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| Saigon Bridge Cầu Sài Gòn | |
|---|---|
| Cầu Sài Gòn Cầu Sài Gòn | |
 | |
| Crosses Crosses | Saigon River Sông Sài Gòn |
| Locale Locale | Ho Chi Minh City Thành phố Hồ Chí Minh |
| Designer Thiết kế | Drake and Piper Johnson Drake và Piper Johnson |
| Material Chất liệu | concrete bê tông |
| Total length Tổng chiều dài | 1,010 metres (3,310 ft) 1.010 mét (3.310 ft) |
| Width Chiều rộng | 26 metres (85 ft) 26 mét (85 ft) |
| Opened Mở | June 28, 1961 Ngày 28 tháng 6 1961 |
| Coordinates Tọa độ | 10°47′56″N 106°43′38″E / 10.79889°N 106.72722°E Coordinates : 10°47′56″N 106°43′38″E / 10.79889°N 106.72722°E 10 ° 47'56 "N 106 ° 43'38" E / 10,79889 ° N 106,72722 ° E Tọa độ: 10 ° 47'56 "N 106 ° 43'38" E / 10,79889 ° N 106,72722 ° E |
Saigon Bridge is a bridge that crosses the Saigon River , connecting Binh Thanh District and District 2 , on Hanoi Highway . Cầu Sài Gòn là một cây cầu mà đi qua các sông Sài Gòn, nối quận Bình Thạnh và quận 2, trên Xa lộ Hà Nội. This bridge is one of the most important gateways for vehicles traveling from northern and central Vietnam to Ho Chi Minh City since it is the only bridge linking District 1 to the new downtown Thu Thiem New Urban Area in District 2. Cây cầu này là một trong những cửa ngõ quan trọng nhất cho xe du lịch từ miền Bắc và miền Trung Việt Nam đến TP Hồ Chí Minh vì nó là cây cầu duy nhất liên kết Quận 1 đến trung tâm thành phố mới Thủ Thiêm Khu đô thị mới ở Quận 2. In 2008, there will be more connections between these two districts by Thu Thiem Bridge , Saigon River Tunnel . Trong năm 2008, sẽ có thêm các kết nối giữa hai huyện của Cầu Thủ Thiêm, sông Sài Gòn, đường hầm. Saigon Bridge has four lanes for cars and two lanes for motorbikes, bicycles. Cầu Sài Gòn có bốn làn đường cho xe ô tô và hai làn đường cho xe máy, xe đạp.
 | This article does not cite any references or sources . Bài viết này không trích dẫn bất kỳ hoặc các nguồn tài liệu tham khảo. Please help improve this article by adding citations to reliable sources . Xin hãy giúp cải thiện bài viết này bằng cách trích dẫn đến nguồn đáng tin cậy. Unsourced material may be challenged and removed . (March 2007) Unsourced vật liệu có thể được thử thách và gỡ bỏ. (Tháng 3 năm 2007) |
 | This article about a specific bridge or group of bridges in Vietnam is a stub . Bài này về một cây cầu cụ thể hoặc một nhóm cầu tại Việt Nam là một bài. You can help Wikipedia by expanding it . Bạn có thể trợ giúp về cách mở rộng nó. |
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Saigon Bridge
Show Photo |
Show Photo |
Saigon Bridge is located near Dien Rien Phu Street; 0.2 kilometre away from Tran Nao Street; 0.3 kilometre away from Ung Van Kiem Street; 0.3 kilometre away from Ton Nguyen Huu Canh Street; 1.2 kilometre away from Ngo Tat To Street; Saigon Bridge is geographically located at latitude (10.7986 degrees) 10° 47' 54" North of the Equator and longitude (106.7274 degrees) 106° 43' 38" East of the Prime Meridian on the Map of Ho Chi Minh City.
The locations related to Saigon Bridge are represented by the nearest distances two points and may not be nearest by road. For example, Saigon Bridge is located 0.3 kilometre from Tan Cang Pier. Saigon Bridge is located 0.6 kilometre from Tan Cang Tourist Area. Saigon Bridge is located 0.7 kilometre from Saigon New Port. Saigon Bridge is located 1.3 kilometre from Man Thanh Bus Station. Saigon Bridge is located 1.3 kilometre from Van Thanh Park.
Sofitel Plaza Hotel 3.2km, Legend Hotel 3.3km, Orchid Hotel 3.4km, Spring Hotel 3.5km, Linh Hotel 3.5km, Bong Sen Hotel Annex 3.5km, Renaissance Riverside Hotel Saigon 3.5km, Thang Long Hotel 3.5km, are places to stay (hotel, service apartment, inn) located near Saigon Bridge.
Thi Nghe Market 2.2km, Miss Ao Dai Shop 3km, Phuong Nam Bookshop 3.2km, Ba Chieu Market 3.2km, Dong Phuong Shop 3.5km, Saigon Square 3.5km, Parkson Saigon 3.6km, Tiem Sach Bookshop 3.6km, are places to shop (shopping mall, shop houses) located near Saigon Bridge.
History Museum 2.7km, Military Museum 2.9km, Ton Duc Thang Museum 3.3km, Me Linh Square 3.5km, Ho Chi Minh City Museum 3.9km, Ho Chi Minh Museum 4km, Palace Fountain 4.2km, War Remnants Museum 4.3km, are places of interest (attraction) located near Saigon Bridge.
Mandarin Vietnamese Cuisine 3.1km, Quan Vuon Pho 3.4km, Q Bar 3.6km, Vietnam House Restaurant 3.7km, Ciao Cafe 3.7km, Saigon Lemongrass Restaurant 3.7km, Miss Saigon Seafood 3.9km, Blue Ginger Restaurant 4.3km, are eating places (food court, cafe, hawker food) located near Saigon Bridge.
Institute of Education Research 3.5km, Economic University 4km, Collage of Law 4.2km, Vietnamese Traditional Massage Institute 5.6km, Traditional Medicine Institute 6.2km, HCMC University 6.4km, HCMC Technical University 8.1km, Pharmacy Institute 8.7km, are places of learning (school, college, university) located near Saigon Bridge.
Van Thanh Park 1.3km, Saigon Zoo 2.6km, HCMC Botanic Park 2.6km, Lam Son Park 3.7km, HCMC City Park 3.8km, Le Van Tam Park 3.9km, Siagon Culture Park 4.7km, Twenty-Three September Park 4.7km, are parks, playgrounds, open fields or commons located near Saigon Bridge.
source
http://vn.pagenation.com/sgn/Saigon%20Bridge_106.7274_10.7986.map
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 The Saigon Bridge, built 48 years ago, is in serious need of upgrades though it continues to carry tens of thousands of four-wheel vehicles and hundreds of thousands of motorbikes a day. The bridge has shown signs of decay since the beginning of this year, the most serious of which was a large pot-hole on its surface observed October 1. Vehicles, however, continue to cross the bridge daily from the inner area of the city to districts 2, 9, and Thu Duc, as well as to the eastern, central and northern provinces. Authorities have struggled to manage traffic in the area and have failed to decrease vehicle density on the bridge. In addition, trucks and container trucks often find themselves stuck on the bridge at peak times, which has only worsened the condition of the structure, said Vu Tien Dat, deputy director of the The Urban Traffic Management Division No.2 and Freyssinet Co. have carried out an inspection of the bridge and announced plans to repair it next year. "We should repair it before it suffers more serious damage," said Vu Kien Thiet, director of the division. Traffic experts said another bridge should be built to ease the pressure on the structure. Nguyen Thanh Thai, general director of Phu My Bridge BOT JSC, which the city municipal committee entrusted to build the Saigon 2 Bridge, said construction was expected to start by the end of this year and would finish in the next two and a half years. The Phu My and Thu Thiem bridges were also built to take the burden off the Phu My Bridge BOT Co. said it would allow trucks to travel over the Phu My Bridge by the middle of next month after the Ky Ha 1 and Ky Ha 4 bridges were repaired. Currently, trucks are not allowed to pass over the bridge. Meanwhile, the Management Board of the East-West Highway and HCMC Water Environment Projects said it would finish the section which connects Thu Thiem Bridge and Luong Dinh Cua Street by April next year. Trucks could cross |
Source: Tuoi Tre Date: 10/12/2009 |
http://www.vpa.org.vn/detail_temp.jsp?page=8&id=1342&cate_id=22
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THE EVALUATION OF THE PROJECT FOR REPAIRING,
STRENGTHENING AND WIDENING OF SAIGON BRIDGE
Phung Manh TIEN
Dr.Eng.
The Sub Institute in the South
The Research Institute for Transportation
Science and Technology in Vietnam
84 Nguyen Thi Minh Khai str., F.6 Q.3
Hochiminh city, Vietnam
Fax: +84-8-8244 646
E-mail: manhtien@hcm.fpt.vn
Nguyen Van CHUONG
Eng.
The Sub Institute in the South
The Research Institute for Transportation
Science and Technology in Vietnam
84 Nguyen Thi Minh Khai str., F.6 Q.3
Hochiminh city, Vietnam
Fax: +84-8-8244 646
E-mail:
Pham Van HOANG
Eng.
The Sub Institute in the South
The Research Institute for Transportation
Science and Technology in Vietnam
84 Nguyen Thi Minh Khai str., F.6 Q.3
Hochiminh city, Vietnam
Fax: +84-8-8244 646
E-mail: pv-hng@hcm.vnn.vn
Abstract: The Saigon Bridge built in 1960, is one of the most important bridges in Ho Chi Minh
City. This bridge have been repaired, strengthened and widen by the application of the external
prestressing method. The main solutions of the project are repairing, filling and mending cracks or
broken parts in the main beams, for reinforcing the cross bracing by applying the external
prestressing method and creating continuity among 4 or 5 simple spans to make it one continuous
span. The external prestressing systems on the transversal direction also brings the effect by
strengthening the transversal stiffness of the span structure and binding the widened parts of the
transversal girders with the bridge framework surface into the existing main girders. The
strengthening, widening project of the Saigon bridge help solve the traffic hold ups at the northern
gate of the city at least for the coming five years.
Therefore, the aim of the article is to introduce the main ideas of the project for repairing,
strengthening and widening of the Saigon bridge. Except that, the technical and economical effect of
this project in the study case and two year after the completion are analyzed and evaluated in this
papers.
Key Words: The project evaluation, economical effect, technical effect.
1. GENERAL VIEW OF THE SAIGON BRIDGE RENOVATION
One of the most important bridges in Ho Chi Minh City is the Saigon Bridge. The repairing,
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strengthening and widening project of this bridge construction have been carried out from 1998 to
2000. The Sub Institute for Transportation Science and Technology in the South was in charge of
inspecting and supervising execution quality of this project. Therefore, some basic data of the
bridge construction, the technical situation, the analysis of the necessary need leading to the bridge
renovation, the main ideas in strengthening project of the Saigon bridge are described in this section.
1.1. Some basic technical data of the bridge
The Saigon bridge with the total length about 983.20 meters was built in 1960 and located at Km 2
+898 on Ha Noi Highway. The whole structure consists of 32 spans and are specifically described
as follows:
l There are 15 post prestressed concrete spans with the clearance of 24.549 + 13 x 24.703 +
24.538 = 370.226 meters on the Saigon side.
l The three main spans are made of steel with its reinforced concrete bridge deck having
clearances of 82.296 + 102.870 + 82.296 = 267.462 meters. The middle span is composed
of a suspended span of 61.722 meters and two console of 20.574 meters/each.
l On the 2nd District side, there are 14 leading spans made of post prestressed concrete with
clearances of 24.538 + 12 x 24.703 + 24.538 = 345.512 meters.
Its width is 16.05m for all kinds of vehicles to travel along and both footwalk of 2 x 1.79m are for
pedestrians. The total width of this bridge is 19.63m.
The cross section of the leading spans are composed of 21 post prestressed concrete main girders
with the T cross section , each of which is 24.703 meters long and 1.04 meters high and each flange
plate is 0.94 meters wide and the thickness is 0.15 meters bearing the concrete class 400. Each span
has 5 transversal girders placed on equal distances. The transversal girders together with the main
ones are prefabricated.
The steel span are composed of 3 main longitudinal steel beams with the height varying from 4.4323
to 6.6373 meters. The main longitudinal beams are linked with transversal bars and diagonal bars.
The transversal bars have the invariable height of 1.57 meters and placed on equal space of 6.858
(6.191 meters for the suspended span). Every beam is bracing with the solid parts.
The bearing structure of the bridge was made by metal and fixed by anchor bars at the pier cap.
There is one line of the fixing and the second of the moving bearing structure for every span of the
leading bridge.
The abutments were made by concrete with the classical method.
The piers were made by concrete.
In 1980, the bridge deck was added on it a reinforced concrete slab layer with an unchanging thick
layer from 0.05 to 0.127 meters.
1.2. Technical situation of the bridge before renovation
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Proceedings of the Eastern Asia Society for Transportation Studies, Vol.4, October, 2003
The various monitoring have realized from 20/09 to 20/10/1995 to check the geometrical
measurements and to identify the failure position. Their results have shown that many failures have
occurred on almost construction parts of the bridge object and the bridge objects have been
damaged and downgraded. The most common and dangerous damage was found on the bridge
object can be listed as bellows:
l Various cracks appear in the concrete area withstanding stretching and shearing cause by the
tensile and shearing stress over the limited strength allowable in material. The air humidity,
water and moisture in the coastal regions have been permeated through these cracks and
thus cause the reinforcement corrosion inside the concrete.
l Many concrete places were peel off or broken especially along the longitudinal joint line
between two main girders.
l Almost bearing constructions have been damaged by corrosion and not functionally.
l The expansion joints have been curved and damaged too.
l The transverse cables have been loosen or broken. For this reason, almost main girder was
inclined and not loaded at the same time.
The result for determination of the material properties of the main parts of the object have shown that
l The strength of the main/transverse girder and the bracing bars of the steel spans has a value
about 235 MPa.
l The strength of the almost concrete parts (as main girder, transverse girder …) of the leading
spans has a value about 35 MPa.
The load carrying capacity of the bridge have determined by the calculating according to the French
standards with the live load accordance with Vietnamese standards. The calculating results are
shown as bellows:
l For the leading bridge, the bending stress in the longitudinal direction at the below fiber of the
main girder due to the vehicle group H30 on the construction is not allowable. The bridge
concrete decks added to the construction in the year 1986 have affected to decrease the
load carrying capacity from the vehicle group H30 into H20. The needed value of the
bending stress in the transversal direction is 151 Ton while the real value is only 37 Ton.
l The main bridge can be used for the vehicle group H30.
l The load carrying capacity of the bridge must be limited for the vehicle group H20.
1.3 The main ideas for the renovation project
The analyze of the above mentioned points show that the bridge object needs to repair, strengthen
and widen in order to increase the load carrying capacity as well as assure the traffic on the bridge.
l The number of the heavy vehicles is more and more increase (According to statictical data,
increasing vehicles ratio is 8% per year).
l The Hanoi Highway is the only way at the northern side of the city.
l The load carrying of the bridge must be increased into group vehicle H30.
For that purpose, the FIC Company has designed the repairing, strengthening and widening project
for the Saigon bridge by applying the external prestressing method with the main content as:
l For repairing: The broken parts of concrete in the main beams are repaired, filled and
mended by the various epoxy as sikadur 752RT, Renderoc HB-40, Renderoc S, Nitobond
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Proceedings of the Eastern Asia Society for Transportation Studies, Vol.4, October, 2003
AR/Har, Cenbextra HF, Sikatop R seal 107 and Nitoprime ZincrichR . The steel bearing
structure have changed by new elastic ones. The new hand rail is made by steel. The new
anti-absorbent layer is designed with the Elastomer layer (5mm thick) or Invender. The
drainage system is new too. All steel parts is painted. Except that, the safety system, the
lighting system, the camera system and the bridge for controlling duties are designed.
l For strengthening: the cross bracing have reinforced by applying the external prestressing
method in both direction (longitudinal and transversal). The creating continuity among 4 or 5
simple spans to make it one continuous span by the external prestressing method on the
longitudinal direction. The arrangement scheme of the external prestressing cables applied for
the creating continuity among 4 simple spans is shown on the Fig.1. The intermediate
transversal girders are reinforced by one new reinforced concrete talon which acts as a
diverting anchoring system for the longitudinal prestressing. The external prestressing method
on the transversal direction is made from cable strands covered with grease and placed
outside the new reinforced concrete talon. Each transversal girder has 2 cables of 6T15 or
4T15 according to the positions of the transversal girders. The transversal girders are also
extended by using external prestressing steel bars of high tensile called the Maccaloy bars.
l For the widening: The bridge surface is designed to be widened on both upstream and
downstream side. Each side is widened 2,185 m by using Maccaloy bars f36mm to have
the transversal girders and bridge deck widened (see Fig.2). The clearance of the bridge is
widened from 19,63m to 24m. The steel spans are widened with transversal girders having
Fig.1. The arrangement scheme of external cables
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Proceedings of the Eastern Asia Society for Transportation Studies, Vol.4, October, 2003
the length 2,975m on each side, widened and cast with concrete for the connecting part for
3,75m on either side. Each transversal girder of the steel span is reinforced with 2 external
prestressing cables f15,7mm. The new parts for pedestrians was designed by the concrete
with the glazed terra-cotta corn.
After having upgraded and widened, the bridge will have load carrying capacity by allowing a
convoy of H30, XB – 80 trucks, live load distributed evenly to motorcycles and bicycles is
400kg/m2, live load on either pavement is 400Kg/m2.
2. THE TECHNICAL EFFECT OF THE RENOVATION PROJECT
For the evaluation of the repairing, strengthening and widening project of the Saigon bridge by the
applying of the external method, there are some strong points as mention bellows:
l The interrupt time for the traffic on and under bridge is limited to the minimum while carrying
out the repairing, strengthening and widening the bridges in the area having high density of
traffic by the application of the external prestressing method.
l The executive measures are often used to repair the cracks by filling them with Epoxy,
Sikadur… only acts as means of supporting them so as to prevent the cracks from being
widened and the reinforcements from being corroded. The external prestressing method also
plays an active role in compressing the cracks and increasing the bearing capacity for the
whole structure. This is the great advantage of the external prestressing method.
l In order to create continuity among the simple spans, increase the load carrying capacity of
the bridge and create continuity among the bridges having large spans the external
prestressing method applied on the longitudinal direction is used because of its tidy
technology. The continuity of about 4 or 5 simple spans will partly increase the bearing
capacity and reduce expansion joints which causes smoothness for transportation means to
travel along.
Fig.2. The widen Part of the bridge deck
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Proceedings of the Eastern Asia Society for Transportation Studies, Vol.4, October, 2003
l Thanks to this method, the bearing capacity of the bridge span alone and of the whole bridge
is intensified. The external prestressing systems on the transversal direction also brings the
effect by strengthening the transversal stiffness of the span structure and binding the widened
parts of the transversal girders with the bridge framework surface into the existing main
girders.
Besides, the new used materials (as high–tensile cables; maccalloy bars; anchor steel having high
tensile and proper stiffness; micro granulated concrete having high tensile, quick set and non–
shrinkage; the micro granulated cement concrete with the class 350MPa by cylindrical sample and
fine conbextra HF concrete with the class 350MPa by cylindrical sample) have many advantageous
points. The load testing results and the geometrical checking observation of the bridge object are the
reliable evidence for the evaluation of the technical effect of this project.
2.1 Some basic properties of the used new materials
For the concrete to form anchoring mass, concrete made of cement mortar and pumped concrete at
the joints among the spans for creating continuity among simple spans, the fine cement concrete with
the class 350MPa (cylindrical sample) and fine conbextra HF concrete with the class 350MPa
(cylindrical sample) are designed with the concrete mix as follows:
a) Micro granulated cement concrete bearing the class 350 MPa: all tested samples have reached
the strength over 350MPa. Cement, sand, gravel, water have met the required standards of
Vietnam, French standards NF with the concrete mix as follows:
- Chinfon cement from Hai Phong PC 40 504 Kg
- Sand from Hoa An, Dong Nai D = 0~2mm 619 Kg
- Sand from An Hoa, Dong Nai D = 1~3mm 360 Kg
- White gravel from Dong No, Binh Long, Binh Phuoc D = 4~7 mm 734Kg
- Water 151 liters
- Sikament Additive R4 6 liters
- Sikapump Additive 4 liters
- N/X Ratio 0,29
- Slump test 15 – 20cm
- Viscosity 19 – 22 sec
b) Micro granulated conbextra HF concrete bearing the class 350 MPa: all tested samples have
reached the strength from 350 MPa ~ 450 MPa. Cement, sand, gravel, water have met the
Vietnamese standards, the French Standard NF with the concrete mix as follows:
- Conbextra powder, HF 1235 Kg
- White gravel from Dong No, Binh Long, Binh Phuoc D =4-7mm 890 Kg
- Water 237 Liters
- Sikament Additive R4 6 liters.
- Sikapump additive 2,47 liters
- N/ conbextra Ratio 0,19
- Slump test 5-15 cm
- Viscosity 19 ~ 25 sec.
With these materials, the concrete structure with the 6 closed side, the construction with high density
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Proceedings of the Eastern Asia Society for Transportation Studies, Vol.4, October, 2003
of reinforcement, the joined slit smaller than 10mm … can be easily executed.
2.2 The load testing result
For the evaluation of the technical effect of the project, the load testing have carried out before and
after the completion of the project for repairing, strengthening and widening of the Saigon bridge.
The first load testing on the old bridge was carried out on 18/03/1989, the second one on
15/12/1989 after the strengthen by adding the concrete decks and the third load testing on
27/06/2000 after the completion of this renovation project. The load testing is arranged according to
the Vietnamese standards. The testing load consists of four vehicle type H20-S16-44 (about 32.60
Ton/vehicle). During the load testing, the stress in the longitudinal and transversal direction on the
deck bottom, the stress on the main girder bottom at the L/2 and L/4 location (l is the span length),
the stress on the transversal girder are measured. Except that, the displacement of all main girder at
the L/2 and L/4 location are observation. The period and the frequency of the structure are
acknowledged too. For the comparison, the results of three load testing for the main girder are
shown in the table 1 as below
Table 1. The load testing results
Load testing The first time The second time The third time
Stress at L/2 [kg/cm² ] 23.5 0.08
Stress at L/4 [kg/cm² ]
Displacement [mm] 16~17 10~11 6.32 ~ 6.72
2.3 The geometrical checking observation of the bridge object
The Ministry of Transportation have required the geometrical checking observation of the Saigon
bridge especially for the settlement of the piers ang abutment beacause that the Freyssinet
International et Compagnie (FIC) and the Europe Etudes Gecti have no the strengthen design for the
sub-structures. The geometrical checking observation will carry out during two year after completion
of this project. The duty will devided into four period. The observation will carry out depending to
the period as follow:
l The first period: before the bridge widening; it is from 1/10/1999 to 15/10/1999
l The second period: after the bridge widening; it is from 25/05/2000 to 30/05/2000
l The third period: one year after completion; it is from 20/07/2001 to 01/08/2001
l The fourth period: two year after completion; it is from 01/07/2002 to 01/08/2002
The aims of this observation are checking the vertical settlement of the sub structure by the
measurement of 66 points located on both side of the piers and abutments (up and down stream).
The measurement equipment is the Ni-002. For example, the results of the observation for the points
at downstream side are shown in the table No.2 for the aproaching bridge at the hochiminh city
direction (there are the abutment MD
A, the pier TD
1, …, pier TD
14).
No Points Period Settlement [mm]
(1) (2) (3) (4) (4)-(1)
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Proceedings of the Eastern Asia Society for Transportation Studies, Vol.4, October, 2003
1 MD
A 2.3782 2.2060 2.3203 2.3183
2 TD
1 2.2682 2.2614 2.2603 2.2585 -9.6
3 TD
2 2.6964 2.6901 2.6873 2.6860 -10.4
4 TD
3 3.1869 3.1820 3.1786 3.1758 -11.1
5 TD
4 3.8605 3.8571 3.8550 3.8514 -9.2
6 TD
5 4.5333 4.5299 4.5267 4.5257 -7.5
7 TD
6 5.3300 5.3263 5.3229 5.3204 -9.6
8 TD
7 6.0885 6.0834 6.0788 6.0749 -13.6
9 TD
8 6.7292 6.7219 6.7169 6.7138 -15.4
10 TD
9 7.4425 7.4348 7.4306 7.4270 -15.5
11 TD
10 8.2146 8.2106 8.2077 8.2051 -9.6
12 TD
11 8.9909 8.9852 8.9836 8.9832 -7.7
13 TD
12 9.7778 9.7785 9.7745 9.7725 -5.3
14 TD
13 10.5249 10.5232 10.5223 10.5184 -6.5
15 TD
14 11.2894 11.2889 11.2877 11.2845 -4.9
According to the analyzing of the results, we can say that the velocity of vertical settlements of almost
observed points is very similar. The disproportion between period No.4 and No.3 at almost
observed points is smaller than 3mm. It means that the affect of the elastic settlement due to regular
live load is approaching to Zero.
3. THE ECONOMICAL EFFECT OF THE RENOVATION PROJECT
Some effects can be seen immediately are guaratee continuous traffic during construction process
and solve regular traffic jam due to a large number of motobikes in the northern side of the city. By
comparising with the new construction bridge, it not only has the lower cost but also saves
investment funds.
Bridge’s
Name
Length
(m)
Width
(m)
Bridge Surface
Area (m2)
Cost
(USD)
Cost of 1 m2
Bridge Surface
Song Gianh 734,00 12,50 9181 18000000 1960
My Thuan 1553,00 21,80 33855 52000000 1530
Binh 1400,00 22,50 31500 70000000 2220
Sai Gon No.2 998,00 20,00 19960 40000000 2004
Phu Dong 930,00 15,00 13950 19920600 1428
Sai Gon
(a)Renovation
(b)New Const.
983,20
983,20
24,00
24,00
23597
23597
10960000
30016000
646,0
1272
Economically concern, this application help reducing the cost for about 400 USD/m2 in comparison
to building a new bridge and thus, save fund for other city constructions. Besides, technological
transfer can be done, and about 200 technical workers have been trained and many of our engineers
have been able to receive new hi–tech. Based upon the above, the application of the external
prestressing method in repairing, strengthening and widening the existing bridges will become more
and more popular in the future.
4. CONCLUSION
The project for repairing, strengthening and widening of the Saigon bridge have been executed from
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Proceedings of the Eastern Asia Society for Transportation Studies, Vol.4, October, 2003
1998 to 2002. This project does not only bring a great technical effect, but also economical effect at
less for the ten coming years. It is proven by the results of the load testing and the geometrical
checking observation carried out on the Saigon Bridge.
REFERENCES
a) Books and Books chapters
b) Journal papers
c) Papers presented to conferences
Phung Manh TIEN, Nguyen Van Chuong, Application of the external prestressing method in the
repair, strengthening and widening of the Saigon bridge, Proceedings of the EASTS Conference
2001 in Hanoi, Vietnam, 24-27, Oct 2001.
d) Other documents
Report for the strengthening and widening of the Saigon bridge, Freyssinet International Company,
1996
Document about the workshop on the design Technology, Freyssinet International Company,
June/1999
Report about the load testing of the Saigon Bridge, The Sub Institute for Transportation Science and
Technology in the South, 12/1989
Report about the load testing of the Saigon Bridge, The Sub Institute for Transportation Science and
Technology in the South, 07/2000
Report about the geometrical checking observation of the Saigon Bridge, Period No.1, The Sub
Institute for Transportation Science and Technology in the South, 12/1999
Report about the geometrical checking observation of the Saigon Bridge, Period No.2, The Sub
Institute for Transportation Science and Technology in the South, 05/2000
Report about the geometrical checking observation of the Saigon Bridge, Period No.3, The Sub
Institute for Transportation Science and Technology in the South, 08/2001
Report about the geometrical checking observation of the Saigon Bridge, Period No.4, The Sub
Institute for Transportation Science and Technology in the South, 08/2002
Document preparing for the workshop on technological Transfer of the Saigon Bridge, The Research
Institute for Transportation Science and Technology, 2002.
1540
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.4, October, 2003
source
http://www.easts.info/2003proceedings/papers/1532.pdf
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Saigon Bridge
From Wikipedia, the free encyclopedia
| Saigon Bridge | |
|---|---|
| Cầu Sài Gòn | |
 | |
| Crosses | Saigon River |
| Locale | Ho Chi Minh City |
| Designer | Drake and Piper Johnson |
| Material | concrete |
| Total length | 1,010 metres (3,310 ft) |
| Width | 26 metres (85 ft) |
| Opened | June 28, 1961 |
| Coordinates | 10°47′56″N 106°43′38″E |
http://en.wikipedia.org/wiki/Saigon_Bridge
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| CẦU SÀI GÒN KÊU CỨU! | |||||
| Tin đăng ngày: 13/10/2009 | |||||
| |||||
source
http://thongtinthoidai.vn/?url=detail&id=3165
SAIGON BRIDGE for help!
Information posted on: October 13, 2009
Saigon Bridge kêu save!
The functional agencies responsible for management Saigon voiced alarm severe degradation of this bridge.
- The functional agencies responsible for management Saigon voiced alarm severe degradation of this bridge. Saigon Bridge with nearly circular 50-year-old was really tired when on average each day to "burden" on the 41,000 cars weekly, even hundreds of thousands of weekly motorcycle back ...
Beginning in October, a leak appeared on the bridge Saigon (District 2 - Binh Thanh District, HCM City) for the start signal degradation. However, for Saigon continues his gong with the vehicle through the closed cau.Cau Saigon - Ho Chi Minh City to the east gate - always dense line of vehicles from the county in the inner city towards the District 2, St. 9, Thu Duc and put away the eastern provinces, Central, North and vice versa
.
According to leading management company works for City ferry, before the dense line car, the managers can not control for vehicles exceeding 25 tonnes of payload requirements and can not force the trucks to the each 30 m as defined in signage requirements. Not only that, the total outstanding loans at the traffic cholestasis, line trucks, container trucks from the TP ports are connected long tail on the bridge frequently occur. "This is what makes life more quickly reduce demand Saigon" - Mr. Vu Tien Dat, Deputy Director for Management of the City ferry, said.
Thus, as Dong Nai bridge, the functional bodies are powerless because they can not control the overloaded vehicles crossing the bridge Saigon.
Many problems
Saigon Bridge used 48 years
Saigon Bridge operates by Johnson, Drake and Piper survey design and was constructed from 1959 to May 4-1961 completed. 986.12 m long bridge consists of 29 concrete beam spans and three rhythm-tensioning steel beams, 19.6 meters wide bridge May 6-1998 launch the repair, upgrade and expand the sphere up to 24M four-lane automobile traffic in the middle lane and the two sides are two-wheeled, works completed on the 6000-2000 funding from 54 million francs French ODA.
According Corporation investment technical infrastructure Vietnam, now average nearly 41,000 per day for the weekly automotive Saigon, not to mention hundreds of thousands of motorcycles.
Saigon Bridge kêu save!, News - Events,
Serious congestion for Saigon.
As management company works for ferry TP, 2008 occurred three crash damage for Saigon. Which for the most serious occurred on 27-9-2008, 57L-2217 truck traffic under the labor demand and real estate appraisal and crash into the bridge girder 8 to bubble and peel error reinforced concrete and steel. Problems on the media had already repaired overcome.
From early 2009 to this incident happened in October for Saigon, where nine service for degradation by a car crash and fell head load signs mounted in the bridge. Status degradation for each consecutive month. 3-2009 in particular appear collapse pits on the way to 4m for the opening slot for elastic and is located in the 8th lane cars broken concrete and hard peel chicken appear along the slot. May 4-2009, also scaled the 8th slot with concrete bong.
7-2009 happen in two, a gap was first scaled in two lanes with two-wheeled bubble plastic concrete and 1 meter long service wing spans of steel girders along the side in the 30th fractured knee. May 8-2009 are two-lane concrete bridge in cars with plastic lines, cracked feet of birds. May 9-2009 sphere automobile lane direction of Binh Thanh District 2 appears in chickens and 10-10 appear on a leak error reinforced concrete and steel spheres with a diameter of 0.2 m on the lanes of cars From Q.2 appraisal.
Preventing early
From the bridge incident in Saigon, Vu Kien Thiet - Director of Park Management Urban Transport No. 2 - for 1-10 days for Saigon was a 20 x 20cm wide holes break the surface layer of concrete bridge , also around the holes in the layer of concrete was cracking a diameter of about 1m. Management units used for high-tech repairs in the shortest time to ensure a smooth traffic. Although it is damaged locally but needs repaired Saigon upgrade ten years ago has degraded.
Saigon Bridge kêu save!, News - Events,
Saigon Bridge collapse very high risk for just a small incident can cause long traffic jams. Picture: Saigon traffic on the bridge when the bridge repairs on 40-10
According to Park Manager 2 urban traffic, for Saigon degraded rapidly because the density of vehicles are subject to excessive traffic crossing the bridge, that's not including overloading of vehicles beyond the requirements can not control. After the bridge holes in Saigon, Area Managing urban traffic is No. 2 with Freyssinet Company - upgrades for each unit of Saigon - check "health" requirements. Simultaneously conduct up the proposal and recommended funding levels authorized early in 2010 to help maintain demand Saigon. "Need to prevent serious degradation of the Saigon bridge, instead of waiting for new fix damaged, then greater damage" - Vu Kien Thiet emphasized.
Wait for Saigon 2
Many experts believe that traffic to relieving traffic pressure on the need for early construction of Saigon for Saigon 2. Mr. Nguyen Thanh Thai - General Director of Phu My Bridge BOT Joint Stock units are assigned real estate loans for investment projects Saigon 2 - waiting for the authorities table meeting and signing contracts building BOT for Saigon 2. According to Mr. Thai, a very fast start-up late 2009 the construction of bridges and construction projects completed after two and a half years.
Obviously, if you wait another two and a half the coriander for the Saigon will remain under pressure to transport large. Meanwhile, the Phu My and Thu Thiem bridge was built more than 5,000 billion VND to share the load for Saigon not promote effective because "for information, road rules."
According Corporation BOT Phu My Bridge, scheduled between April 11-2009 will truck through Phu My Bridge after repairing a bridge Ky Ha Ky Ha and 4 are being tried to move the macro-demand. The project also managed Boulevard East - West and water for HCM City to be completed May 4-2010 Avenue East - West from the link with the Thu Thiem bridge's fall, then trucks crossing the bridge can Thiem
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By 24h
source
http://translate.google.com.vn/#
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