Proceedings of the Institution of
Civil Engineers
Bridge Engineering 163
December 2010 Issue BE4
Pages 203–211
doi: 10.1680/bren.2010.4.203
Paper 900025
Received 28/04/2009
Accepted 20/08/2010 Sameer Z. Khan
Principal Engineer, Tony
Keywords:
Gee,
bridges/cables & tendons/concrete
Birmingham, UK
structures
Design audit of the Phu My cable-stayed bridge, Vietnam
S. Z. Khan MSc, CEng, MICE
Details of selected analyses and design checks conducted
in connection with the design audit of Phu My cable-
stayed bridge in Vietnam are presented. The project is
briefly introduced with regard to the contractual set up
and the principal design standards. Techniques used for
the analyses are discussed with reference to the provi-
sions of the governing design standards. Details of the
advanced finite-element analyses conducted in order to
facilitate the design checks of the permanent works under
temporary as well as in-service conditions are then
presented. It is shown how the scope of the analyses was
integrated to interface non-linear staged construction
analysis, incorporating time-dependent effects, with the
analysis for extreme load events under US design codes.
Details are provided in particular for staged construction
analysis, ship impact analysis, dynamic response spectrum
analysis and cable stay fracture analysis. In addition, cable
stay fatigue, cable stay replacement and vehicular live
load effects are also discussed. A brief description of wind
analysis, particularly with regard to construction stage
wind buffeting, is also presented together with the
considerations taken on board for other environmental
factors such as temperature and humidity. The impor-
tance of appropriate engineering experience in the
management and validation of large analytical models is
also discussed before presenting selective elements of the
structural design checks. The paper is concluded with
some thoughts on the role of advanced analyses in
prospectively investigating the long-term sustainability of
the structure through its life cycle.
1. INTRODUCTION
Phu My Bridge is a major fixed link crossing over the river Sai
Gon in Ho Chi Minh City (HCMC), Vietnam. The structure
comprises an all-concrete cable-stayed bridge flanked on either
side by approach viaducts linking District 2 (D2) and District
7 (D7) of HCMC. The main cable-stayed bridge is a 705 m long
structure with a signature span of 380 m. The length of the
approach viaduct on the D2 side is approximately 638 m and on
the D7 side approximately 758 m. The bridge owner is the
government of the Socialist Republic of Vietnam through the
People’s Committee of HCMC. The project is financed through a
privately funded design-and-build build-operate-transfer con-
tract and is valued at approximately US$105 million. The
investment owner is the Phu My Bridge Corporation (PMBC).
Bridge Engineering 163 Issue BE4 Design audit of the Phu My cable-stayed bridge, Vietnam
The main contractor for the project is the BBBH consortium, a
joint venture between Bilfinger Berger, Germany and
Baulderstone Hornibrook, Australia. BBBH is also responsible
for the design of the bridge through their design consultants:
Arcadis, France, for the cable-stayed structure and Cardno,
Australia, for the viaduct spans. Erection engineering for the
cable-stayed bridge is provided by Leonhardt Andra und
Partner, Germany, in association with Cardno. Independent
checking was carried out by Tony Gee (TG), UK.
2. KEY REMIT
The involvement of TG was spread over two phases through the
course of the project. In the first phase TG were commissioned by
PMBC to carry out a technical design investigation consultancy which
was a technical design audit of the contractor’s design proposals for
the cable-stayed structure and the viaducts. In the second phase TG
carried out an independent category III check of the detail design.
The scope of TG’s services under the first phase contract was
spread over a broad spectrum of design checks, overviews
and technical audit of the contractor’s erection engineering
and permanent works design proposals in the pre-financial
closure stage. These included detailed analytical and design
checks on the permanent works under temporary as well as
in-service conditions. Under the terms of the contract the
design checks were carried out to American Association of
State Highway and Transportation Officials (AASHTO) Load
and Resistance Factor Design (LRFD) Bridge Construction
Specifications (AASHTO, 2004), the Vietnamese Design
Standard (VDS, 2001) and Post-tensioning Institute Guide
Specifications for Stay Cables (PTI, 2002). In addition a
number of supplementary standards were specified (CEB-FIP
Model Code (CEB-FIP, 1990), AASHTO Guide Specification
and Commentary (AASHTO, 1991); Fascicule 62 (1993); CIP
(2001)). This paper deals largely with the first phase of TG’s
involvement relating to the main cable-stayed bridge.
3. STRUCTURAL LAYOUT AND ARRANGEMENT
The cable-stayed bridge structure (Figures 1(a) and 1(b)) is
briefly described here.
(a) Cable-stayed bridge deck, 27?5 m wide with span arrange-
ments of 162?5 + 380?0 + 162?5 m. Approach viaducts
comprise a precast post-tensioned beam deck on a
reinforced concrete (RC) substructure.
(b) Open Pi-section RC deck of̀ variable depth (2?001 to
Khan 203
 District 7 District 2

East tie-down
West tie-down

pier
Tower 7

Tower 2
pier
162500 190000 190000 162500
Stay 7118
Stay 7218
5200 5200

Post Stay 7201 Stay 7101

tensioned

'H' shaped
1800 dia. pylon
2100 dia.
piles
piles

Elevation
(a)

27 500

13 750 13 750

Cable stay
8085 8085
2400

2.5% 3% 3% 2.5%
Fall Fall Fall Fall
2415

2350
1950

Main edge-beam

1540
Precast anchor pads Transverse beam

Typical deck section

(b)

Figure 1. (a) Bridge elevation; (b) cross-section (dimensions in mm)

2?350 m) comprising two cast in situ main edge girders is
typically supported by cable stays at every 10?0 m and is
additionally post-tensioned in the mid-span region of the
deck.
(c) Precast RC transverse T-beams (subsequently post-tensioned
after installation on the deck) span between the main edge
girders and support a 250 mm RC deck slab at 5?0 m
centres.
(d) H-shaped RC 140 m high pylons comprise twin-draped legs
supporting two vertical planes of cable stays. High-level
and low-level cross beams of the pylons are post-
tensioned. Pylon shafts and cross beams are generally of
hollow box shape configuration with variable wall
thicknesses. Wall thicknesses are locally increased at
critical sections.
(e) Tie-down piers comprise solid vertically post-tensioned
concrete shafts 1?8 m 6 5?0 m integrally connected to the
deck. The deck above the tie-down piers is of solid concrete
construction and post-tensioned in both directions.
(f) A total of 144 cable stays are arranged in a semi-harp
configuration. Stay cables are suspended from the pylons in
two vertical planes and are anchored into precast anchor
pods interfaced with the main edge girders. Stays comprise
15 mm, seven-wire high-strength individually protected
strands. Stay anchorages are fitted with internal hydraulic
damping devices. High-density polyethylene (HDPE) ducts
are provided with a double-ribbed exterior. This is
considered advantageous for suppressing rain–wind
vibrations.
(g) The main pylons are founded on 2 6 14 no. deep bored RC
piles of 2?1 m diameter each. Tie-down piers are founded on
4 no. RC piles of 1?8 m diameter each.
4. FINITE-ELEMENT MODELLING AND
INTEGRATED ANALYSES
A global three-dimensional finite-element (FE) model (Figure 2)
comprising representative beam and cable elements was
developed in high-end proprietary software to derive the staged
build up of stresses in the structure through the course of its
construction. An integrated approach was adopted for analyses
so that the parent model was used, with suitable modifications,
for a broad range of further linear as well as non-linear static
and dynamic analyses (BDE, 2008).
For a small range of analytical investigations simpler computer
models were also developed. At the same time, representative
models were developed in other proprietary software in order to
carry out appropriate validation.

204 Bridge Engineering 163 Issue BE4 Design audit of the Phu My cable-stayed bridge, Vietnam Khan
 Variable cross-section pylons
High-level cross-beam
Cable stays
Bearings
Transmission devices
Buffers
6 × 6 stiffness matrices
Integral connection
z
Figure 2. Finite-element model
5. MANAGEMENT AND VALIDATION PROCEDURES
The schedule of design checks was closely integrated with the
contractor’s overall programme and work was undertaken on a
stringent timeline. In this regard the efficient management of
the overall checking process, involving the use of international
codes and standards as well as various types of models and
proprietary software, was seen as an essential element of
successful project delivery (Khan, 1999).
A process of verification and validation was followed as part of
a quality management system that provided experienced
engineering oversight and review at all stages of work. In this
regard, a correct understanding of the end requirements was
developed in advance. A record of the type of analysis, solution
control, boundary conditions, and load application was main-
tained. Analytical assumptions, including those for structural
idealisation, material model definition, age and boundary
constraints, were subjected to sensitivity analysis.
Key aspects of some of the analyses in connection with the
design checks are now presented in the following sections. These
include analyses related to the three extreme event limit states
under AASHTO relevant to the project; namely earthquake, ship
impact and cable fracture.
6. STAGED CONSTRUCTION ANALYSIS
Cable-stayed bridges involve very slender structural elements
undergoing complex geometric transitions through temporary
and permanent means to achieve the final geometric config-
uration and force distribution. It was thus important to
understand and represent appropriately the following key
factors, each with regard to time, in the non-linear staged
construction analysis (SCA) computer model.
(a) Boundary constraints: apart from permanent supports, these
are an ever-changing scenario in this type of construction
and vary with almost each stage. In the given case these
involved the detailed sequence of installation and
Bridge Engineering 163 Issue BE4 Design audit of the Phu My cable-stayed bridge, Vietnam
Main edge beams
Transverse beams
de-installation of various temporary works including
trestles, bearings, wind buffeting cables and tie-down
arrangements at appropriate stages.
(b) External forces: these forces resulted from the sequential
application and release of jacking and/or pulling forces
applied at various stages to the main pylons and the deck
through the course of construction. These also included the
forces caused by the operation of the form travellers.
(c) Internal material models: material models were defined
within the software to look at time-dependent effects such
as creep, shrinkage and relaxation. For the in situ and
precast elements, concrete strength gain curves and other
material data were defined. Some of this input was based
upon specific test data. For the post-tensioned and cable
stay elements the steel relaxation curves provided by the
manufacturers were incorporated in the input. Time-
dependent effects were defined to the provisions of the CEB-
FIP-1990 Code (CEB-FIP, 1990).
(d) External environmental factors: these included temperature
and relative humidity effects. Temperature effects included
a global uniform temperature variation as well as a
temperature differential of 10 ˚C between the concrete deck
and the cable stays. Relative humidity was taken as an
average of 85% in consideration of local conditions. Static
and gust wind effects were also investigated.
6.1. Modelling the construction sequence
The key objective of the SCA was to model closely the evolving
geometry, force distribution and stiffness of the structure with
reference to the applied loading and time. The scope of the
analysis was spread from day 1 of construction up to day 50 000
in the in-service state. The key features of the SCA (Figures 3(a)
to 3(h)) were based upon the contractor’s proposed programme
and were modelled in the following manner.
(a) Construction begins on the D7 side main pylon. After
constructing the piles and lower part of the pylon, the table
segments are cast on a temporary suspended platform.
Khan 205
 Start of construction activities on D7 side D7 pylon construction continued D7 form travellers installed for span segment
construction
D7 foundations constructed and construction Table span segments erected on
of pylon shafts in progress suspended falsework
D2 pylon
progressing

D7 tie-down pier
A1 D2 foundations and A2 supported by temporary A3 Wind buffetting cables
pilecap constructed works installed and preloaded

(a) (b) (c)

D7 tempoary tie-down arrangement installed, D7 half completed and stitched Span construction progressing
x-cables preloaded with tie-down pier towards midspan closure on
D2 side

D2 pylon progressing

A4 A5 Deck construction sequence A6

repeated on D2 side using
same form travellers

(d) (e) (f)

Temporary works removed, Span closure achieved,

span closure near-ready middle span
post-tensioning installed

A7 A8
Deck lowered on permanent
bearings, surfacing and
barriers installed

(g) (h)

Figure 3. (a) Commencement of construction at D7; (b) table-span segment erection; (c) span segment erection and installation of
wind buffeting cables; (d) temporary tie-down arrangement installed; (e) D7 half completed, table-span segment erection progressing
at D2; (f) D2 span erection progressing; (g) temporary works removed, span closure near-ready; (h) span closure achieved, PT
installed in middle span

(b) Once the pylons are constructed up to a certain level above
the high-level cross beam, the span segment erection is
started on the D7 side using the free cantilever method with a
maximum of one out-of-balance segment at a time using
form travellers. The deck is supported on temporary bearings.
(c) Only one set of form travellers is used for span construction.
Thus, the D7 half of the span is constructed first, after this
the same form travellers are transported to the D2 side for
span construction. A 6 month time lag between the age of
the last D7 segment and that of the last D2 segment at the
time of the mid-span closure was modelled.
Each key construction activity was defined as a ‘stage’ in the
analysis, for example, construction of segment ‘n’ in the main
span. Each stage was then subdivided into an appropriate
number of sub-stages, for example:
(a) movement of form travellers
(b) casting of main edge-girder segments (in situ)
(c) installation of cross-girders (precast) and post-tensioning
(d) casting of in situ deck slab
(e) stressing of stay cables
(f) transfer of stay force from form traveller to concrete.
Force, stiffness and material properties for each stage were also
defined. Temporary supports installed and removed during the
construction process were sequentially incorporated in the
analysis. These included the falsework under initial table span
construction and the wind buffeting cables with appropriate pre-
loads. Temporary works elements were assigned appropriate
unidirectional stiffness such as ‘tension only’ for the wind
buffeting cables and ‘compression only’ for the vertical staging
under the initial deck table spans. The effects of post-tensioning in

206 Bridge Engineering 163 Issue BE4 Design audit of the Phu My cable-stayed bridge, Vietnam Khan
the pylons, T-beams, tie-down piers and the adjoining solid slab
deck were also incorporated in the analysis. Finally, the lowering of
the deck onto its permanent bearings after main span closure and
the post-tensioning in the mid-span region were modelled.
6.2. Post-tensioning forces in cable stays
One of the key elements that influences SCA is the calculation of
the correct post-tensioning force introduced in each stay cable,
at the appropriate stage, to achieve the final geometry and stress
distribution. Stay post-tensioning forces were not provided by
the contractor in the first phase of work and only upper-bound
and lower-bound ranges were indicated. These forces were thus
calculated through an independent analysis. Some of the key
considerations that governed the analysis for determining these
forces included the following items.
(a) The residual post-tensioning force in a given cable stay was
sensitive to the geometry and overall context of the
structure at that stage.
(b) For some of the first cables, introducing the full force in one
go was not practicable due to stability and bearing lift-up
considerations.
(c) Owing to individual strand stressing, all the strands in a
cable stay may not be stressed in one go.
(d) Each cable stay may require re-visiting. Final stressing of
most cable stays may be required under final permanent
loads and prior to opening the bridge to traffic.
There are two commonly accepted methods for determining the
required post-tensioning forces in the cable stays, namely the
forward analysis and the backward analysis. Both methods
derive most of their basic rationale from a unit load type
analysis in order to determine the residual force in each cable
stay in the overall system. Some of the considerations that
resulted in adopting the forward analysis method are listed here.
(a) This was an all-concrete structure and time-dependent
effects were anticipated to be considerable.
(b) There was a large disparity in the respective ages of the two
halves of the deck at the time of mid-span closure.
(c) There were several key stages in the construction where
z z
(a)
Figure 4. (a) Fundamental eigenmode 0?265 Hz; (b) first torsional eigenmode 0?422 Hz
Bridge Engineering 163 Issue BE4 Design audit of the Phu My cable-stayed bridge, Vietnam
various factors, such as the installation and removal of
temporary supports and the application and relieving of
external forces, played a significant role in arriving at the
desired geometry and stress distribution for that stage.
All of the above factors could not be practically accommodated
in a backward analysis as it is not practicable in such an analysis
to go in the reverse direction of time. It was equally important in
the analysis to focus also on the staged deflections and the
overall geometry of the structure and not just the forces.
The build-up of the stresses following from the construction
process was analysed and effects from the permanent loads were
considered to be locked-in. Results from this analysis were then
integrated with the other analyses undertaken subsequently.
7. DYNAMIC SEISMIC ANALYSIS
A multi-modal dynamic response spectrum analysis (RSA) was
carried out to derive seismic effects in the structure using the
global three-dimensional model. Cable-stayed bridges are
inherently flexible structures and are characterised by closely
spaced frequencies of vibration. In this regard it is important to
appreciate the factors that influence the outcome of the dynamic
analysis and appropriately represent them in the FE model
(Khan, 1994). The FE analysis for dynamic seismic effects
focused on the following items.
(a) Appropriate representation of material and structural
character of the structure, including appropriate modelling
of structural connections, restraints, boundary conditions
and soil–structure interaction.
(b) Appropriate representation and distribution of the mass of
the structure, including torsional mass.
(c) Eigenmode analysis (Figures 4(a) and 4(b)). The first 100
modes of vibration were extracted in the frequency range of
0?265 to 4?450 Hz.
(d) Account was taken of the special transmission devices and
buffers proposed at the deck–pylon connections. This
information was later also used for construction stage wind
buffeting analysis at the time the Category-III check was
carried out.
(b)
Khan 207
 (e) Multi-modal dynamic RSA in the two mutually orthogonal
principal axes of the structure.
(f) Combination of the seismic forces from the RSA to the
provisions of AASHTO.
The AASHTO requirements focus on site-specific effects. For
structures in the USA this approach is based upon a postal-code-
specific approach. In this case the structure was located in the
Nha Be district. Site-specific seismic parameters were deter-
mined for this structure by the Laboratory of Seismic Research,
Institute of Geophysics Vietnam and were presented in a detailed
report. The report regarded the structure as being located in a
moderate seismic zone. The following key parameters were
considered.
(a) Site coefficient S 5 1?50.
(b) Peak ground acceleration 5 90 cm/s2.
(c) Soil profile-III (according to 22-TCN-272-01 (VDS, 2001)).
The forces obtained from the seismic analysis were modified
using appropriate response modification factors in accordance
with the codes.
The complete quadratic combination method was used for
modal superposition. The seismic input was considered in the
two principal horizontal directions of the structure, namely the
longitudinal and transverse directions. No vertical component of
the seismic input was considered. The spectral input was
considered in one principal direction at a time only; that is, the
longitudinal earthquake and the transverse earthquake were
treated as two separate but interlinked sets of analyses. The
results obtained from the two analyses were then combined in
accordance with the codes in order to derive the extreme event
forces in each principal direction. Absolute values of the seismic
forces were considered in a manner that was intended to
produce the most onerous effect on the structure.
8. SHIP IMPACT
Because of its location over a navigable waterway, the bridge
was also checked for its ability to resist ship impact. The process
involved the determination of the appropriate traffic intensity in
terms of the number as well as the size of the shipping traffic. At
the same time an independent verification of the design impact
loads proposed by the contractor was carried out.
The key criterion for ship impact was for each main pylon to be
designed to resist a 30 MN impact perpendicular to the bridge
axis. Each pylon was also required to resist a 15 MN impact
parallel to the bridge axis. Both the impact requirements were
treated as separate and independent extreme events. The vessel
frequencies and speeds relating to the ship impact scenario were
derived from data provided by the HCMC Ports Authority.
The analysis involved pseudo-dynamic considerations of the
hull collapse and load application in accordance with the
provisions of the AASHTO Guide Specifications (AASHTO,
1991).
For member capacity checks involving local collision forces, the
design impact forces were considered as vertical line loads
accounting for the raking effects of the bow of the ship. The
208 Bridge Engineering 163 Issue BE4 Design audit of the Phu My cable-stayed bridge, Vietnam
design forces for parallel impact and transverse impact were not
applied simultaneously.
The forces associated with the impact of the hull with a rigid
body are a function of the dead weight tonnage and the ship
impact velocity. The ship collision energy is a function of vessel
displacement, the vessel velocity and the associated hydro-
dynamic mass. The last-mentioned factor accounts for the mass
of water surrounding and moving with the vessel and hence
contributing to the increase in the overall force associated with
the impact. Once both these parameters were determined, they
were translated to compute the depth of the ship’s bow crushed
during the impact and compared with accepted values. Ship
impact was also investigated for the collision of the ship’s bow
on the superstructure.
Consideration was also given to conducting a more rigorous
transient dynamic analysis but this course was not progressed
due to lack of specific data on the duration of vessel impact and
the dynamic mechanism of the elasto-plastic collapse of the
vessel’s hull. AASHTO specifications require such an analysis to
be based upon accepted impact force/damage length relation-
ships to be established from actual model testing which was not
included in the scope of the project.
9. CABLE FRACTURE
Cable fracture in cable-stayed bridges is a critical loading
scenario and can significantly influence the design of the deck
and the pylon. Cable fracture may be caused by a sudden event
such as a traffic accident or an act of terrorism involving
explosives. On the other hand, this can be a slow and more
drawn out process involving, initially, the gradual and
incremental failure of some of the strands that eventually leads
to a point where the remaining strands in the cable become
overstressed and break suddenly.
In either case the resulting loss of cable leads to a reduction in
the stiffness of the cable-stayed system. In this regard the deck is
considered to be particularly vulnerable because the loss of a
cable results in a loss of compression in the deck. At the same
time, in decks with twin cable planes, such as the one under
consideration, cable loss along one plane introduces a load
eccentricity in the deck. Both factors, combined with large
deflections and onerous live load placement, are potential
sources of buckling instability.
The PTI Guide Specifications (PTI, 2002) require all cable-stayed
bridges to be designed for a redundancy of any one cable to
guard against progressive collapse of the entire structure. The
specifications do not appear to differentiate between the gradual
cable failure scenario and the sudden failure scenario. Cable
failure is only considered as an abrupt event and is represented
by a dynamic force resulting from the ‘sudden fracture’ of the
given cable. The specifications prescribe two broad methods of
analysis. The first one is a simple static approach involving the
structure with any one cable removed and under the action of
permanent and live-factored loads. The dynamic force is applied
as an equivalent static force in the correct orientation. The
second method involves a dynamic consideration of the force
but little guidance is provided by the PTI document on how
actually to conduct the dynamic analysis.
Khan
Specific design criteria for Phu My Bridge required the scenario 10. CABLE REPLACEMENT
to be investigated on the basis of a ‘strand-by-strand’ fracture Cable replacement was considered as a controlled event in
caused by the corrosion of individually protected strands. After which two lanes nearest to the plane of stays in which
considering a number of options, a dynamic non-linear push- replacement was being undertaken were considered closed to
over fracture analysis was conducted in which the dynamic traffic and no vehicular live load was applied in them. For the
force derived through the PTI document was applied in purposes of design checks, selected cables were considered
incremental time steps to replicate a strand-by-strand fracture. under the cable change load scenario, including the longest
The deformation and stress history of the structure were cable in the approach span as well as the longest cable in the
investigated through the course of the failure period. Based main span. This event was considered as a strength limit state
upon the findings of this analysis, specific recommendations only. The key objective of this check was to satisfy the client
with regard to the long-term health monitoring and sustain- that any such future scenario could be undertaken under
ability of the cable-stay system were made in order that any sustainable conditions involving limited traffic disruption and
corrosion-related strand fracture was detected at an early stage without the need for full closures.
and appropriate action undertaken. It was noted that in such a
future event, individually stressed strands provided a distinct 11. CABLE STAY FATIGUE
advantage in that the individual damaged strands could be Checks for fatigue stresses (Figures 5(a) and 5(b)) in cable stays
removed and replaced without the need for a complete cable were undertaken in accordance with the PTI Guide Specification
replacement. (PTI, 2002). The fatigue vehicle was considered in accordance

100 Back-span cable stays

90

80
% of constant amplitude fatigue threshold

70
(reference: PTI specification)

60

50

40

30

20

10

0
7101

7102

7103

7104

7105

7106

7107

7108

7109

7110

7112

7113

7114

7115

7116

7117

7118
7111

Cable stay no.

(a)

100 Main-span cable stays

90
% of constant amplitude fatigue threshold

80
(reference: PTI specification)

70

60

50

40

30

20

10

0
7201

7202

7203

7204

7205

7206

7207

7208

7209

7210

7212

7213

7214

7215

7216

7217

7218
7211

Cable stay no.

(b)

Figure 5. (a) Fatigue in back span cables; (b) fatigue in main span cables

Bridge Engineering 163 Issue BE4 Design audit of the Phu My cable-stayed bridge, Vietnam Khan 209
 Figure 6. The bridge during construction

with AASHTO (2004) and the ADTT was taken as 20 000 VPD
and factored in accordance with the provisions for rural
interstate. The constant amplitude fatigue threshold was taken
as 110 MPa and was appropriately factored.
12. AERODYNAMIC ANALYSIS
Wind tunnel testing was specified as a part of the contract to
provide the following key information.
(a) Coefficients for drag, lift and twist.
(b) Force and pressure distribution across the deck for various
angles of wind attack.
(c) Angles of attack up to +/2 10 ˚ from the horizontal
investigated.
(d) Damping coefficients for the deck.
(e) Critical wind velocities for the onset of deck flutter.
(f) Critical deck displacements under vortex shedding.
Numerical design checks undertaken with regard to the
dynamic wind response of the deck suggested that the
amplitude of movements under vortex shedding was of a
low order and was not likely to be critical. The prospect
of rain–wind vibrations in the cable stays was also
investigated.

Figure 7. Deck erection in progress Figure 8. The bridge at span closure

210 Bridge Engineering 163 Issue BE4 Design audit of the Phu My cable-stayed bridge, Vietnam Khan
The frequency separation ratio derived from eigenmode analysis
was found to be 1?6, which indicated a favourable response
against coupled flutter. The critical wind velocity for the onset
of dynamic flutter in the bridge deck under horizontal wind
attack was estimated to be higher than the maximum wind
velocity expected for the site. During the course of the
subsequent category III design check on the structure a more
detailed wind buffeting analysis was also undertaken using the
pseudo-static approach.
13. LIVE LOAD
Critical live load effects in the superstructure were derived in
accordance with AASHTO (2004). The following procedure was
generally followed in order to derive the most onerous loading.
(a) Multiple lane moving load analysis to determine the most
onerous positioning of the HL-93 trucks.
(b) Development of envelopes of moving loads for various
elements.
(c) Four-lane and six-lane truck arrangements considered in
conjunction with lane loading, pedestrian live load and
motorcycle loading as appropriate.
(d) The two-truck arrangement considered in each lane to derive
the critical hogging moments over the bearing supports.
Information derived from the above was used as a basis for
conducting the design checks under various service, strength
and extreme event situations.
14. DESIGN CHECKS
Design checks were undertaken on the permanent works based
principally upon the provisions of AASHTO. Load combinations
were derived for strength, service and extreme event limit states,
accounting for the importance classification of the structure.
Spreadsheets were set up to generate the load combinations for the
various limit states and member capacity checks were carried out
using proprietary software. These checks included an account for a
range of possibilities for the interaction between flexural, shear and
axial effects, including post-tensioning where appropriate.
Checks were also conducted on the reinforcement detailing,
particularly at the connections, to ensure compliance with the
seismic provisions of the AASHTO code. Particular checks were
carried out on the confinement requirements for the concrete
core at connections and junctions. It was also checked that
adequate shear transfer and bearing was provided in the main
bars against localised buckling under seismic conditions.
15. CONCLUSIONS
The design audit took into account a range of factors related to
the structural behaviour and also to the durability and
sustainability aspects of the structure. The staged build-up of
stresses in the structure was derived taking into consideration
time-dependent material effects such as creep, shrinkage and
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Bridge Engineering 163 Issue BE4 Design audit of the Phu My cable-stayed bridge, Vietnam
relaxation. Effects from environmental factors such as tem-
perature, humidity, wind and water forces were investigated.
The survivability of the structure against collapse caused by
extreme events such as earthquake, cable fracture and aberrant
ship vessel impact was also studied. The prospect of cable
replacement under sustainable operational conditions was also
investigated.
An integrated approach, largely facilitated by the use of suitable
high-end engineering software, was adopted for the design audit
process. This allowed aspects of the structure related to the
design to be linked with those related to the construction process
as well as to material behaviour and sustainability through the
course of its life cycle.
The construction of the bridge (Figures 6–8) followed an
optimised completion target of 30 months (Hubert, 2009) and
was successfully inaugurated in September 2009 to coincide
with the national day of Vietnam.
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