P1
P1
P1
P1
P1
P1
-50.00
pe
pe
tm
pe
pe
y
y
u
(T
(T
y
Ab
(T
(T
5
4
P9
P9
3
P8
P2
Longitudinal direction Maximum stress (Mpa)

Allow able stress (Mpa)
250.00
200.00
150.00
100.00
50.00
0.00
1)
2)
4
0
5
P8
)
)
t
P6
P7
P9
en
3a
3b
P1
P1
P1
P1
P1
P1
-50.00
e
e
m
yp
yp
e
ut
yp
yp
(T
(T
Ab
(T
(T
5
4
P9
P9
3
P8
P2
Audit result of support reinforcement on service limit state
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Ngang cầu US lớn nhất (Mpa)

US cho phép (Mpa)
18.00
16.00
14.00
12.00
10.00
8.00
6.00
4.00
2.00
0.00
Mố Trụ dẫn P6 P7 P8 P9 P10 P11 P12 P13 P14 P15
Dọc cầu US lớn nhất (Mpa)

US cho phép (Mpa)
18.00
16.00
14.00
12.00
10.00
8.00
6.00
4.00
2.00
0.00
Mố Trụ dẫn P6 P7 P8 P9 P10 P11 P12 P13 P14 P15
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 Mux(KN) và Muy(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
700000.00
600000.00
Factored moment (KNm)
500000.00
Resistance moment
(KNm)
400000.00
300000.00
200000.00
100000.00
0.00
Longitudinal direction
400000.00
350000.00
300000.00
Factored moment (KNm)
250000.00
Resistance moment
200000.00 (KNm)
150000.00
100000.00
50000.00
0.00
1)
2)
4
1
5
P6
P8
)
)
t
P7
P9
en
3a
3b
P1
P1
P1
P1
P1
P1
pe
pe
m
pe
pe
y
ut
y
(T
(T
y
Ab
(T
(T
4
5
P9
P9
3
P8
P2
Audit result of section of pier and abutment body
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PIER STRENGTH LIMIT STATE EXTREME LIMIT STATE
P ( k N)
P ( k N) 7 0 0 0 00
4 5 00 0 0
(P ma x) (P ma x)
(P ma x) (P ma x)
P6, P15
36
2
1
-6 0 00 0 0 60 0 0 00 -2 5 0 0 0 0 2 500 00
M (87 °) ( k Nm) M (1 °) ( k Nm)

(P min ) -10 0 0 0 0 (P min)
(P min) (P min)
-10 0 0 00
P ( kN )
P ( kN)
600000 9 0 00 0 0
(P ma x) (P ma x) (P ma x) (P ma x)
P7, P14
410
86395217
712
18
16
15
14
13
19 102
11
7812
-1 0 0 0 0 0 0 1000000
-12 0 00 0 0 1 2 0 0 0 00
M (9 0 °) ( k N m)
M (8 1 °) ( k Nm)
(P min ) (P min ) (P min) (P min )
-20 0 00 0
-20 0 00 0
P ( kN) P ( kN )
700000 1 0 0 0 0 00
(P ma x) (P ma x)
(P ma x) (P ma x)
P8, P12, P13
410
672
95381
20
17
11
12
113
14
16
15
198 7812
-1 2 0 0 0 0 0 1 2 0 0 0 00 -14 0 0 0 00 14 0 0 0 00
M (90 °) ( kN m) M (90 °) ( kNm)
(P min ) (P min )
(P min ) (P min ) -2 0 0 0 0 0
-2 0 00 00
P ( kN)
P ( kN)
10 0 00 0 0
70 0 0 0 0 (P ma x) (P ma x)
(P ma x) (P ma x)
P9
35
10
9468712
217
14
181902
11
113
16
15 6
4
-12 0 0 0 00 12 0 0 0 00 -6 0 0 0 0 0 6 0 00 0 0
M (9 0 °) ( k N m) M (0 °) ( k Nm)
(P min ) (P min )
(P min ) (P min ) -2 0 0 0 0 0
-2 0 00 0 0
P ( kN ) P ( kN )
7 0 0 0 00 120 00 0 0
(P ma x) (P ma x)
(P ma x) (P ma x)
P10, P11
62
4
6 53
-1 2 0 0 00 0 1 2 00 0 0 0
-6 0 0 0 0 0 6 0 00 00
M (8 9 °) ( kN m)
M (0 °) ( k Nm)
-20 0 0 0 0
(P min ) (P min )
(P min ) -2 0 0 0 0 0 (P min )
55439433.doc - 116 -
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PIER STRENGTH LIMIT STATE EXTREME LIMIT STATE
P95 (Type 1)
P94 (Type 2)
P82 (Type 3a)
P23 (Type 3b)
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5.5.7 Reinforcement arragement summary.

Support reinforcement arragement with strength and structural condition as follows:
Re in f o f p il e c a p r e in f o f p ie r
2
1
2 2
1 1
r e in f o f p ie r c a p
1 1
3 2
P 6, P 15 a p p r o a c h p ie r
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ITEM Reinforcement arrangement
1 D20@200
- Tranverse
2 D20@200
Pilecap
1 D32@125
- Longitudinal
Abutement A1, A2
2 D20@125
- Iner face D32@100

Stem
- Outer face D22@100
- Iner face D25@200

Wing wall
- Outer face D16@200
- Top 42 Rebar D32

Bored Pile D1.5m
- Bottom 28 Rebar D32
1 D25@150
- Tranverse
2 D25@150
Pilecap
1 D32@150
- Longitudinal
Approach pier type 1
2 D22@150
1 2 Mesh D32@160
Pier
2 2 Mesh D32@157
1 3 Mesh D32@200
Piercap
2 2 Mesh D28@200
- Top 28 Rebar D32

Bored Pile D1.5m
1 D25@150
- Tranverse
2 D25@150
Pilecap
1 D32@150
- Longitudinal
Approach pier type 2
2 D22@150
1 2 Mesh D32@160
Pier
2 2 Mesh D32@157
1 3 Mesh D32@200
Piercap
2 2 Mesh D28@200
- Top 28 Rebar D32

Bored Pile D1.5m
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1 D25@125
- Tranverse
2 D20@125
Pilecap
1 D22@125
- Longitudinal
2 D20@125
Pier P6, P15
1 2 Mesh D32@150
Pier
2 2 Mesh D32@125
1 2 Mesh D32@125
Piercap 2 D32@125
3 D22@125
- Top 54 Rebar D32

Bored Pile D2.0m
1 Couple D28@150
- Tranverse
2 D25@150
Pilecap
1 Couple D32@150
Pier P7, P14
- Longitudinal
2 D28@150
1 2 Mesh D32@150
Pier
2 2 Mesh D32@150
- Top 54 Rebar D32

Bored Pile D2.0m
1 Couple D32@150
- Tranverse
2 D25@150
Pilecap
Pier P8, P12, P13
1 Couple D32@150
- Longitudinal
2 D25@150
1 2 Mesh D36@150
Pier
2 2 Mesh D36@140
- Top 54 Rebar D32

Bored Pile D2.0m
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Mesh 1: Couple D28@150

1
Mesh 2: D28@150
- Tranverse
2 D25@150
Pilecap
1 Mesh 1: Couple D32@150
Mesh 2: D32@150
- Longitudinal
Pier P9
2 D28@150
1 2 Mesh D36@150
Pier
2 2 Mesh D36@140
- Top 54 Rebar D32

Bored Pile D2.0m

1
Mesh 2: D28@150
- Tranverse
2 D25@150
Pilecap
1
Pier P10, P11

- Longitudinal
2 D28@150
1 3 Mesh D40@145
Pier
2 2 Mesh D40@150
- Top 54 Rebar D32

Bored Pile D2.0m
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

Installation of drainage pipe at the bridge
by non point source
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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;
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- Transportation law was ratified on 13th November 2008 by the 12th National
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
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compensation, supporting, resettlement if the ggoverment acquire land and deal

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
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environment of public and residential areas;
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
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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.
Project Manager
Technical Manager
Inspector
Environment and Safety
Officer
Environment Engineer Site Engineer
Environment Survey
Team
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:
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Frequently give training to the field officers to help them understand the importance
of enrivonment protection. Make people understand the consequence of environment
destruction.
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.
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March 2011
Safety requirement for the dykes:
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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March 2011
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
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March 2011
 Section VI. Works Requirements
 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.
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March 2011
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.
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.
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March 2011
The Drawings shall be prepared in a suitable scale which enables the designed detail
to be rendered precisely and clearly.
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.
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March 2011
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
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.
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March 2011
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: 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.
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.
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March 2011
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:
• 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 .
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March 2011
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.
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
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
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March 2011
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
 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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55439433.doc - 141 -

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Vinh Thinh Bridge Construction Project on NH2C Quarterly Report

YOOSHIN – SAMBO Joint Operation March 2011

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

1.5.2 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.......................................................................19

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

2.4.4 Load combinations...................................................................................24

2.4.5 Service limit state.....................................................................................24

2.4.6 Strength limit state and extreme limit state...............................................25

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............................................................32

3.2.4 Centerline survey......................................................................................32

3.2.5 Vertical aligment survey...........................................................................33

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

3.3.7 Hydrology survey......................................................................................35

3.3.8 Meteorological and Hydraulic calculation...............................................36

3.3.9 Navigation clearances..............................................................................38

3.4 Geotechnical survey....................................................................................39

3.4.1 Description of geological condition in previous studies...........................39

3.4.2 Location of soil investigation....................................................................39

3.4.3 Work scope and criteria...........................................................................39

3.4.4 Result of soil investigation........................................................................40

3.4.5 Description of soil condition....................................................................41

3.4.6 Soil profile................................................................................................44

3.5 Construction Material Investigation............................................................49

3.5.1 Stone Quarries..........................................................................................49

3.5.2 Soil Borrow Pits.......................................................................................49

3.5.3 Sand Stockpiled Area................................................................................50

3.6 Other survey and investigations..................................................................50

3.6.1 Other site investigations...........................................................................50

3.6.3 Investigation of replacement of small roads and channels.......................51

3.6.4 Existing drainage system in intersection area..........................................52

3.6.6 Existing pavement.....................................................................................53

3.6.7 Existing Intersection.................................................................................54