General report of frontage road and bridge - Mekong Delta Transport Infrastructure Development project (MDTIDP)

Mekong Delta Transport Infrastructure Development Project MDTIDP (Project WB5) conducted by Vietnamese Government under sponsorship of World Bank (WB).Construction scale of resident roads and rural roads in corridor 2 – phase 2 NW8: Commenced point at Km000+000 and end point at Km37+000 (as per alignment of waterway), total length shall be of 37.0km, total length subject to site clearance shall be from Km18+000 to Km32+500. There shall appear no traffic roads and bridges for rural transport system which shall be damaged during dredging works.NW9: Commenced point at Km37+700 and end point at Km50+700 (as per alignment of waterway), total length shall be of 13.5km, total length subject to site clearance shall be from Km40+700 to Km46+800 of which from Km42+400 – Km43+300 which shall subject to dredging and destruction of road along right bank (north bank) with total length of resident roads refurbished shall be of 594.54mNW10: Commenced point at Km51+800 and end point at Km80+000 (as per alignment of waterway), total length shall be of 28.2km, Total length subject to site clearance shall be from Km51+800 to Km80+000 of which from Km58+250 – Km68+650 which shall subject to dredging and destruction of roads and bridges along left bank including one resident bridge which shall be refurbished and with total length of resident roads refurbished shall be of 9617.38m.

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CONTENTS

CONTENTS 1

TABLES LIST 3

FIGURES LIST 4

GENERAL SYMBOL 5

I GENERAL INTRODUCTION 7

I.1 OVERALL ABOUT PROJECT 7

I.1.1 NATIONAL WATERWAY CORRIDOR NO 2 (CORRIDOR 2) 7

I.1.2 NATIONAL WATERWAY CORRIDOR NO 3 (CORRIDOR NO 3) 8

I.2 BASIS FOR DESIGN 9

I.2.1 LEGAL BASIS 9

I.2.2 APPLICABLE CODES AND STANDARDS 10

II NATURAL CONDITIONS 11

II.1 TOPOGRAPHICAL AND GEOMORPHOLOGICAL CONDITIONS 11

II.1.1 TOPOGRAPHICAL CONDITIONS OF CORRIDOR NO 2 11

II.1.2 TOPOGRAPHICAL CONDITIONS OF CORRIDOR NO 3 11

II.2 GEOLOGICAL CONDITIONS 12

II.2.1 OVERALL OUTLOOK ABOUT GEOLOGICAL ENGINEERING CONDITIONS 12

II.2.2 GEOLOGICAL ENGINEERING CONDITIONS OF CORRIDOR NO 2 13

II.2.3 GEOLOGICAL ENGINEERING CONDITIONS OF CORRIDOR NO 3 14

II.3 METEOLOGICAL – HYDROLOGICAL CONDITIONS 15

II.3.1 METEOLOGICAL CONDITIONS 15

II.3.2 WATER TABLE 17

III STATUS OF CURRENT ROADS AND SCOPE OF REPLACEMENT CONSTRUCTION 20

III.1 STATUS OF CURRENT ROADS THAT MUST BE DEMOLISHED AND CLEARED AT CORRIDOR NO 2 20

III.4 THE STATUS OF CURRENT ROADS THAT MUST BE DEMOLISHED AND CLEARED AT CORRIDOR NO 3 22

III.4.1 STATUS OF BRIDGE NO 1 UNDER NW12 PACKAGE, CORRIDOR 3 24

III.5 THE STATUS OF DRAINAGE CULVERTS AND DITCHES ALONG ROADS 32

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III.6 COMMENTS AND EVALUATION ON THE CURRENT STATUS 32

III.7 SCOPE OF REPLACEMENT BRIDGES 32

IV DESIGN SOLUTION 38

IV.1 WORKS GRADE 38

IV.2 TECHNICAL STANDARDS OF TRAFFIC ROADS 38

IV.2.1 GENERAL PARAMETERS 38

IV.2.2 DESIGNED LOAD 38

IV.2.3 LEVEL OF ROAD SURFACE 39

IV.2.4 CROSS SECTION OF FRONTAGE ROADS 40

IV.2.5 ROAD PAVEMENT STRUCTURES FROM TOP DOWNWARD 40

IV.3 TECHNICAL SPECIFICATIONS OF RURAL BRIDGES 43

IV.3.1 GROUP OF BRIDGES TYPE A 43

IV.3.2 BRIDGES TYPE B 46

IV.3.3 BRIDGES TYPE C GROUP 49

IV.3.4 BRIDGES TYPE D GROUP 52

IV.3.5 BRIDGES TYPE E GROUP 55

IV.4 TECHNICAL SPECIFICATIONS OF DRAINAGE SYSTEM 57

IV.4.1 TECHNICAL SPECIFICATIONS OF DRAINAGE TROUGH 57

IV.4.2 TECHNICAL SPECIFICATIONS OF DISCHARGE CULVERT 59

IV.4.3 EXECUTION METHOD 62

IV.5 TRAFFIC ASSURANCE 63

IV.5.1 ROADWAY TRAFFIC 63

IV.5.2 WATERWAY TRAFFIC 63

IV.6 CONSTRUCTION MATERIALS – TECHNICAL SPECIFICATION 64

IV.7 GENERAL NOTES 65

V APPENDIX 66

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TABLES LIST

Table II.1: Frequency of water table hour - (2000 – 2009) over corridor no 2 17

Table II.2: Frequency of water table hour - (2000 – 2009) over corridor no 3 18

Table III.1: The status of current roads that must be demolished and cleared at corridor No 2 20

Table III.2: The status of current roads that must be demolished and cleared at corridor No 3 21

Table III.3: The number of demolished bridges 23

Table III.4: Details of demolished bridges and proposed bridges 33

Table IV.1: The level of traffic roads on anti-flood dike peak inn the Southern bank of Nguyen Van Tiep canal 39

Table IV.2: comparisons and conclusions design top level combines public roads 40

Table IV.3: Quantity of rural roads need to be refurbished for corridor no 2 41

Table IV.4: Quantity of rural roads need to be refurbished for corridor no.3 41

Table IV.5: Drainage ditch of pavement building replacement corridor 2 58

Table IV.6: Drainage ditch of pavement building replacement corridor 3 58

Table IV.7: Summary table of culvert through the corridor 2 59

Table IV.8: Summary table of culvert through the corridor 3 61

Table IV.9: Comparison of quantity of excavated and filled soil 62

Table V.1: NW9 corridor 2: coordinates of cross section of frontage roads 66

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FIGURES LIST

Figure I-1: Map of corridor no 2 7

Figure I-2: Map of corridor no 3 – Stage 2 9

Figure II-1: Arrangement diagram of water table monitoring stations – corridor no 2 17

Figure II-2: Arrangement diagram of water table monitoring stations – corridor no 3 18

Figure III-1: Bridge No 18-Xang Don bridge 21

Figure III-2: Bridge No 1 - Cong Xi Ruu bridge 24

Hình III-3: Bridge No.2 – Kham Tam bridge 25

Figure III-4: Bridge No 3-Mr/Ms Trang Thuy bridge 25

Figure III-5: Bridge No 4-Tra Kha bridge 26

Hình III-6: Bridge No bridge 5 - Dan Xay 02 bridge 26

Figure III-7: Bridge No 6- Huynh Cong Bang arch bridge 27

Figure III-8: Bridge No 7-Nguyen Thanh Ky arch bridge 27

Figure III-9: Bridge no 8- Cai Tram 02 bridge 28

Figure III-10: Bridge no 9- Mr Luc bridge 28

Figure III-11: Bridge No 10-Son Tranh bridge 29

Figure III-12: Bridge No 11- Quoc Truong bridge 29

Figure III-13: Bridge No.12- Ms Van bridge 30

Figure III-14: Bridge No.13-Son Lam bridge 30

Figure III-15: Bridge No 14- Vinh My bridge 31

Figure III-16: Bridge No 15- Nam Nghi bridge 31

Figure III-17: Bridge No 16- Hai Trai bridge 32

Figure IV-1: Load for non-motorized vehicles 38

Figure IV-2: Typical cross section of frontage roads 40

Figure IV-3: Longitudinal section of bridges type A 43

Figure IV-4: Cross section of bridges approach roads type A 45

Figure IV-5: Longitudinal section of bridges type B 46

Figure IV-6: Cross section of bridges approach roadstype B 48

Figure IV-7: Longitudinal section of bridges type C 49

Figure IV-8: Cross section of bridges approach roads type C 51

Figure IV-9: Longitudinal section of bridges type D 52

Figure IV-10: Cross section of road 54

Figure IV-11: Longitudinal section of bridges type E 55

Figure IV-12: Cross section of road 57

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GENERAL SYMBOL

BER

BTCT

: :

The bid eluavation report Reinforcemnt concrete

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PMU-SIW : Project Manager Unit of Southern Inland Waterways

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I GENERAL INTRODUCTION

I.1 OVERALL ABOUT PROJECT

Mekong Delta Transport Infrastructure Development Project MDTIDP - (Project WB5) conducted by

Mekong delta region

Local waterway corridor no 2 (Corridor 2) and Local waterway corridor no 3 (Corridor 3), where:

2 (Corridor 2) for section from Km80+00 to Km253+00, of construction and erection packages i.e NW1; NW2; NW3 and NW4

corridor 2 from section Km000+000 to Km80+000 and end section of corridor 3 from section Km207+000 to Km310+000, of packages i.e NW8; NW9 etc

I.1.1 NATIONAL WATERWAY CORRIDOR NO 2 (CORRIDOR 2)

I.1.1.1 Scope of local waterway

Tien Giang, Dong Thap, An Giang and Kien Giang

Figure I-1: Map of corridor no 2

Vam Co Dong river, Thu Thua canal, Vam Co Tay river, Rach Chanh creek, Nguyen Van Tiep canal

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(Thap Muoi no 2 canal), Tien river, Vam Nao river, Hau river, Tri Ton Hau Giang canal, Tam Ngan canal connecting to Rach Gia Ha Tien canal Total waterway length of this section shall account for 253km Waterway transport system over corridor no 2 shall comprise of 4 sections as follows:

length of 32km which shall across Te canal, Doi canal, and Cho Dem Ben Luc river

total length of 19.12km over Vam Co Dong river, Thu Thua canal and Vam Co Tay river

length of 92.68km over Rach Chanh creek, Nguyen Van Tiep canal to Tien river

46.20km over Cu Lao Tay branch river – Vam Nao river – Hau river

length of 62.70 km over Tri Ton Hau Giang canal and Tam Ngan canal

The all line shall be upgrade and expanded to to meet the technical standards for inland waterway class III

I.1.1.2 Construction scale of resident roads and rural roads in corridor 2 – phase 2

NW8: Commenced point at Km000+000 and end point at Km37+000 (as per alignment of waterway),

total length shall be of 37.0km, total length subject to site clearance shall be from Km18+000 to Km32+500 There shall appear no traffic roads and bridges for rural transport system which shall

be damaged during dredging works

NW9: Commenced point at Km37+700 and end point at Km50+700 (as per alignment of waterway), total length shall be of 13.5km, total length subject to site clearance shall be from Km40+700 to

destruction of road along right bank (north bank) with total length of resident roads refurbished shall be of 594.54m

NW10: Commenced point at Km51+800 and end point at Km80+000 (as per alignment of waterway), total length shall be of 28.2km,

Km68+650 which shall subject to dredging and destruction of roads and bridges along left bank including one resident bridge which shall be refurbished and with total length of resident roads

I.1.2 NATIONAL WATERWAY CORRIDOR NO 3 (CORRIDOR NO 3)

I.1.2.1 Scale of local waterway

Corridor no 3 shall have total length of 450km, starting from Ho Chi Minh city crossing some regions i.e

My Tho – Tra Vinh – Ca Mau – Rach Soi and ending at Thailand gulf This corridor shall be parallel to coastal strip toward the south which shall cross Ca Mau province, then further developing to the north of Rach Gia

For stage 2, construction shall be undertaken for section connecting from Hau river to Ca Mau crossing Dai Ngai creek, Phu Huu Bai Xau canal, Du Tho river, Co Co river, Vam Leo Bac Lieu river, Bac Lieu Ca Mau canal to Ca Mau and connecting to Ganh Hao river Of which section from Bac Lieu Ca Mau canal

to Ganh Hao river shall account for about 7km which have been dredged included in Project of upgrading of two waterways routines i.e the southern waterway and Can Tho harbor Total design length of stage 2 of corridor no 2 shall be of 103km

The all line shall be upgrade and expanded to to meet the technical standards for inland waterway class III

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Figure I-2: Map of corridor no 3 – Stage 2

I.1.2.2 Construction scale of resident roads and rural roads in corridor 3 – phase 2

total length shall be of 41.5km, total length subject to dredging shall be from Km220+500 to Km238+000 There shall appear no traffic roads and bridges for rural transport system which

shall be damaged during dredging works

total length shall be of 41.5km, total length subject to dredging shall be from Km264+500 to

Commenced point at Km282+500 to the end at Km287+575, Bac Lieu province has the project tittled “Embankment on the two sides of Bac Lieu river If this project is conducted before WB5 project, pedestrian roads along this section will not necessarily re-built because WB5 project lies

in the area of the Embankment project

Accordingly, the scope of construction for pedestrian roads will be the construction of 2,479 m of pedestrian roads and re-building of 2 padestrian bridges

Because the clearance area lies on the Southern bank and big funding requirement for

“Embankment on the two sides of Bac Lieu River” project, Bac Lieu province currently has insufficient funding The duration for the embankment project is not clearly fixed, especially when the Southern bank is allowed by the province to be complete later than the Northern bank Therefore, in the design report for WB5 project, re-construction of bridges and roads is still mentioned The scope of construction for pedestrian bridges from Km282+500 to Km287+575 will be:

total length shall be of 20.0km, total length subject to dredging shall be from Km290+000 to

I.2 BASIS FOR DESIGN

I.2.1 LEGAL BASIS

Assembly;

management of investment and construction of works;

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 Pursuant to Decree no 209/2004/ND-CP dated 16/12/2004 in regard of management of quality of construction works;

of Mekong Delta Infrastructure Development Project

included in Mekong Delta Infrastructure Development Project dated 9/5/2007 between Management Board of waterway project (PMUW) and DHV.BV (Netherland);

included in Mekong Delta Infrastructure Development Project no … dated … /2010 in between DHV.BV (Netherland) and Hong Hung Consultancy and construction Co., Ltd.;

HASKONING for Mekong Delta Infrastructure Development Project – by June 2006

construction Co., Ltd In January 2011

I.2.2 APPLICABLE CODES AND STANDARDS

Application of standard system which have been approved by Ministry of Transportation via Decision no 2406/QD-BGTVT dated 9/11/2006 regarding approval of “Standard system applicable to design investigation for project WB5” Of which standards are applied to design of dredging works, resident roads and bridges shall consist of:

with Decision no 347/QD of the State Science Committee dated 23.05.1992

with Decision no 3082/QD-BKHCN of the State Science Committee dated 31.12.2009

“Amendment and supplement of sectional standard 22TCN 269-2000”

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II NATURAL CONDITIONS

II.1 TOPOGRAPHICAL AND GEOMORPHOLOGICAL CONDITIONS

General description of the topography of the two corridors is given specifically in the Description on dredging design In this description on pedestrian roads, only topographical and geomorphological features at river and canal sections that need site clearance and re-construction of previous roads are given

II.1.1 TOPOGRAPHICAL CONDITIONS OF CORRIDOR NO 2

Waterway corridor No 2 is divided into sections, depending on the location and is specifically described

as bellows:

Section NW8 From Km00+000 to Km37+000 – Te canal

Cho Dem river, Ben Luc river to Vam Co Dong river This section is dredged and cleared However, this section does not contain any pedestrian roads, just some temporary ways that are not considered

to be as roads Moreover, this section will be built with anti-tide dikes Therefore, no pedestrian roads

will be formed here

Section NW9 From Km37+000 to Km50+700 - Thu Thua canal

densely covered with resident houses and works along both banks in Thu Thua town area, apart from this there shall be quite low densed coverage of houses and construction works There shall be many wild coconut trees in some parts along both banks of canal This part of canal shall be in rural area, there shall have areas for rice feeding, farming Several rural roads appear along both banks

-5.0m, quite straight and no bending parts of routine can be encountered

shall be 3 over-river bridges, underground works and power wiring over river

route from Km42+410 to Km43+273 running along the canal edge over a length of 863 m The width

of this road is 2,0 m on average The average level of the surface is between +1,8 to +2,4m

Section NW10 From Km50+800 to Km80+000

roads in some parts along both banks of canal This part of canal shall be in rural area, there shall have areas for rice feeding, farming Several rural roads appear along both banks National road shall

be located on the north bank of canal

-4.5m, quite straight and no bending parts of routine can be encountered

be summarized as follow:

II.1.2 TOPOGRAPHICAL CONDITIONS OF CORRIDOR NO 3

Waterway corridor No 3 is divided into sections, depending on the location and is specifically described

as bellows:

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Section NW11 The starting point is at Km207+000 and the end point is at Km248+500 (according to

the waterway station), making a total length of 41,5km;

Section NW12 The starting point is at Km248+500 and the end point is Km290+000; (according to the

waterway station), making a total length of 41,5km;

1.5m with lots of dikes and on-water houses

be summarized as follow:

 Materials for road filling are soil in the local area

Section NW13 The section commences from Km290+000 and the end point is at Km310+000, making

a total length of 20,0 km

level shall be varies from - 3,50m to – 2,50m, low density of floral coverage over both river banks This part of canal shall be in rural area, there shall have areas for rice feeding, farming There shall be one rural roadway along canal in the southern bank National roadway no 1 shall be parallel with the northern bank and in adjacent at some parts of canal

shall be in vicinity with National roadway no 1 and rural roads Topography on the banks shall have average level of 1.5m There appear several embankments, berths and houses over river face; This section shall have some over-river bridges As per design alignment of this shipline, rural roads and bridges must be refurbished

 Filling material is soil

II.2 GEOLOGICAL CONDITIONS

II.2.1 OVERALL OUTLOOK ABOUT GEOLOGICAL ENGINEERING CONDITIONS

Geological investigation works utilized for design works of shipline for corridors 2 and 3 shall be carried out

in accordance with following scales:

bank shall be at an average interval of 1000m which shall be located alternately with bore holes of shipline (average interval of 500m of bore hole under water or over the banks)

near-river construction works, at convex parts of near-river and canal banks with bending radius of less than 300

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 The field penetration test shall be performed in alternatively with locations of probe drillings Total of

264 points shall be applied for SPT tests

+ Internal friction angle -  (deg.)

+ Respose angle of sandf -  (dry and saturated)

+ Compressibility coefficient - a1-2 (cm2/Kg)

+ Deformation module - E1-2(Kg/cm2)

+ Natural shear strength T(Kg/cm2)

II.2.2 GEOLOGICAL ENGINEERING CONDITIONS OF CORRIDOR NO 2

Quantity for geological investigation shall include probe drilling and field shear vane test:

be varies from 5m to 7m

Pleistocen, including soil layers and scopics as follows:

shall take large part of substrates of investigation extent, distributed from surface of natural topography; soil shall have main composition of powder clay This shall be weak soil layer, hence, special care shall be taken in design, execution and construction of works

entire area with moderate to weak physical properties

layer shall be evenly distributed over the entire area with quite good physical properties

compacted density This layer shall locate in the lowermost part of substrates and lightly over the surveyed area with moderate physical property

including 2a, 3a, 3b

ground surface Standing water and underground water shall be all corrosive to concrete and metal

engineering investigation results Surveying alignment shall be divided into 6 sections as follows:

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 Section 1 – HL2: Te and Doi canals with total length of about 12.5km (from Km0 to Km 12+500)

33)

Km 53+000 to Km 80+000)

II.2.3 GEOLOGICAL ENGINEERING CONDITIONS OF CORRIDOR NO 3

Quantity for geological investigation shall include probe drilling and field shear vane test:

including soil layers and scopic as follows:

 Layer 1: Plastic clay mixed with organic matter (OH) dark grey, blue grey, in melting conditions, this layer shall take large part of substrates of investigation extent, distributed from surface of natural topography; soil shall have main composition of powder clay This shall be weak soil layer, hence, special care shall be taken in design, execution and construction of works

status evenly distributed at upper part of layer 1 At starting end of alignment scopes shall have thickness which shall be varies from 0.5m to 2.5m, middle and ending part of alignment shall have average thickness of 0.5m

alignment

at the central of alignment (section 5)

ground surface Standing water and underground water shall be all corrosive to concrete and metal

engineering investigation results Surveying alignment shall be divided into 8 sections with their length shall vary from 8km to 24km as follows:

with total length of about 13 km (from Km 207 to Km 220)

about 9 km (from Km 220 to Km 229)

with total length of about 8 km (from Km 229 to km 237)

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 Section 7 – HL3: Bac Lieu canal to Vam Leo (further crossing Bac Lieu city to Tra Kha) with total length of about 13.66 km (from Km 273 to km 286)

(from Km 286 to Km 310)

II.3 METEOLOGICAL – HYDROLOGICAL CONDITIONS

II.3.1 METEOLOGICAL CONDITIONS

Documents collected from the Southern Meteological and Hydrological Station shall indicate major features about meteology of construction site as follows:

II.3.1.1 Air temperature

The hottest month shall be May and the coldest month shall be January There shall be not so high variation

of annual average temperature (from 26.8oC to 27.2oC) Peak temperature shall be varies from 34.0oC to 40.0oC and low peak temperature shall be varies from 14.8oC to 19.7oC There shall be three periods in within a year:

+ From January to April: Temperature is drastically increased during this period Average increasing in air temperature shall be from (25 ÷ 26)oC to (28 ÷ 29)oC

+ From May to November: Temperature is stable during this period Air temperature shall be lightly decreased from (28 ÷ 29)oC down to (26 ÷ 27)oC

+ From June to January of year after: Temperature is drastically decreased during this period Average decreasing in air temperature shall be from (26 ÷ 27)oC down to (25 ÷ 26)oC

II.3.1.2 Evaporation from ground surface

Annual average evaporation shall be of 1.000 ÷ 1.400 mm, maximum rate within the year shall be of 1.414

mm Evaporation shall reach to 91.8 ÷ 143.4mm during months of dry season and 49.8 ÷ 90.9 mm during rainy season

II.3.1.3 Sunny hours in within the year

During months of dry season from November to May it shall exceed 200 hours/month The least sunny months shall be of June and September equivalent to two peaks of rainfall and cloudy time Average annual sunny hours in the year shall be of 2551 hours

II.3.1.4 Air humidity

Humidity regime shall have close relation to rain regime and wind regime in the region Months with the highest average humidity shall be May (31,1 mb), and the lowest month shall be January (24,5 mb) Average annual humidity shall be 28.4 mb The lowest relative humidity shall be of 21% (February 1974) and the highest one 100% (in each month), average humidity shall reach to 78%

II.3.1.5 Rainy regime

Wind recovery regime has been traced yearly into two main season i.e rainy and dry season, dry season shall be coincident with monsoon season

+ Rainy season shall be coincident with the Southwest wind regime, rainfall shall be concentrated for over 90% of total annual rainfall Total average annual rainfall shall be varies from 1.455 ÷ 2.007mm The annual high peak rainfall shall be of 2.709mm and low peak rainfall shall be of 638mm During rainy season peak rainfall shall normally be in June and in October (rainfall of October shall be higher than that of June)

+ July and end of August and beginning of September shall be months with the highest possibility of lowest rainfall (draught); more severe draught during July

+ There shall be about 90 ÷ 130 rainy days during rainy season So, monthly average rainy days shall

be of more than 15 days

+ Dry season shall commence from November or December and until April of the year after

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II.3.1.6 Wind regime

Construction site shall be in within area which subject to monsoon regime Dry season shall mainly subject

to the northeast monsoon and by southwest monsoon for rainy season Quite good of far vision up to 20km (decreased by up to 5km during December)

Two wind seasons shall be in within the year:

+ Dry season shall commence since November until April of the year after with major wind direction is east (normally up to 70% )

+ Rainy season shall commence since June and end in September with two most common wind directions i.e west and southwest Combined frequency of these two directions shall normally account for 70- 80 %

+ May and October shall be transition periods of these two wind seasons as above

II.3.1.7 Typhoon/hurricane

This area shall, as per statistic figures, have several hurricanes (average of 243 hours of hurricane per year and 110 days having hurricane per year), hurricanes shall normally appear at the beginning of rainy season, and wind speed shall reach to level 7 – 8 during hurricanes;

Storms shall rarely appear in this area From 1911 to 2009 there appeared 10 typhoons arrived to the southern Low frequency of typhoons which shall be lower than 11 grade, and normally during October and November

II.3.1.8 Tidal regime

Two corridors shall subject to tidal regime from East sea i.e half-day tidal regime It shall also subject to flood from Mekong river, however, corridor no 3 shall be impacted lightly only

Corridor no 2: It shall subject to tidal regime via network of rivers i.e Sai Gon, Vam Co and Tien rivers

period Maximum tidal variation shall be of more than 4.0 m

to 100 cm (during dry season)

and 1.50 m during tide down period

 During flooding season impacts for tide to areas far away from Tien river shall be null particularly of high flood such as in Tan Phuoc districts and northern areas of districts i.e Cai Be, Cai Lay and Chau Thanh

Corridor 3 It shall severely subject to impacts of half-day tidal regime of East Sea Tide shall be transmitted

to alignment through river estuaries of Tran De river, My Thanh river, Ganh Hao river and through canals i.e

Ho Phong; Cai Cung; Nha Mat, etc The commence part adjacent to Tran De river shall have higher variation

of tidal regime in comparison with that of end alignment due to impact of tide from Ganh Hao and Ho Phong; Cai Cung canals;

it shall be light impacts in comparison with that of tide

II.3.1.9 Seasonal flood

Flood season shall normally appear since end of June last until end of December and shall be divided into three stages During stage 1, from July to August, flooding water shall flow into natural canals and creeks of Dong Thap Muoi and Tu Giac Long Xuyen regions Flooding peak shall occur during stage 2 when water table of Tien river in Tan Chau is over 4.2 m, and the one of Hau river in Chau Doc is exceed 3.5 m Stage 3: water table shall be steadily lowered until end of December

Water shall rise steadily accounting for about 10 – 15 cm/day Flooding water flow shall be slow of about

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Corridor no 2 shall have area which directly subject to flood which shall extended from Binh Chanh (Cho Dem canal) to end of alignment in Kien Giang (Tam Ngan canal)

Corridor no 3 shall also subject to flood but unremarkably as it located in flooded area and branches of rivers and canals connecting to plains of Hau Giang, Can Tho regions of salinity prevention system

II.3.2 WATER TABLE

Due to impacts arising due to tide and flood, water table over corridor shall be varies complicated particularly for section from Cho Dem canal to end of corridor no 2 In within scope from Rach Chanh creek to Dong Thap Muoi which shall have several salinity prevention works, particularly Rach Chanh creek culvert which shall result in complicated water table variation

For finalization of water table as per frequency of service hours for transport purposes, hydrological investigation has been performed/monitored at 21 stations at the same time for measuring water table in 2 corridors for 16 consecutive days Of which water table in Rach Chanh creek has been measured at upstream and downstream of culvert during dry season (May 2010) when Rach Chanh culvert gate was closed for salinity prevention

Figure II-1: Arrangement diagram of water table monitoring stations – corridor no 2

monitoring station

In combination of hydrological document at basis stations, relative calculation to monitoring stations Water table shall be equivalent to frequency hours of 10 years at monitoring location in corridor no 2 as follows:

Table II.1: Frequency of water table hour - (2000 – 2009) over corridor no 2

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Figure II-2: Arrangement diagram of water table monitoring stations – corridor no 3

monitoring station

In combination of hydrological document at basis stations, relative calculation to monitoring stations Water table shall be equivalent to frequency hours of 10 years at monitoring location in corridor no 3 as follows:

Table II.2: Frequency of water table hour - (2000 – 2009) over corridor no 3

ID Frequency

(%)

Dai Ngai TV11 TV12 TV13 TV14 TV15 TV16 TV17 TV18 TV19 TV20

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ID Frequency

(%)

Dai Ngai TV11 TV12 TV13 TV14 TV15 TV16 TV17 TV18 TV19 TV20

Note:

report performed by Hong Hung Consultancy and Construction Co., Ltd In cooperation with the Southern Hydrological Sub-institute during period of 4/2010 – 7/2010

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III STATUS OF CURRENT ROADS AND SCOPE OF REPLACEMENT

CONSTRUCTION

III.1 STATUS OF CURRENT ROADS THAT MUST BE DEMOLISHED AND CLEARED AT CORRIDOR

NO 2

Table III.1: The status of current roads that must be demolished and cleared at corridor No 2

No Station Location Length (m) Width (m) Level of road

center

Current structure Code

NW9 corridor 2 Thủ Thừa canal H

to km43+275 Tân Thành-Thủ Thừa-Long An 322.5 1,5÷2,0 +1,8 ÷ +2,4 Soil road DDS3

NW10 corridor 2 Nguyễn Văn Tiếp canal 9617.38

1 From km58+265

to km58+822

Hưng Thạnh-Tân Phước-Tiền

Giang 557 1,2÷1,8 +1,6 ÷ +3,1 Soil road DDS4

2 From km58+862

to km59+749

3 From km59+975

to km60+939

Giang 964.47 1,2÷1,8 +1,6 ÷ +3,1 Soil road DDS6

4 From km60+987

to km64+344

5 From km64+406

to km65+411

6 From km65+425

to km66+728 Tân lập-Tân Phước-Tiền Giang 1303.42 1,2÷1,8 +1,6 ÷ +3,1 Soil road DDS9

7 From km67+125

to km67+782

Phước lập-Tân Phước-Tiền

8 From km67+815

to km68+631

Phước lập-Tân Phước-Tiền

9 From km72+325

to km72+395

Mỹ Phước-Tân Phước-Tiền

width of (1,5÷2,0) m The gradient changes slightly Mainly motorbikes and padestrians travel along the road This road plays no role in preveting tide and flood

and has a width of (1,2÷1,8) m The gradient changes slightly Mainly motorbikes and padestrians travel along the road This road is built on anti-flood dike for southern area of Nguyen Van Tiep canal Soil in the local area is used to fill the road

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NO 2

At the corridoe No 2, two bridges of Package NW10 will be demolished Bridge No.17 (Cong Tuong

brigde) is located at Km58+850 in Hung Thanh commune, Tan Phuoc District of Tien Giang province Bridge No.18 (Xang Don brigde) is located at Km64+355 in Hung Thanh commune, Tan Phuoc District

of Tien Giang province

abutments Each abutment is supported by 3 steel reinforced square piles

 This bridge is 16 m long on 3 different spans of 4m, 8 m and 4 m respectively on Xang Don canal whose width is 15 m The clearance of the bridge is 1,5 m It is mainly used for on land traffic and some local waterway going underneath the bridge

Figure III-1: Bridge No 18-Xang Don bridge

NO 3

Table III.2: The status of current roads that must be demolished and cleared at corridor No 3

No Station Location Length

(m)

Width (m)

Level of road center

Current structure Code NW12 corridor 3 Bac Lieu-Ca Mau canal 3,823.00

NW13 corridor 3 Bac Lieu-Ca Mau canal 8,380.00

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No Station Location Length

(m)

Width (m)

Level of road center

Current structure Code

 DDS1÷DDS10 traffic road lies in the Southern bank of Bac Lieu-Ca Mau canal The road is of aggregate cushed stone structure with a width of 1,8m to 2,5 m The gradient changes slightly Motorbikes and pedestrians are main vehicles on the road

 DDS11÷DDS23 traffic road lies in the Southern bank of Bac Lieu-Ca Mau canal The road is of aggregate cushed stone structure with a width of 1,8m to 2,0 m The gradient changes slightly Motorbikes and pedestrians are main vehicles on the road

III.4 THE STATUS OF CURRENT ROADS THAT MUST BE DEMOLISHED AND CLEARED AT CORRIDOR NO 3

Total number of demolished bridge is 16 Five belongs to NW12 package and 11 belongs to NW13

package The name, station and location of these bridges are described in the following table:

Trang 23

Table III.3: The number of demolished bridges

Package No bridge

code Name of bridge Station Location of construction

NW12

1 Bridge 1 Cong Xi Ruu bridge Km285+575 Ward 2, Bac Lieu town, Bac Lieu province

2 Bridge 2 Kham Tam bridge Km287+525 Ward 8, Bac Lieu town, Bac Lieu province

3 Bridge 3 Mr/Ms Trang Thuy bridge Km287+775 Ward 8, Bac Lieu town, Bac Lieu province

4 Bridge 4 Tra Kha bridge Km288+900 Tra Kha B, Ward 8, Bac Lieu town, Bac Lieu

4 Bridge 9 Mr Luc bridge Km294+300 Cai Tram B, Hoa Binh town, Vinh Loi District-

Bac Lieu province

5 Bridge 10 Son Tranh bridge Km294+525 Cai Tram B1, Hoa Binh town, Vinh Loi District-

Bac Lieu province

6 Bridge 11 Quoc Truong bridge Km294+925 Cai Tram B, Hoa Binh town, Vinh Loi District-

Bac Lieu province

7 Bridge 12 Ms Van bridge Km295+500 Cai Tram B, Hoa Binh town, Vinh Loi District-

Bac Lieu province

8 Bridge 13 Son Lam bridge Km295+700 Cai Tram B, Hoa Binh town, Vinh Loi District-

Bac Lieu province

9 Bridge 14 Kenh Sau bridge Km298+100 My Vinh A commune, Vinh Loi district, Bac Lieu

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III.4.1 STATUS OF BRIDGE NO 1 UNDER NW12 PACKAGE, CORRIDOR 3

The name of the bridge is Cong Xi Ruu bridge whose surface is of wooden slabs on iron beams supported by abutments and steel reinforced piles Each abutment is reinforced by square steel reinforced piles

The bridge is 10 m long with only one span of 10 m long The width of the bridge is 1,6m spanning over

a canal of 6m wide The bridge is only used for walking and for drainage, not for waterway vehicles

Figure III-2: Bridge No 1 - Cong Xi Ruu bridge

This bridge is named Kham Tam bridge whose surface is made by steel reinforced concrete slabs over steel reinforced beams supported by abutments Each abutment is reinforced by square steel concrete piles

This bridge has a length of 19 m with 5 spans with dimensions being 3m + 4m + [5m] + 4m + 3m It is 2,4 m wide over a canal of 16 m wide The clearance is 1,5m and it is mainly used for on land traffic and for small local waterway vehicles

Trang 25

Hình III-3: Bridge No.2 – Kham Tam bridge

This bridge is named Mr./Ms Trang Thuy bridge whose surface is made by steel reinforced concrete slabs over steel reinforced beams supported by abutments Each abutment is reinforced by 3 square steel concrete piles

This bridge has a length of 14 m with 3 spans with dimensions being 5m + [4m] + 5m It is 2 m wide over Giong Tra canal of 7 m wide The clearance is 1,5m and it is mainly used for on land traffic and for small local waterway vehicles

Figure III-4: Bridge No 3-Mr/Ms Trang Thuy bridge

This bridge is named Tra Kha bridge whose surface is made by steel reinforced concrete slabs over steel reinforced beams supported by abutments Each abutment is reinforced by 2 square steel concrete piles

Trang 26

This bridge has a length of 15 m with 3 spans with dimensions being 5m + [5m] + 5m It is 2,1 m wide over a canal of 11 m wide The clearance is 1,5m and it is mainly used for on land traffic and for small local waterway vehicles

Figure III-5: Bridge No 4-Tra Kha bridge

The name of the bridge is Dan Xay 02 bridge whose surface is of wooden slabs on iron beams supported by abutments and steel reinforced piles Each abutment is reinforced by square steel reinforced piles

This bridge has a length of 29 m with 3 spans with dimensions being 9m + [11m] + 9m It is 1,5 m wide over a canal of 24 m wide The clearance is 1,5m and it is mainly used for on land traffic and for small local waterway vehicles

Trang 27

This bridge is named Huynh Cong Bang arch bridge whose surface is made by steel reinforced concrete slabs over steel reinforced beams supported by abutments Each abutment is reinforced by square steel concrete piles

This bridge has a length of 25 m with 1 span with dimensions of 25m It is 1.8 m wide over Ong Can canal of 20 m wide The clearance is 3 m and it is mainly used for on land traffic and for small local waterway vehicles

Figure III-7: Bridge No 6- Huynh Cong Bang arch bridge

This bridge is named Nguyen Thanh Ky arch bridge whose surface is made by steel reinforced concrete slabs over steel reinforced beams supported by abutments Each abutment is reinforced by square steel concrete piles

This bridge has a length of 25 m with 1 span of 25 m It is 1,8 m wide over Long Ha canal of 20 m wide The clearance is 3,3 m and it is mainly used for on land traffic and for small local waterway vehicles

Figure III-8: Bridge No 7-Nguyen Thanh Ky arch bridge

Trang 28

This bridge is named Cai Tram 02 bridge whose surface is wooden and by steel reinforced concrete slabs over steel reinforced beams supported by abutments Each abutment is reinforced by square steel concrete piles

This bridge has a length of 24 m with 3 spans with dimensions being 6.5m + [11m] + 6.5m It is 2.0 m wide over a canal of 22 m wide The clearance is 1.5 m It is only used for on land traffic, not for waterwway vehicles

Figure III-9: Bridge no 8- Cai Tram 02 bridge

III.4.9 STATUS OF BRIDGE NO 9 UNDER NW13 PACKAGE, CORRIDOR 3

reinforced beams supported by abutments Each abutment is reinforced by square steel concrete piles This bridge has a length of 20 m with 5 spans with dimensions being 2x3m + [8m[ + 2x3m It is 1.5 m wide over a canal of 15 m wide It is only used for on land traffic, not for waterwway vehicles

Trang 29

This bridge is named Son Tranh bridge whose surface is of steel reinforced concrete slabs over steel reinforced beams supported by abutments Each abutment is reinforced by square steel concrete piles

over a canal of 7,5 m wide It is used for on land traffic and for small waterwway vehicles

Figure III-11: Bridge No 10-Son Tranh bridge

slabs over steel reinforced beams supported by abutments Each abutment is reinforced by square steel concrete piles

This bridge has a length of 20,5 m with 3 spans with dimensions being 2x3m + [8,5m] + 2x3m It is 1.5 m wide over a canal of 10 m wide It is only used for on land traffic, not for waterwway vehicles

Figure III-12: Bridge No 11- Quoc Truong bridge

Trang 30

over steel reinforced beams supported by abutments Each abutment is reinforced by square steel concrete piles

This bridge has a length of 20 m with 3 spans with dimensions of 6m + [8m] + 6m It is 1.5 m wide over a canal of 10 m wide It is only used for on land traffic, not for waterwway vehicles

Figure III-13: Bridge No.12- Ms Van bridge

This bridge has a length of 10.5 m with 3 spans with dimensions of 3m + [4,5m] + 3m It is 1.5 m wide over a canal of 9 m wide It is only used for on land traffic, not for waterwway vehicles

Trang 31

slabs over steel reinforced beams supported by abutments Each abutment is reinforced by square steel concrete piles

This bridge has a length of 21 m with 5 spans with dimensions of 2x3m + [9m] + 2x3m It is 1.5 m wide over a canal of 20 m wide It is mainly used for on land traffic and for small waterwway vehicles

Figure III-15: Bridge No 14- Vinh My bridge

This bridge has a length of 9 m with 3 spans with dimensions of 2.75m + [3.5m] + 2.75m It is 1.5 m wide over a canal of 8 m wide It is mainly used for on land traffic and for small waterwway vehicles

Figure III-16: Bridge No 15- Nam Nghi bridge

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reinforced beams supported by abutments Each abutment is reinforced by square steel concrete piles

over a canal of 15 m wide It is used for on land traffic and for small waterwway vehicles

Figure III-17: Bridge No 16- Hai Trai bridge

III.5 THE STATUS OF DRAINAGE CULVERTS AND DITCHES ALONG ROADS

In general, there has no drainage ditches along roads Water is drained over the surface into canals, river and into the field

Drainage culverts are of round steel reinforced concrete culverts temporarily erected The average diamter is D300-D500

III.6 COMMENTS AND EVALUATION ON THE CURRENT STATUS

below the standard for rural traffic roads There is no guaranteed safey for vehicles

either wooden or steel concrete The width is not enough, below the standard required for rural bridges

clearance is (1,5÷3,0) m

III.7 SCOPE OF REPLACEMENT BRIDGES

Trang 33

Table III.4: Details of demolished bridges and proposed bridges

Trang 37

Detailed scope and structure are shown in attached drawings

Trang 38

IV DESIGN SOLUTION

IV.1 WORKS GRADE

According to the standards for rural roads design 22TCN210-99, the grading of rural roads covers the following content:

pass by regularly or which play an important role in the district or commune Therefore, these roads require a high standard quality when designing When designing, the grade is equivalent to the grade

VI in standard TCVN-4054-85- auto road design (appendix 1), managed by the Ministry of Transport and Department of Transport Localities are encouraged to build high standard roads

the field (farming area) are divided intoo Type A and Type B as follows:

 Type A road is mainly used for the mid-size vehicles and the standard load for this road type is 6 tons

giới nhẹ )có tải trọng trục tiêu chuẩn để thiết kế là 2.5 T/trục tải trọng kiểm toán là 1T/trục bánh sắt

engines) The standard load for design is 2,5 tons and audited load is 1 ton

than 2,5m and the average width is (1,5 – 2,0) m

roads in a way that roads can be used immidiately after completion

width for dike surface and the surface of traffic roads must be within the standards of Vietnam nam rural roads

Conclusion of works grade:

 According to the rural standard 22 TCN 210-92, the traffic roads to be built belong to Type B

 All structures of new construction must be in full compliance with technical requirements for rural traffic roads

IV.2 TECHNICAL STANDARDS OF TRAFFIC ROADS

For traffic roads type B, general technical standards are idenfied as belows:

IV.2.1 GENERAL PARAMETERS

IV.2.2 DESIGNED LOAD

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IV.2.3 LEVEL OF ROAD SURFACE

water level Hp5% for a distance of >= 0,50m The level of road surface at the corridor 3 is identified as +2,00 m (Hon Dau)

 road surface is higher than the designed water level Hp5% for a distance of >= 0,50m The level of road surface at the corridor 3 is identified as +2,50 m (Hon Dau)

southern bank of Nguyen Van Tiep canal), the altitude of road surface is calculated at a higher level than the flood level and wave level The level of dike peak is identified based on the demand of the local people

In which: D: wind momentum, Take D=3km

W: Wind velocity: take W = 10 m/s;

: Angle of gradient  = 220

m h

L g

h k a

s

s s r

7684 , 0 cot

2

3



k r: roughness factor of grass covered slope with k r = (0,7-0,75): take k r = 0,75

m g

h K

7164 , 0 cot

2 , 3

2  



m n

g

h

0476 , 1 cot

565 , 0



Comparison is made amongst 3 solutions in consideration of the status of existing roads with reference with recent flood statistics and local people’s opinion They come to the conclusion that the level of wave

Table IV.1: The level of traffic roads on anti-flood dike peak inn the Southern bank of Nguyen Van

Trang 40

In which:

Lay district, Tien Giang province

district, Tien Giang province

Phuoc district, Tien Giang province

After making comparison between the level for dike peak according to wave run-up level calculation and the level of existing rural roads and reference is made with local authorities, the following table and conclusion about dike peak level is made

Table IV.2: comparisons and conclusions design top level combines public roads

Rural road section in the southern bank of Nguyen

van Tiep canal From Km56+500

to Km67+500

From Km67+500

to Km77+000

From Km77+000 to Km80+000

Conclusion : dike top level combined rural roads in the southern bank of Nguyen Van Tiep canal shall

be taken by calcualtion level of wave run-up

IV.2.4 CROSS SECTION OF FRONTAGE ROADS

Figure IV-2: Typical cross section of frontage roads

IV.2.5 ROAD PAVEMENT STRUCTURES FROM TOP DOWNWARD

 Concrete road surface, grade 200, thickness of 16cm

 Canvas or nilon

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