Final Report - Asian Development Bank

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Ho Chi Minh City Metro Rail System Project Final Report - Revised Management Authority for Urban Railways Chapter 1 - Introduction 1.6 Other Reports 14. This Final Report summarizes the results of studies that have been reported in detail in a series of other reports and papers, including reports prepared under the PPIAF (see section 1.2 above). These include the following: PPTA Reports PPIAF Reports Alignment Review and Project Concept, August 2007 Mid-Term Report, December 2007 Project Context and MRT Master Plan Report, December 2007 Ridership and Revenue Forecast Study, January 2008 Technical Paper on Bus Services Restructuring, July 2008 Environmental Impact Assessment, November 2008 Resettlement Plan, November 2008 Financial Modelling Working Paper and Model, June 2008 Fares and Ticketing Working Paper, June 2008 Issues and Options for Private Sector Participation and Concession Template Working Paper, April 2008 Implementation Arrangements: Institutional Options Working Paper, March 2008 Stakeholder Engagement Plan, March 2008 1-3
Ho Chi Minh City Metro Rail System Project Final Report - Revised Management Authority for Urban Railways Chapter 2 – Project Context 2 PROJECT CONTEXT 2.1 Local Conditions 2.1.1 Climate 15. Ho Chi Minh City is fairly warm and humid year-round, with highest temperatures averaging 29C in May, and lowest at around 26C in December / January. Humidity is fairly constant at around 80%, and there is a distinct wet season between May and October when tropical showers and thunderstorms are frequent. Figure 2.1-1: Climatic Conditions Rainfall (mm) Average Temperature o C 16. Climatic conditions are not well suited to walking more than short distances, particularly during summer months – and this is confirmed from observations of existing travel characteristics. Conditions for construction are better in winter, though not impossible during the summer due to the generally brief and predictable rainfall patterns. 2.1.2 Geology and Hyrdrology 17. Ho Chi Minh City is situated over a thick accumulation of quaternary loose sediment layers, overlying layers of stiff clays and dense sands. This results largely from the accumulation of particles carried and deposited by the Saigon River. It is observed that the constitution of soils in Ho Chi Minh City varies considerably depending on their vertical and lateral distribution. 18. Water level is usually 1 m to 3 m below ground level but the level may vary with different factors like tide. Another aquifer lies in the sandy clay layer 40 m below ground level 19. Overall the distribution of the geotechnical units along the Line 2 tunnel alignment is well documented on the first 40m below ground level. However, almost no data is available deeper than 40m bellow ground level and very little data at this depth is available for the elevated section. Additional boreholes, reaching a depth of more than 50m are needed, in particular at the station locations, to clarify the position of the boundary between the clay and sand layers, and on the aerial sections in order to precisely determine the level of foundations of the viaduct. These investigations were specified early in the FS, but data could not be made available during the timeframe of the study, and the feasibility study is therefore presented on the basis of the data available. 2.1.3 Topography 20. Ground levels along the route of the alignment are fairly flat, as is typical of most of the urban area of Ho Chi Minh City. Levels are generally around +3m to +4m, with a low of +2.2m near Ben Thanh, and a high of +5.5m. 2-1
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Final Report - Asian Development Bank

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