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 5.2.5 In a future phase, it is planned that Line 2 will extend to An Suong in the north, and across the river to Thu Thiem and beyond in the east. Figure 5.1 Alignment Plan Table 5.2 Alignment Summary No Name of Station Chainage TA 7343 Spacing Level Interchanges 1 Bến Thành 372 -30.0 Lines 1, 4 2 Tao Đàn 1,261.5 889.5 -14.6 Line 3B 3 Dân Chủ 2,293.3 1,031.8 -11.0 4 Hòa Hưng 3,214.8 921.5 -11.0 5 Lê Thị Riêng 4,341.3 1,126.5 -13.0 6 Phạm Văn Hai 5,135.2 793.9 -13.0 7 Bảy Hiền 5,956.6 821.4 -12.0 Line 5 8 Nguyễn Hồng Đào 7,171.9 1,215.3 -11.0 9 Bà Quẹo 8,288.6 1,116.7 -13.0 Line 6 10 Phạm Văn Bạch 9,081.3 792.7 -11.0 11 Tham Lương 10,057.7 976.4 9,685.7 +15.5 Alignment Design Issues 5.2.6 Twin single-track bored tunnels are proposed for the underground alignment, with cut-andcover construction at stations. Underground stations have a central island platform to suit the choice of twin tunnels, and the width of the central platform fixes the spacing of the twin tunnels at stations at 16.5m. Platform levels are generally around 15m below ground, with a concourse above the platform level. 5.2.7 At the northern end the alignment is on viaduct. For the elevated station(s), concourse is provided beneath the platform level and above road level. As a result, platform level for elevated stations is typically around 12m above ground level. 5.2.8 Key design features of the proposed alignment are as follows: Maximum gradient in tunnels generally 3.5%, maximum gradient on elevated structure to Depot 4% Minimum radius on operational alignment 300m 5-2
Asian Development Bank TA7343 Ho Chi Minh City MRT Line 2 Project MVA Asia Ltd Final Report – November 2010 TBM tunnel spacing generally 2 diameters (D), minimum 1.5D 5.2.9 At the northern end of the alignment, a cross-over between tracks is provided for service turnaround operations on the elevated tracks north of Tham Luong station. 5.3 Station Design Design Principles 5.3.1 The public areas of the stations are designed and dimensioned in order to give conformity to both comfort in everyday use and in emergency. All public parts of the stations are accessible to those of reduced mobility by means of lifts. Escalators are generally provided in the upward direction only, with down escalators in cases where demands are very high or level difference is high. 5.3.2 The technical areas of the stations are divided into Technical rooms and the Operational Rooms. Their sizing and arrangement is based upon experience and similar systems around the world. Underground stations have considerable ventilation and air-conditioning plant rooms, while the public areas of elevated stations are open and naturally ventilated. 5.3.3 All stations lie either under or above heavily trafficked roads. It is worth noting that in addition to being MRT stations, the stations will provide very convenient grade-separated means for pedestrians to cross these busy roads. Together with properly designed traffic management systems and pedestrian railings (which should be incorporated as part of the final station area design plans), this will allow for enhanced pedestrian convenience and safety, and can help reduce the severance effects of the major road corridors. 5.3.4 Finally it must be noted that integration with other transport feeder modes must also be an important consideration in the detailed design of stations. Whilst currently bus and other public transport services are not heavily used nor well integrated, the city has future plans to considerably enhance these services in line with the objectives to drastically increase public transport mode share. Careful detailed design of traffic management, pedestrian and public transport services around each MRT station will be very important to achieve well integrated transport systems, and hence passenger convenience. Design Standards 5.3.5 Stations are designed in accordance with international standards, in particular the NFPA 130, 2007 edition. Station and access/egress sizing is generally dictated by emergency evacuation criteria, for which key assumptions and parameters used in the design are based on: Full train loads of 6-car trains at 2 minute headway, with 1.5 surge factor Platform evacuation within 4 minutes or evacuation to point of safety (concourse slab) 6 minutes Maximum platform loading of 5 persons per square metre 5.3.6 For normal operations, escalators are provided in the upward direction at all stations (between both platform – concourse, and concourse – street), but provision is made for future incorporation of additional downward escalators. Lifts are also provided at all stations to facilitate access for the disabled. 5.3.7 In general minimum provision of stairs between each platform and concourse is as follows, but this is cross-checked against forecast demands, and greater provision is made where necessary. 1 stair width (useable) 1.9m + 1 escalator width 1m 1 stair width 3.7m (useable) 2 emergency stairs width 2.2m (useable per stair) 5.3.8 All underground stations feature island (central) platforms. Ben Thanh station (the design of which will be studied separately) will need to be particularly deep, and should be planned as part of an overall integrated structure with Lines 1, 2 and 4. Tao Dan station is also deep with 3 levels (platform, intermediate and concourse), whilst all others have 2 levels below ground (platform and concourse). At Ba Queo station provision is made for the future interchange with Line 6. Platform length is 135m at all stations, and the overall length of the station box including technical and plant rooms is typically 193m. 5-3
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Final Report - Asian Development Bank

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