Final Report - Asian Development Bank

Asian Development Bank TA7343 Ho Chi Minh City MRT Line 2 Project
MVA Asia Ltd Final Report – November 2010
Figure 5.6 Tao Dan Station
5.4.7 At both Ben Thanh and Tao Dan stations, because of the extra depth, technical and plant
rooms can be accommodated at intermediate levels within the station rather than at the ends.
Therefore these stations are shorter than the standard 2-level stations, at 175m (compared
with 193m).
5.4.8 Based on the Latest MRT master plan, Tao Dan station will be an interchange station
between Line 2 and Line 3B. As noted in the earlier chapter on MRT master plan issues, the
choice of this alignment for Line 3B is considered very sub-optimal, but is assumed for
present purposes. Studies of Line 3B on this alignment to date are very preliminary, and
proper design of an interchange station between Lines 2 and 3B would need to be
incorporated in subsequent Line 3B studies.
5.4.9 For present purposes it is assumed that Line 3B will pass beneath Line 2, and that
interchange may be provided between the two stations via a simple connecting passageway
as indicated below. This is not an optimal design – if Line 3B does go ahead at this location,
locations of both L2 and L3B stations should be reviewed to provide optimal combined
interchange station with common concourses and direct passenger interchange.
Dan Chu Station (formerly Dien Bien Phu)
5.4.10 Dan Chu station lies beneath the large 6-leg roundabout road intersection on Cach Mang
Thang 8 as shown on Figure 5.7. Several passageways and access points are proposed for
this station to penetrate surrounding catchments. It will also be important to integrate the
station accesses in this area with future bus and other public transport services on the
various roads.
5.4.11 These accesses should thus be considered in further detail at ongoing design stages in order
to optimise connections to future surrounding land uses, planned developments and transport
facilities, with direct connections to future buildings where possible. In this regard alternative
station design concepts may also be considered, such as that proposed as “option 2” in the
earlier section of this chapter.
5-8
Possible future
Line 3B station