Design and Construction of the My Thuan Bridge, Vietnam

Edwin J. Rogers, Director Infrastructure, Maunsell McIntyre Pty Ltd

DipCE, BE, FIE Aust, CP Eng

SYNOPSIS

The My Thuan Bridge was opened to traffic on 21 May 2000, some 8 months ahead of the original
schedule. It is the first crossing of the massive Mekong River in Vietnam the first cable stayed and
the largest span bridge in the country.

The $90 million bridge was jointly funded by the Governments of Australia and Vietnam and
designed and supervised by Maunsell McIntyre Pty Ltd.

The structure is located approximately 125km from Ho Chi Minh City on National Highway No. 1
and has an overall length of 1535m with a central 350m span cable stayed bridge providing a 37.5m
high navigation clearance for shipping to Phnom Penh in Cambodia.

It features 100m deep large diameter bored pile foundations, load tested to 30MN, Super Tee beam
approaches with spans of 40m and damping devices built in to the cable anchorage's to eliminate
cable vibrations.

This paper describes the background to the project and provides an insight into its design and
construction.

1 BACKGROUND TO PROJECT

The Mekong is the world's twelfth largest river both in terms of

annual discharge and overall length. It flows from the Tibetan
plateau in China for some 4,500km, passing through five
countries before discharging into the South China Sea as shown
in Figure 1.

The Mekong Delta extends over 500km upstream from its mouth
as far as Kratie in Cambodia. Downstream from Phnom Penh, the
river divides into two main branches, the Han Giang (Bassac) and
Tien Giang. The Tien Giang flows past My Thuan before
dividing into five separate channels. At the My Thuan bridge site
the Tien Giang is confined within a single narrow channel some
800m in width and up to 25m in depth.

The Mekong Delta region supports 16 million people and

provides 40% of Vietnam's agricultural produce equating to 27%
of the countries GDP. It is linked to Ho Chi Minh City (HCMC)
via National Highway No. 1, and at the township of My Thuan a Figure 1 Location of bridge site
ferry service has operated since 1936.
 The notion of a bridge crossing at this location had been discussed for many years but the
Governments of Vietnam and Cambodia could not reach agreement on minimum navigation
clearances. Cambodia relies on the Mekong River for international shipping access to Phnom Penh,
with vessel sizes limited only by water depths at the mouth of the river.

After bilateral aid to Vietnam was resumed in 1993, the Australian Government was able to facilitate
an agreement on river navigation clearances with the Government of Cambodia, thus clearing the
way for a new bridge to be considered. In May 1993 the Governments of Australia and Vietnam
concluded a bilateral agreement to jointly fund the construction of a crossing at My Thuan. The
agreed funding split was on the basis of 66% of the total cost being met by Australia and 34% by
Vietnam.

In June 1994, a Feasibility Study was undertaken by SMEC-MBK to investigate and report on the
technical, economic and financial feasibility of the project, together with an initial assessment of the
environmental, social and institutional impacts and alternative engineering solutions for the structure.
This study recommended a large span cable stayed bridge as the preferred option.

In March 1996, Maunsell McIntyre Pty Ltd was awarded the detailed design, contract
documentation and construction supervision of the project, which was also to include the largest
engineering construction training and technology program ever undertaken by the Australian
Government, involving over 60 trainees over a five year period.

In November 1996, tenders were called for the construction of the bridge and by June 1997 a
contract was awarded to Baulderstone Hornibrook.

2 EVALUATION OF ALTERNATIVES

During the development of the preferred bridge arrangement, considerable effort went into the
optimisation of the individual components of the bridge, in line with the objectives of the Terms of
Reference, which called for:

a cable stayed bridge for the main river crossing

a deck width able to accommodate two traffic lanes, two motorcycle lanes and two pedestrian
footways and capable of being extended in the future to four traffic lanes and two pedestrian
footways
maximum approach gradients of 5%

The primary focus of attention was the main bridge and particularly the river foundations, as together
these make up over 55% of the cost of the overall structure. A secondary study was also undertaken
to determine the optimum height of embankments by comparison with the incremental cost of
extended approach structures. Amongst the alternative configurations considered were:

main span lengths of 300m (both towers and tie-down piers in river), 350m (both towers in
river), 450m (single tower in river) and 600m (both towers out of river)
cast insitu, precast and composite decks for the main deck
'A' frame versus 'H' frame configuration for the towers
vertical bored piles, raked bored piles and raked driven steel piles for the main bridge foundations
precast beam and slab, incrementally launched box girders and precast segmental box girders for
the approach decks.

2
Early in the design development, it was established that for an incremental cost of only A$1.0 million
the bridge could be provided with the desired long-term lane configuration and this change was
subsequently approved by both Governments and incorporated in the design.

A 350m main span was ultimately chosen as the optimum configuration for the river channel
geometry at the bridge site. Although alternative design solutions were encouraged from the
shortlisted tenderers, no significant alternatives were offered.

At the client's request, an alternative raked driven steel pile foundation system was also presented at
tender for pricing, but the vertical bored pile design proved to be significantly more economic. The
driven 1,800mm diameter steel tube alternative would have called for pile driving plant equivalent to
the largest currently utilised in the offshore industry.

3 DESCRIPTION OF PROJECT

The My Thuan bridge provides a high level road crossing of the Tien Giang with a total of four
traffic lanes and two pedestrian footways. The overall length of the bridge structure is 1,535m based
on limiting approach gradients of 5% as shown in Figure 2.

OVERALL LENGTH OF DECK =1535 200

437 600 660 000 437 600

4ORTHERN APPROACH STRUCTUR CABLE STAYED BRIDGE HE RN APPROACH STRUCTURE

5000 150 000 350 000 150 000 5000

NORTH TOWER SOUTH TOWER

5%
AWL RL 20m

NORTHERN
CAUSEWAY
<FROM HO CHI MINH 110m 37.5rn SOUTHERN I TO VINH LONG
3000 z 30rn
BANK
NAVIGATIONAL CLEARANCE PROTECTION

Figure 2 Longitudinal section of bridge

The main cable stayed structure over the river is 660 m long with a 350m central span and side spans
of 150m. The cast insitu segmental concrete superstructure is supported by 64 stay cables from each
tower, with anchorage points located at 10.4m centres along both edges of the deck.

The deck is cast monolithically with the tie-down piers and fixed against horizontal and longitudinal
translation at the towers. The towers have a modified H frame configuration in order to maintain
cables in vertical planes, and comprise hollow box section legs of varying section with crossbeams at
two levels.

The approach structures each have 11 spans with an overall length between expansion joints of
442.6m. The deck section is a beam and slab configuration utilising 10 No. 1.8m deep 37.6m long
precast prestressed Super Tee beams in each span. The 1.5m difference in width between the main
deck (width 23.66m) and approach decks (width 22.06m) is facilitated by splaying the precast
girders over the penultimate span. Girders are provided with halving joints to conceal the pier
crossheads as part of the overall attention to the aesthetics of the bridge.

3
 The approach substructure consists of twin solid blade columns supported on driven 400mm square
driven reinforced concrete piles. Abutments are conventional spill-through type with reinforced
concrete crossheads supported on twin rows of vertical driven steel tubes to provide rotational
stability to the abutment under the anticipated relatively high lateral displacements induced by ground
consolidation effects.

On the basis of cost effectiveness analyses approach embankments were limited to a maximum height
of 6 m because of the poor ground conditions encountered. Even at this height they required
extensive ground treatment, staged construction and a comprehensive monitoring program to ensure
a satisfactory long-term performance.

The scope of the bridge contract included roadworks back to existing ground level. All associated
linkages into the National Highway system were undertaken by the Government of Vietnam.

The project also includes the following works in addition to the normal provisions of highway
furniture and services:

a rock faced causeway with sheet pile nosing for protection of river piers up to and including the
northern tie-down pier within the shallow northern flank of the river
localised bank scour protection in the vicinity of the southern tie-down pier
special lighting and other architectural enhancements as discussed in Section 7.8
a fire main and associated pump station for the main deck, primarily to assist in the protection of
the cable stays
permanent maintenance access roads
provision of maintenance gantries for the main deck
landscaping of the entire bridge corridor

As shown on Figure 3, further riverbank protection works were identified on both banks upstream of
the bridge, but these were not included in the bridge construction contract. A detailed risk analysis
indicated that they should be constructed within five years of the end of the bridge construction, in
order to ensure the long term stability of the river planform in the vicinity of the bridge site.

4 SITE CONDITIONS

The bridge is located some 11cm downstream of the existing ferry crossing at My Thuan. The
alignment for the bridge was chosen after an extensive investigation of alternative crossing locations
along a 20km stretch of the river during the feasibility study.

The topography is generally flat with the riverbanks being slightly higher than the surrounding
farmland, which is characterised by small rice paddy holdings interspersed with natural vegetation.

The river is approximately 800m wide between banks with a 600m wide main channel located
towards the southern bank and a 200m wide shallow zone adjacent the northern bank.

4
 PERMEABLE
NATIONAL HIGHWAY
GROYNES
No I TO HCMC

NEW APPROACH
ROAD

DIRECTION OF
RIVER BANK
EROSION

EXISTING
FERRY
CROSSING
TO VINH LONG

FUTURE SOUTH BANK

lAW PROTECTION WORKS

Figure 3 Site plan

Flow measurements indicated that the river is tidal with flow velocities varying between 2m/sec
downstream and 0.7m/sec upstream. The river exhibits a complex flow pattern throughout the
channel section with considerable turbulence associated with flow reversals and vertical flow
stratification, particularly in the vicinity of a deep scour hole that exists some 600m upstream of the
bridge site.

Due to the proximity to the sea, flood level variations are relatively minor with a maximum predicted
flood level (with a return period of 100 years) equivalent to the top of the existing banks.

Ground conditions along the bridge alignment exhibit a complex stratigraphy characterised by six
major sediment deposition sequences as shown in Figure 4.

The variable levels and thickness of each sequence is the consequence of localised river erosion and
deposition processes over time.

The southern bank is primarily comprised of a very stiff to hard clay with thin sand lenses making it
less susceptible to erosion than the northern bank which consists of an upper strata of very soft to
firm cohesive sediments overlying a relatively extensive strata of granular sediments.

Climatic conditions are typical for a monsoon region with the wet season coinciding with the SW
monsoon between May and October and the dry season between November and March associated
with the NE monsoon.

5
 The bridge is located in a low seismic risk area and the wind climate is relatively benign. However,
historic records show that six typhoons have nevertheless passed close to the bridge site over the
past 50 years with a maximum recorded velocity of 26m/sec.

NORTH SOUTH
TO HO CHI MINH CITY TO VINH LONG
0
APPROACH SPANS APPROACH SPANS
MAIN SPAN
-20 EMBANKMENT EMBANKMENT

1L Om
SEQUENCE Cl OFT SILTY CLAYS
411
-10 SAND-CLAY SAND LAYERS

MAINLY SILTY BANDS

-20 AND CLAYEY SANDS

-30
S QUENCE C2 SILTY CLAYS
AND CLAYEY SANDS
-40
SILTY SAND
-50 CLAYEY SANDS

-60 0 100 200 300 400 500

MAINLY CLAYS I 1 1 1 1 1
-70 SEQUENCE C3 S SILTY CLAYS HORIZONTAL SCALE (m)

430

430 SEQUENCE S3

-100

-110

-120

Figure 4 Inferred ground stratigraphy

5 RIVER STUDIES

From the outset of the detailed design, it was recognised that a thorough understanding of the river's
behavior was paramount to providing a cost effective design solution, and investigations were
therefore undertaken to determine:

the depth of local scour which could be expected at the river piers
the long term stability of the overall river platform and in particular, the likelihood of changes in
the location of the large scour hole upstream of the bridge site
protection measures required to stabilise the riverbanks upstream of the bridge site.

A hydraulic flume study was undertaken at Monash University to ascertain local scour depths. The
study used a 1 to 100 scale model of the tower foundation and concluded that scour depths of 13m
should be adopted for the design.

A large scale hydraulic model was undertaken at the Vietnam Institute for Water Resources
Research in Hanoi. The model was used to develop the physical parameters of the groyne field,
which is proposed for the future protection of the north bank upstream of the existing ferry crossing.
This led to a preferred design consisting of a series of 10 groynes each extending into the river up to
110m over a bank length of 2,500m upstream of the ferry. The groynes are made up of 450mm
square section driven reinforced concrete piles spaced at 1,125mm, as shown in Figure 5.

6
 93000 22000

ORIGINAL HANK SLOPE

R.C. CAPPING BEAM
NEW BANK SLOPE 2 TO 1

RIVER LEVEL 11111,1?.

HoillOgt
-10 1 1
410 $.0i
Obi u
,........'!:''' '''' illIlf u$
111111411$liall I a
-15

1 "1111111111111Iji 0
111IIIIIIII1Juua
111 1 1101.10uu
.20 1111
11111 $1111 NPAIR OF RAKED PILES
L2.r -25 U
HI U UOUU
1111 NiN- SINGLE ROW OF VER11CAL PILES.
-35
ROCK REVETMENT (0.8m THICK)
-40

Figure 5 Typical groyne configuration for north bank protection

The presence of a 48m deep scour hole (relative to river level) some 600m upstream of the bridge
site was recognised as a potential risk to the bridge foundations and was therefore the focus of
considerable attention. Historic records show that the position of the scour hole is shifting
downstream, due primarily to the reverse bend in the river, the confluence of the Rach Sa Dec and
Tien Giang and the severe narrowing of the channel at this location

Extensive field investigations with an Acoustic Doppler current profiler were undertaken to study the
flow patterns associated with the scour hole. However, it was concluded that any attempt to model
the future behavior of the river would be inconclusive given the complex interaction between the
many physical parameters involved.

Ultimately, after consideration by an international panel of river training specialists, it was agreed
that the only way to ensure the long term stability of the bridge site was to install additional upstream
bank protection works within five years of the construction of the bridge.

6 DESIGN CRITERIA

The bridge is designed in accordance with the requirements of the AUSTROADS Bridge Design
Code, with the following particular specifications:

Traffic Loading is taken as T44, L44 (constant regardless of span) and HLP200 (10 No. axles at
1.8m centres, each 200 kN). The HLP vehicle is assumed to act at a lm offset from the
centreline of one carriageway with two lanes of 50% L44 loading in the adjacent carriageway.
The design ship impact force for the river piers is in accordance with the provisions of the
AASHTO Guide Specification and Commentary For Vessel Collision Design on Highway
Bridges (1991), based on a 3610 DWT design vessel at an impact velocity of 4.5m/sec.
The design impact velocities reflect the fact that all vessels in excess of 1900 DWT require a pilot
under Vietnam Regulations.
Design Wind Speed Vg,10 (gust wind speed at 10m above ground level) of 52m/sec for inservice
ULS, 41m/sec for construction ULS and 38 tn/sec for inservice SLS. Gust turbulence effects in
accordance with classical stochastic theory.
Thermal effects based on a mean of 27C, range 45C to 10C, gradient per Austroads region 3,
and a temperature differential 15C between stays and deck.
7
 Hydrodynamic effects based on ULS stream velocities of 3.2m/sec downstream and 0.6m/sec
upstream with an assumed high water level of +2.1m.
Seismic loading based on 0.05g ground accelerations in accordance with Vietnamese standards.
A dynamic analysis of the main structure was also required on the basis of a conservative design
spectrum appropriate to the bridge site.
Sudden loss of any stay cable considered only at ULS coinciding with four lanes of L44 live load
with a load factor of 1.05.
Main tower foundations are designed for a scour depth of 22m (local scour 13m plus 9m general
bed scour) under design ship impact force and scour to RL-56m (to the level of the third stiff
clay layer) under wind loading (50 year return period) and normal stream flow forces.
The design utilises concrete grades up to Grade 50 for the main deck, towers, precast girders and
driven piles. Bored piles and pile caps utilise Grade 40 concrete

7 DESIGN OF CABLE STAY BRIDGE

7.1 Analysis

The cable stay bridge was analysed with a 3D model of the entire structure, including the
foundations, using RM-SPACEFRAME. This program has been specifically developed for the
design of bridge structures and uses a step-by-step analysis with allowances for concrete creep and
shrinkage. The resulting linear elastic analysis, including second order effects was utilised for the
design of the deck beams, stay cables and tie-down piers, after consideration of both construction
stage and inservice loading effects.

A separate 3D SPACEGASS model was used to confirm this analysis and to investigate the effects
of asymmetric loads such as live loads and loss of a stay cable.

The effects of wind on the structure were investigated for both construction and inservice stages
using the well known stochastic method developed by Professor Davenport. The dynamic analysis
utilised PCROM, a general purpose finite element program developed by Aas-Jackobsen for the
Norwegian Government. The results of this analysis were used for the design of the towers and to
nominate temporary bracing requirements. The key finding of the construction stage analysis
indicated that the free-standing towers require stabilising after the construction of the fifth segment,
in order to limit out of balance forces in the tower legs.

Seismic effects were investigated using the same PCROM model utilising a conservative response
spectrum based on a bedrock acceleration of 0.1 g and a ground magnification factor of 3.0. This
analysis concluded that seismic loading is less critical than wind loading for this location.

Ship impact loading was also investigated using the SPACEGASS model for the assumed loadings
developed from AASHTO.

7.2 Wind Tunnel Study

Wind tunnel tests were carried out on a 1/125 scale two-dimensional model of the deck section to:
measure the aerodynamics derivatives of the deck section
establish the critical onset wind speed for rotational response as a function of critical damping
ratios (down to 1%) at angles of attack from 0 to 3 for different levels of turbulence intensity
measure the response to vortex shedding at low velocities with a critical damping ratio at or
below 1%.
8
Because of the relatively mild wind climate at the bridge site it was decided that testing of a full
aeroelastic bridge model was unnecessary. Instead, the dynamic behaviour of the structure could be
investigated by using a stochastic 3D computer analysis.

The results of the wind tunnel studies showed that the deck section is aerodynamically stable for
wind speeds up to 80m/sec.

7.3 Foundations

The main bridge foundations utilise 2.5m diameter bored piles extending to a depth of approximately
95m below river level. The tie-down foundations comprise a single bored pile beneath each column,
with a common pile cap.

The towers are supported on 16 No. 2.5m diameter vertical bored piles in two clusters beneath each
tower leg, as shown in Figure 6. The pile caps have overall dimensions of 15m x 61m x 4m and are
designed to be constructed above the normal river level with a combination of precast fascia panels
and insitu infill concrete.

TOWER
BRIDGE AND CONTROL LINE
TOWER LEG FINAL POUR
PRECAST
61000 SKIRTING INRIAL POUR
PANELS 1000 THICK

H.W.L. RL 2.000

L.W.L. RL -1500

02.5m BORED PILE

SFCTION
PLAN ON PILE CAP

Figure 6 Tower foundations

The vertical pile group was designed to resist lateral loads in flexure. Pile loads due to ship impact
effects were determined using the equivalent static force method based on AASHTO guidelines and
confirmed by force-time spectrum dynamic analysis. Peak pile loads under the towers are limited to
28MN at ULS under ship impact loading.

Vertical loading was assumed to be carried by skin friction alone at SLS and compaction grouting is
specified at the base of the piles to minimise settlements under ULS loadings. In accordance with
AUSTROADS requirements, the characteristic geotechnical resistance of the piles was determined
by load testing five working piles. The Osterberg load cell testing method was employed for this
purpose as shown in Figure 7

9
 7.4 Towers I
The towers have a splayed H frame configuration
in order to keep the stay cables in a vertical plane,
thereby simplifying the geometry of the
anchorages. As shown in Figure 8, the transverse
spacing of the legs varies from 28.9m at the pile
cap level to a constant 16.0m from the upper
crossbeam to the top of the architectural finials.

In elevation the tower legs taper from 6 m at their

base to 4m at the top, 129.5m above pile cap
level. In the other direction, the legs have a
constant width of 2.5m. Wall thickness is STEEL CASIN
maintained at a uniform thickness of 500mm
XIS 11 R.L -2s
except at crossbeam and stay cable anchorage R.L
locations. LOCAL SCOUR DEPTH R.L -38
R.L -38
DESIGN SCOUR DEPTH R.L -47
R.L -47
The design of the towers is generally governed by MAX. SCOUR DEPTH
R.L. -56
R.L -58

wind loading in combination with permanent

CLAY (C3)
effects and although the legs are relatively slender,
under frame action they are particularly stable in
the transverse direction. SAND (53)

F TOWER & .4000 DETAIL A

BRIDGE RL 127.500
IS40. ...., STEEL TUBE FOR
SONIC LOGGING AND
PRECAST I TREMIE PIPE COMPACTION GROUTING
CONCRETE I H FOR CONCRETING
FINIAL UNITS
r' BEARING SUPPORT
r4S4
o FRAME
2500 8050 8050 2500
OSTERBERG
LOAD CELLS
TOE OF PILE
V ( 0
RAD. 230m 111 \ 1
RI. 88.300 it \ \ TUBE.A.MANCHETTE
DETAIL ink
OSTERBERG LOAD CELL ANNULAR LOAD CELL
BEARING AND SUPPORT
TREMIE PIP FRAMES

STEEL TUBE FOR

SONIC LOGGING AND
COMPACTION GROUTING

mFTi SECTION CD
RI. 70
A: a RL 33.775 STEEL TUB

RL 27.885 SPARE STEEL TUBE &

TUBE-A-MANCHETTE
TUBE-A-MANCHETTE
MASSCONCRETE'
INFILL
. 85.500!
I a, RI. 5.000
,j SECTION
-.,..frit.!.!! mmmmm PoPt.
77W
ha i mils Ism soli us id s Num im mi a
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1111 1111 1

Figure 8 General arrangement of towers Figure 7 Bored pile load testing

10
Cross beams, located below deck level and at the base of the cable stayed anchorage zone, are
designed as insitu prestressed concrete box sections. The prestressing tendons are confined to the
webs and anchored in recesses on the outside face of the tower legs.

The tower anchorage zones are designed using strut-tie principles with a combination of prestressing
tendons and bars to accommodate the high radial and splitting forces generated by the stay reactions.

Each tower leg is provided with an internal steelwork ladder/stairway system accessed through
security doors at deck level.

7.5 Tie Down Piers

The tie-down piers serve an important role in providing resistance to the main backstay cable
reactions. For this reason, as shown in Figure 9 the twin column tie-down piers are designed to be
connected monolithically with the deck section and vertically prestressed to the pile cap, in order to
activate the full mass of the substructure.
COLUMN COLUMN
/ BACK STAY CABLES
5500 I 5500 TIE DOWN PIER

3% 3%
APPROACI
GIRDER
BEARINGS D.J.

SOLID DECK
MONOLOTHIG SECTION
CONNECTION DUCTS FOR
PRESTRESSING ELECTRICAL SERVICES
TENDONS
COLUMN
1500 x 3500

FSL

02.5m BORED
MINIMUM LOOP RADIUS PILES
1000mm INITIAL POUR

Figure 9 Tie down pier

Because of the flexibility of the columns and pile foundations the tie-down piers are able to
accommodate the large deformations due to creep, shrinkage and thermal deformations in the main
superstructure.

7.6 Deck

The main bridge deck has an overall width of 23.6m and depth of 2.0m and consists of a grillage of
external longitudinal girders with transverse crossbeams at 5.2m centres, supporting a 0.2m thick
reinforced concrete deck slab.

As shown in Figure 10, the longitudinal beams are offset 2m from the outer edge of the deck to
accommodate precast anchorage pods for the cable stays at typically 10.4m centres. Precast
anchorage pods were chosen to ensure accurate positioning of stay cable anchorage assemblies, to
simplify the placement of reinforcement in the longitudinal girders, and to simplify the use of
temporary compression struts for the construction of the deck segments.

11
 12m HIGH LIGHT MAST

23860

430 2100 1000 8000 300 300 8000 1000 2100 430

500 2 LANES AT 3500 2 LANES AT 3500 500

_....

65 ASPHALTIC - ELECTRICAL SERVICES

CONCRETE DU 3

L.....ii
3% 3%
Ai 1
li

- ARE MAIN
- DRAINAGE 1200 BRIDGE 1200
SCUPPER
8600 8600

Figure 10 Main bridge typical section

The longitudinal girders are generally designed as reinforced concrete sections with reinforcement
requirements determined for strength and then checked for serviceability compliance. Prestressing
strands are incorporated over the central 120m of the main span to maintain a net compressive stress
in the deck after long term creep and shrinkage deformations, as well as to improve the ultimate
flexural capacity of the girders, particularly under the critical load case of a sudden loss of one stay
cable.

Vehicular live loading is transferred to the longitudinal beams by 350mm thick, partially prestressed
concrete crossbeams, each with a single multistrand tendon. At each stay cable anchorage pod the
prestressing tendon from the crossbeam is brought to the outside of the anchorage pod to assist in its
connection to the longitudinal girder.

The main deck section changes to a solid section above the tie-down piers in order to accommodate:
a transition in section depth for support of the deeper approach girders
the concentrated loads from the backstay cable anchorage's
a monolithic connection to the tie-down pier
an expansion joint between main and approach structures
additional weight to help balance the backstay reactions

This complex deck section is designed as an insitu concrete slab utilising bi-directional prestressing
tendons, and is connected to the main deck by a 2.5m wide closure pour accomplished by use of the
traveller.

The main deck is restrained at the tower crossheads in all directions, as shown in Figure 11. Ship
impact forces are designed to be transferred to the deck in a controlled manner in order to limit peak
moments in the tower legs. Because of the relatively flexible foundation system, it was possible to
use special shear keys incorporating 73mm diameter prestressing bars with an ultimate capacity of
12
5,000kN, in lieu of the more expensive dynamic dampers commonly employed on structures of this
type. Under ship impact loading perpendicular to the bridge centre line, the in plane stiffness of the
deck is utilised to transfer some of the lateral loading to the other foundations via the lateral restraint
bearings. Under ship impact loadings at oblique angles to the bridge centreline, the pair of shear
keys acts as a couple to resist the twisting of the pile cap relative to the deck. To avoid
overstressing the tower legs, the prestressing bars are designed to yield and fail to allow the pile cap
to rotate and therefore transfer more of the lateral forces down into the foundations rather than
through the tower legs into the deck.
VERTICAL SUPPORT
BEARING
VERTICAL SUPPOR
BEARING
LATERAL RESTRAINT

BRIDGE

TOWER BEARING LAYOUT

VOID AROUND STRESS BAR VERTICAL SUPPORT LONGITUDINAL

GROLTED PRIOR TO STRESSING BEARING RESTRAINT
BEARING

440 ANCHORAGE
RECESS FILLED
WITH GREASE

ANCHORAGE CAP- 11111.1 111

FILLED WITH GREASE

MAIN SPAN SIDE

2 No. 73 DIA. STRESS BARS

WRAPPED IN DENSO TAPE

LONGITUDINAL RESTRAINT BEARING

Figure 11 Main bridge deck restraint at towers

Vertical pot type bearings are provided directly beneath the edge beams to minimise stay cable
requirements. Controlled adjustments of the level of the longitudinal girders is necessary during the
construction phase to minimise induced hogging moments

The deck has a transverse crossfall of 3% with scuppers located adjacent to the outer pedestrian
barriers. A continuous central concrete barrier is provided to divide the carriageways and to support
the overhead light masts. The outer barriers are a composite steel and concrete type to minimise
wind loads and maximise the peripheral visibility of motorists.

7.7 Stay Cable System

Stay cables are critical elements of the structure and particular attention was therefore given to
ensure that the bridge would incorporate the latest technology. The key technical specifications for
the stay cables are as follows:
13
 They must provide a minimum
of three levels of corrosion
TOWER
protection
Individual strands must be
capable of being inspected and
CAP
replaced FORMWORK TUBE

They must comply with the BOLTED CONNECTION

SENR)NG PLATE

requirements of the PTI GUIDE DEVATOR AND

Recommendations for Stay INTERNAL DAMPING DEVICE COMPRESSION SEAL
(STUFFING BOX)
Cable Design, Testing and WATERPROOFING
Installation (1993) SEALANT

The cable system must be free HOPE DUCT

of wind induced vibrations. STRANDS

The cable anchorage's comprise

STAY CABLES TOWER ANCHORAGE
standard cast-in anchorage
assemblies complete with steel
guide pipes, as shown in Figure 12,
STRANDS
with the spatial arrangements at the
HDPE DUCT
tower head based on the use of
monostrand jacks. The stays are ATERPROOFING SEALANT

provided with passive anchorages at BOLTED CONNECTION

the tower head and active ANTI-VANDALISM TUBE

anchorages at deck level.
GUIDE DEVIATOR AND
INTERNAL DAMPING DEVICE
Stay cables vary in size from 27 No.
15.7mm diameter strands adjacent - FORMWORK TUBE
to the towers up to 68 No. strands PRECAST STAY
POD
for the backspan cables.
Corresponding outer HDPE sheath
diameters vary from 150mm to CAP COMPRESSION SEAL
(STUFFING BOX)
250mm respectively. BEARING PLATE

STAY CABLES DECK ANCHORAGE

7.8 Architectural Considerations

The My Thuan bridge is destined to

become a showpiece of Australia's 15.7mm DIA. SEVEN
goodwill and engineering HDPE PIPE
WIRE STRANDS

technology.

The architectural appearance of the

bridge was therefore given
particular emphasis during the
design development stage and the CABLE CROSS SECTION
end result (refer Figures 13 and 14)
is a bridge of classic proportions
Figure 12 Stay cable details
and simple structural form
expressed in the following basic
design and detailing features:

14
Figure 13 Aerial view of completed bridge

The overall general arrangement of the

bridge is symmetrical within the river
channel with span lengths chosen to
provide a well proportioned span to pier
height configuration throughout.
The towers rise from massive pile caps at
river level in the form of a tapered H frame
with each leg gradually curving upwards
to a vertical section from which the cable
stays emerge. The tower legs are
rectangular in section with rounded
corners and are joined at two levels by
crossbeams with an arched soffit profile.
They are capped with 6m high precast
finial units finished in polished concrete.
The overall depth and width of the main Figure 14 View from north bank
deck and approach decks have been
maintained as close as possible (given the fundamentally different structural forms involved), with
differences accommodated by tapering the deck near the tie-down piers.
The entire deck has a common edge parapet detail which features an inclined pedestrian railing
mounted upon precast concrete edge panels. The panels also conceal the deck drainage and fire
main systems.
The approach piers have been provided with twin slender columns similar to the tie-down piers,
for uniformity of structural form.

15
 The main deck features external anchorage
pods on the outer faces of the longitudinal
deck beams, with cable anchorage's
located above soffit level to ensure a clean
line to the main deck.
The stay cables are coloured a light shade
of blue (instead of the normal black) in
order to provide a more dynamic and
elegant backdrop for motorists. In
overcast conditions the cables take on the
grey tones of their background and
chameleon like, with a clear blue sky they
tend to disappear from view. The towers
and cables are also illuminated at night
with floodlights mounted on the tower pile
caps.
Roadway lighting masts are mounted on
the central median and feature specially
elongated masts with dual luminaires as
shown in Figure 15.
Figure 15 View from tower crossbeam

8 CONSTRUCTION OF CABLE STAY BRIDGE

8.1 Bored Piling

The technical specification called for the piles to be test loaded by Osterberg Load Cell method as a
means of confirming final founding depths, together with the following test and measurement
requirements:

Bentonite mix control.

Pile excavation alignment, vertically and diameter.
Base grout pressure and volume take.
Concrete placement volume and strength
Cross hole sonic integrity logging.

The piles were constructed using the following methodology:

steel casings (up to 43m long) were fabricated full length in HCMC and barged to site where
they were vibrated into position with the use of a 250tonne crane and a special hydraulic casing
guide.
pile excavation was undertaken with the use of a purpose designed 5m long 23.5tonne excavator
grab and separate 1 1 m long 26.5tonne calibration grab supported by a 150tonne crane as shown
in Figure 16.
stabilization of the open excavation was achieved with a bentonite and water slurry. Spoil was
removed from site by barge to an approved dumping location
reinforcement cages were prefabricated in 36m lengths (weighing up to 30tonne) and spliced at
the pile platform level with special suspension clips

16
 concrete was batched on site and transported to the piles by truck mixer along a temporary
access jetty. A concrete pump discharged directly to a conventional 250mm diameter tremie tube
system.

Base grouting was achieved with the installation of a tube-a-manchette system prefabricated together
with the reinforcement cage, as shown in Figure 17.

Figure 16 Excavation of bored pile Figure 17 Tube-a-manchette installation

Measurement of Pile Excavation

Alignment, cross section and depth of pile excavation was measured by the use of a Koden DM-682
monitoring unit. This unit is a sonic wave speed measurement device which provides a continuous
record in two orthogonal directions as it is lowered and raised over the pile length.

The results showed that the uncased bored piles were constructed within specification with the
verticality of most piles not exceeding 1 in 200.

Pile Base Grouting

The base of each pile was grouted a minimum of 3 days after concrete placement to stiffen the base
load deflection response. Grouting pressures of 10Mpa at the top of the pile were maintained for a
minimum of 10 minutes, with grout take normally in the range form 2 to 3m3 per pile

Osterberg Load Cells

A series of 5 Osterberg load cell tests were carried out starting with two at the southern tie down
pier, two at the southern tower and one at the northern tower. This was the deepest and largest
capacity application of the testing method ever used in soils and proved to be extremely successful.
17
 The load cells, each with a capacity of 30MN were installed into the reinforcement cage and
instrumentation and monitoring was undertaken by Loadtest Inc (Florida). The first two piles
comprised two levels of load cells in order to allow the base of the pile and two sections of the pile
shaft to be isolated and tested to failure Northern Tower Pier - Pile p2/12
Load cell at R.L. 81.5 He Base R.L. -90.5
90
An example of the Osterberg Load test base 1 1 I I
ea
load and shaft load versus movement at the
oo J.
southern tie down pier is shown in Figure 18
60
T
Sonic Logging
60
I I 121211 I
All piles were subjected to integrity testing 30 - 7
2 20 I
along the four 75mm diameter steel tubes
41 -- I _L
provided for the base grouting.
'3 0
An Olson Instruments Unit CSL-1 was H
I BAEfem SWIFT I I
successfully used to provide up to 6 cross hole 200 5 IO 15 21 25
TOTAL LOAD IMNI
traverses along the length of each pile. In
general, zones of integrity loss were only Figure 18 Osterberg load cell test for shaft &
detected in a few piles and these were rectified base
with pressure grouting.

8.2 Tower Pile Caps

The tower pile caps were constructed in three

sections, commencing abovc the pile groups at
each end followed by the central voided infill.

The construction sequence was as follows:

Steel falsework system welded to pile

casings within tidal zone

Precast soffit slabs installed followed by

perimeter skirting panels Figure 19 Figure 19 - Pile cap showing soffit form

Concrete placed by pump in a two stage pour, with the bottom lm designed to support the
second 3m thick pour .

The three section pour helped to overcome restrained shrinkage effects. Concrete heat of hydration
was monitored using cast-in thermocouples and controlled with the use of 50mm think polystyrene
insulation panels and chilled mix water.

8.3 Towers

The tower legs were constructed with a purpose built jump form designed to accommodate the
curved profile with varying sections and blockout requirements. Construction of the legs was done in
4m lengths with the use of temporary bracing falsework as shown in Figure 20.

18
The lower crossbeam was cast at pile cap level
and raised into position together with deck
falsework for the initial deck segments. The
920t mule heavy 1;n ar.himeril with 1
strand jacks supported off the lower strut. The
upper crossbeam was cast in place off the
upper strut with conventional formwnrk
Both crossbeams are postensioned to the
tower legs

Cable stay anchorage assemblies were pre-

fabricated at ground level within a steel frame
to ensure geometric compliance in the tower Figure 20 Tower construction showing
form prior to concreting. Concrete was Grade temporary bracing
50 and supplied to the jump form by tower
crane using a kibble bucket.

8.4 Deck

The cable stayed deck was constructed in

balanced cantilever with deck segments cast
insitu using a purpose built underslung form
traveller as shown in Figure 21, with a total
weight of 240tonne, inclusive of the timber
form system.

The first three segments at the tower were

east VII a separate falsework system raised
together with the lower tower crossbeam.

Individual 10.4m long deck segments were

cast symmetrically about the tower with a 2
day lag between the main span and side span
segments. At its peak two segments were
constructed over a 5 day cycle, with an
average cycle rate of"/ days achieved over the
full deck. Figure 21 Main deck construction

Stability of the balanced cantilever and structural protection of the tower legs was achieved with
preloaded inclined buffeting cables connecting the deck to the tower pile cap, together with a
temporary tie down system midway along the side span. The tie down system utilised a 1000tonne
temporary pile supported concrete counterweight, which was required to be in place until the insitu
connection of the deck with the tie-down pier.

Closure pours at the tie-down piers and midspan were achieved with the use of the form traveller
with additional external stiffening beams to control deformations in the fresh concrete.

The typical construction sequence for each segment was as follows:

Secure form traveller in position to predetermined spatial geometry

19
 Install precast stay pods and crossbeams
Install prefabricated edge beam reinforcement cage
Install stay cable at permanent anchorage location (with corbel postensioned to the traveller)
Pump concrete using placing boom, finish deck surface and treat with ant-evaporation sealant.
Adjust cable force to predetermined load after concrete has reached 30mpa.

The Contract required a Construction Consultant to be engaged to control the geometry and stresses
within the deck during the stage by stage construction sequence.

Prior to placement of the final asphaltic wearing course the entire deck slab under the roadway was
treated with a SAIVII waterproofing layer similar to RTA specifications.
8.5 Stay Cables

The stay cables were supplied and installed by

Austress Freyssinet in line with the deck
casting program.

Each stay HDPE casing was prefabricated at

deck level as shown in Figure 22 and lifted
into position with the tower crane using a
single reference strand.

All stays are fitted with the latest anti vibration

technology developed by Freyssinet, which
has only been used on two other bridges to
date. The so called Internal Hydraulic
Dampers are located at the end of each steel
guide tube, as shown in Figure 12. They
were calibrated by site testing to damp
vibrations in the cables and limit amplitudes to
acceptable levels under wind velocities up to
42m/sec.
Figure 22 Stay erection showing
prefabrication of HDPE casing
9 DESIGN OF BRIDGE APPROACHES

9.1 Approach Bridge

The approach structures on either side of the main bridge are each 442.6m long and comprise 9 No.
40m intermediate spans with a penultimate span of 43.8m and end span of 38.8m.

The overall width of the deck is 22.06m as shown in Figure 23 but the penultimate span tapers to
23.66m at the interface with the main deck, by a simple splaying of the beams. The deck is made up
of ten precast Super Tee Beams and an insitu composite reinforced concrete deck slab, made
continuous between expansion joints at the abutments and tie-down piers. The deck slab is fixed to
each support pier crosshead by the use of 60mm diameter steel pins with neoprene caps, as shown in
Figure 24.

20
 12m HIGH LIGHT MAST
AT 40m CTS.

1800

3% 3%

DECK DRAINAGE -
PIPE

FcrillAR

//4/x5Y/.9%.6///

I
ll 41
\
DRIVEN RC PILES

Figure 23 Approach structure typical section

PIER
STEEL DOWELS WITH 20 THICK RIGID FOAMED
ASPHALTIC CONCRETE NEOPRENE CAPS. PLASTIC SHEET 0300 HOLE FOR
OVER SAMI WATERPROFING DECK DRAINAGE TYP.

TEMPORARY PACKING

ELASTOMERIC BEARING

Figure 24 Approach structure pier fixity

The pretensioned Super Tee Beams were adopted because of their cost effectiveness and aesthetic
qualities. The beams have a clear span between bearings of 37.6m and an overall depth of 1.9m and
are partially prestressed using 20 No. straight 15.2mm diameter strands. Stub diaphragms have been
provided to stiffen the ends of the deck and also provide space for jacking in order to facilitate future
bearing replacement.

21
 All internal girders are provided with simple elastomeric bearings set on the longitudinal grade of 5%
for ease of installation. Bearings at the abutments and tie-down piers are pot type sliding bearings
able to accommodate the larger displacements associated with the expansion joints. A modular type
expansion joint is required to accommodate the design movement range of 650mm at the main joint,
with the abutment joint required to accommodate a movement of only 190mm. Support piers feature
a concealed crosshead supported on twin slender column blades varying in height between 6m and
24m. The majority of all longitudinal loading is carried by the shorter columns with the longer
columns designed effectively as pin-ended struts.

The approach structure piers are supported on ten 400mm square section driven reinforced concrete
piles founded in medium to dense sands between 33m and 40m below ground level. The piles are
raked at 1 in 10 and designed with a maximum ultimate penetration resistance of 3,100IcN, verified
by insitu dynamic testing methods.

Abutments are a simple bank seat configuration supported on a twin row of driven 600mm diameter
vertical steel tubes. The steel piles were chosen for their greater flexibility and will be required to
deform in double curvature under long term lateral displacements of the embankment fill, without
excessive rotation of the abutment. The abutments also incorporate 8m long settlement
compensation slabs to minimise the impact of differential pavement displacement.

9.2 Approach Embankments

Considerable effort was put into the optimisation of the embankment lengths, which ultimately
resulted in a decision to limit the maximum height of embankments to approximately 6m. The
construction costs associated with embankments in excess of this height exceeded the incremental
cost of extending the approach deck. The underlying ground conditions are complex and variable
but are characterised by a relatively deep stratum of low strength cohesive sediments with
intermediate sand lenses.

As shown on Figure 25, the embankments have a formation width of 21.8m, with batter slopes of 2
to 1 and extensive side berms to ensure overall slope stability.

3500 9500 3500 3500

WALK !RAMO
WAY LANE
39
__L_
LLE IL

Figure 25 Embankment section

22
Because of the poor ground conditions and relatively short construction period available, the
embankment design incorporated the following features:

wick drains on a 1.5 m grid

geotextile fabric as a working platform
staged placement of fill
berms up to 24m in width
surcharging by up to I .5m
extensive monitoring of settlements, lateral movements and pore pressures.

Total consolidation settlements of up to 2,000mm were measured with residual creep settlements of
the order of 100mm to be accommodated post construction. Embankments are constructed using
sand fill with a 500mm surface capping of clay to support conventional landscaping. Flexible
roadway pavements are provided in line with normal Vietnamese highway standards.

10 CONSTRUCTION OF BRIDGE APPROACHES

10.1 Super Tee Beams

The Super Tee beams were cast on site adjacent a loadout facility on the southern riverbank as
shown on Figure 26. A total of three single beam casting beds were established and serviced by
purpose made 50tonne capacity motorised gantries.

Each girder weighed close to 70tonne and the yard was set up to produce one unit per day with a
concrete demand of 30m3 . Girders were treated with a wax emulsion curing compound and stripped
after 24 hours before being taken to storage.

10.2 Deck Structure

The approach deck structure was constructed span by span using a simple lifting truss mounted on
the pier head stocks.

Girders were transported by road into location for erection using a prime mover with a steerable rear
bogie. This system worked well even though half of the girders had to be transported to the other
side of the river by barge as shown in Figure 27.

Figure 26 Casting yard & erection truss Figure 27 Transporting girders by barge

23
 Once lifted, the girders were moved laterally into final position and placed directly onto the
permanent elastomeric bearings without the need for temporary support, by virtue of the inherent
stability of the halving joint configuration. Up to six girders were erected each day, depending on
pier height.

Deck concrete was placed following girder erection, with the infill section over each pier left until all
spans were completed to control shrinkage movements.

11 PROJECT IMPLEMENTATION

The project was implemented over a period of 6 years from the beginning of the Feasibility Study to
the completion of the Construction Contract, as shown in Figure 28

1994 I 1995 1996 1997 ; 1998 1999

Feasibility Study
Detailed Design
Construction
Towers
Cable Stay Bridge Smith Nrih
ApplaaCh &fate South Nath
Approach Enira Art e nts South rth

Figure 28 Project implementation timeframe

The entire project was undertaken within the requirements of the Memorandum of Understanding
between the two Governments which called for regular liaison meetings at both Project Coordination
and Joint Steering Committee levels. Both meetings involved representatives from the two
Governments, the Engineer and Contractor, and was instrumental in achieving a successful project
implementation.

12 CONCLUSION

The My Thuan Bridge is Vietnam's first cable stayed structure and is the largest span crossing in the
country. It is also the Australian Governments single biggest international aid project.

The bridge design embodies the latest in cable stay technology and was constructed ahead of
schedule and under budget.

It is a showpiece of Australian engineering expertise which has established a new benchmark in cost
effective innovative bridge design and construction in Asia, and is set to transform the lives of the
many people who inhabit the vast delta region of Southern Vietnam.

13 ACKNOWLEDGEMENTS

The author gratefully acknowledges permission to publish this paper by Mr Laurie Engel, Assistant
Director General, AusAID and the helpful assistance given by Baulderstone Hornibrook.

24