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 Table 4.1 Indicative Costs for potential CTF / Sustainable Transport Projects Project Details Indicative Cost $US million Bus Restructuring and Reform for HCMC Bus Feeder Services for Line 2 • Bus route planning for before and after the MRT • Support to PC to facilitate changes to the management and operation of the bus network • Implementation of bus priority measures • Introduction of fuel Efficient buses • Fuel efficient buses (100) • Bus stop infrastructure (20 bus stops) • Route planning 4-13 • 1 – 2 million for city wide study • 20 – 50 million for implementation (of bus priority measures, technology and buses) Fuel efficient buses cost approx 100,000). • 10 - 15 million • 1 – 3 million • 1 million • Total approx 12 – 20 million BRT Extension to Line 2 • Implementation of route (e.g. 10km) • 10 - 15 million Station Interchanges for Line 2 • Study / feasibility of facilities • Major PTI at outer terminal station • Park & Ride at terminal • Intermodal facilities along route Transport Policy for HCMC • Consultant support to PC to create sustainable transport policy including private vehicle demand policies Pedestrian Access to Line 2 Stations • Study / Feasibility of facilities • Pedestrian / cycle access improvements to stations Projects to be Funded from other Resources • 0.5 - 1 million • 10 million • 5 – 10 million • 5 million • Total approx 20 – 30 million • 0.5 million • 0.5 – 1 million • 2 – 3 million • 3 – 4 million 4.8.11 Projects that could be eligible for funding outside of CTF either using Line 2 Tranche 1 funding or other World Bank / ADB or GoV funds could be: Bus restructuring study for entire city Bus Feeder services and BRT extensions to serve entire MRT network Accessibility and Interchange facilities for bus and MRT network Integrated Ticketing System for whole public transport network Development of sustainable transport policies city / nation wide Fuel Efficient Vehicle Implementation Study
Asian Development Bank TA7343 Ho Chi Minh City MRT Line 2 Project MVA Asia Ltd Final Report – November 2010 5. DESIGN CHARACTERISTICS OF LINE 2 5.1 Overview 5.1.1 This chapter describes the preliminary design of the proposed metro line, including the alignment, stations and the rolling stock. The main engineering features of the proposed project are summarised in Table 5.1. Further details of engineering design and construction issues are presented in Appendix A. Table 5.1 Summary of the Project Engineering Components Components Underground line 1 5-1 9463 m Open cut tunnel 280 m Elevated line (in Main line) 865 m Link to depot (elevated and at grade) 1083 m Underground Stations 1 10 Elevated station 1 Depot (including workshop) 1 Repair and maintenance equipment 1 set Signalling system ATC Trains (opening year) 12 x 3-car units Note (1) – includes Ben Thanh station and garage, to be built by others 5.1.2 The project has been designed with the primary objective to provide a user-friendly and convenient means of transport that will attract large numbers of passengers and thereby contribute to achieving the Government’s high public transport usage targets. It is based on the use of large, high-capacity metro trains. 5.1.3 Design standards are based on a range of international and local standards, which are reflected in the Vietnamese Technical Standards Framework, and are elaborated in the technical appendices with this report. 5.1.4 The rolling stock for Line 2 will be 22m x 3.15m cars, initially operated as 3-car trains and ultimately 6-car trains. Platforms will be of length 135m. 5.2 Alignment Overview 5.2.1 The overall horizontal alignment is illustrated in Figure 5.1 and summary details of the station locations are shown in Table 5.2. 5.2.2 Starting at Ben Thanh, Line 2 is deep underground in order to pass beneath Lines 1 and 4 at the planned Ben Thanh Interchange station. As Ben Thanh is a complex interchange station combined with Lines 1 and 4, as well as major surface transport interfaces and garage / turnaround facilities, it is planned to be completed under a separate project. 5.2.3 Moving northwest, Line 2 remains underground for around 9.4km until just after the airport. Typical station depths are minimized for passenger convenience at around 15m below ground level. All underground stations must be constructed by cut-and-cover method, but tunnels between stations will be twin bored tunnels using Tunnel boring Machines (TBM). The TBM tunnels will generally dip between stations to optimal ground conditions. 5.2.4 Just north of the airport, the alignment will emerge from tunnel via a cut-and-cover transition section onto elevated structure. There will be just one elevated station on the current project, before the alignment turns toward the depot at Tham Luong. The line will include a spur of about 1.1 kilometres to the depot.
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Final Report - Asian Development Bank

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