Final Report - Asian Development Bank

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Asian Development Bank TA7343 Ho Chi Minh City MRT Line 2 Project MVA Asia Ltd Final Report – November 2010 Figure 3.3 “Latest” HCMC MRT Master Plan Line 3B 3.4.6 One of the main reasons of the recommended Line 1 – Line 3A proposal in the Optimised Master Plan was to avoid having an MRT line terminating in the city centre. The Latest Master Plan replaces a terminating Line 1 with a terminating Line 3B, and thus defeats the objective. This is not considered desirable, but clearly needs further study. 3.4.7 The Line 3B (Dien Bien Phu) as proposed in the Optimised Master Plan was an integral and complimentary part of the Line 1 – Line 3A proposal. To do one without the other would result in a far less optimal network. 3-6
Asian Development Bank TA7343 Ho Chi Minh City MRT Line 2 Project MVA Asia Ltd Final Report – November 2010 3.4.8 Line 2 will have an interchange station with Line 3B – either at the “Latest” Line 3B location (Tao Dan), or at the “Optimised” Line 3B (Dien Bien Phu) location. For the purpose of the current FS, the interchange at Tao Dan is assumed. However, it has been noted that if the interchange were to be changed to Dien Bien Phu at a later stage, this would not have a major impact on the current Line 2 design. Line 4 – CBD and Ben Thanh 3.4.9 The alignment of Line 4 through the CBD as shown on the Approved and Latest Master Plans appears to conflict with recent and planned construction of major tall buildings in this area – notably the skyscraper currently under construction at the corner of Pasteur and Le Loi. However, MAUR has advised that solutions to this are being investigated. 3.4.10 The revised Line 4 alignment as proposed in the Optimised MRT Master Plan aimed to avoid the new buildings, and would not pass through Ben Thanh. It is considered that this issue requires considerable further study. The issue has very major implications on the design of Ben Thanh interchange station, and on the level of Line 2 at Ben Thanh. Line 5 / Monorail 3.4.11 It can be seen on the Latest and Approved Master Plan that there is a “missing link” on the MRT network between Line 5 and the Monorail in Thu Thiem. As noted, the optimized Master Plan proposed that this link is completed, also that the Monorail is changed to a full MRT Line. 3.4.12 This will have longer term implications for the future extension Line 2 to Thu Thiem, as the Optimised network proposal will provide much better integration of the MRT network, and accessibility for the future development planned at Thu Thiem. Further study is required. 3.5 Inter-Operability of MRT Lines 3.5.1 In this section, the term “inter-operability” between MRT lines refers to the ability to physically run trains from one line on the tracks and system of another. This may be advantageous for purposes such as shared depot and maintenance facilities – provided of course that connections are provided between the various lines to manoeuvre trains from one line to another. 3.5.2 For limited or small scale MRT networks it would generally be desirable for inter-operability between lines. For larger scale MRT networks such as that planned for HCMC, it is likely that each line will require its own depot facilities, and that physical connection between all lines may not be feasible. Most cities world-wide with extensive MRT networks tend to have more than one type of system, and full inter-operability between all lines is not a key issue. Examples of such cities in Asia include Tokyo, Singapore, Bangkok and Shanghai. Inter-Operability between HCMC Lines 1 and 2 3.5.3 In HCMC, MRT Line 1 is being financed with assistance from Japan. MRT characteristics are generally conforming to Japanese standards (Strasya), and rolling stock will be provided by Japanese manufacturers. Key features of the system include: Standard gauge (1,435mm) steel track Overhead catenary 1,500V power supply to trains 6-car trains 3.5.4 Line 2 on the other hand is being financed with assistance from Germany, who will supply the rolling stock. MRT characteristics are thus generally conforming to German standards. Key features of the system include: Standard gauge (1,435mm) steel track Third rail 750V power supply to trains 6-car trains with cars 3.2m wide x 22m long 3-7
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Final Report - Asian Development Bank

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