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 3 – Transport Master Plan & Forecasts 67. This scenario resulted in a much lower PT mode share at 2025 as illustrated in Figure 3.4-7 below. Under this scenario ridership demand for Line 2 (still based on the master plan network) is estimated at 135,000 in 2015, and 405,000 passengers in 2025. These compare to 174,000 and 594,000 respectively under the master plan policy scenario. Figure 3.4-7 Projected Modal Split in 2025 – Trend Case Scenario Fare Sensitivity Motorcycle + Bicycle 49% Total Trips Public Transport 22% Car 29% Ferry, 0.4% PT long distance, 10.4% Public Transport Boardings Rail, 30.7% Bus, 58.5% 68. The fare assumed on Line 2 (and other MRT Lines) in the forecasts above is VND4,000 per boarding (constant in real terms, ie adjusted for future years in line with inflation). Sensitivity tests indicated that this fare would be close to optimum for maximising revenues at year 2015, but that by year 2025 a higher fare of VND6-7,000 would yield higher revenues, as a result of increasing prosperity and hence willingness to pay for the premium service. Bus Network and Bus Restructuring 69. Various tests were carried out on different bus network, speeds, interchange convenience, etc. The most significant of these was the implication of bus restructuring. In the base case forecasts it is assumed that bus routes are restructured on introduction of MRT such that there is no significant competition, and that the bus routes complement rather than compete with the MRT. In effect this forces PT passengers to use the MRT lines, thus ensuring good usage of MRT and minimising the need for road-based PT in the city centre. 70. Experience in other cities has shown that such restructuring does not always happen in practice. The model tests indicated a major impact on MRT ridership if buses are allowed to compete freely with MRT, with MRT ridership reduced by 18% overall, and for Line 2 up to 38%. 3-10
Ho Chi Minh City Metro Rail System Project Final Report - Revised Management Authority for Urban Railways Chapter 4 – Proposed Metro Line 4 THE PROPOSED METRO LINE 4.1 Project Summary 71. This chapter describes the proposed metro line, including the alignment, stations and the rolling stock for which it has been designed. The civil works for the project are described in Appendix C. Additional analysis can also be found in various working papers submitted during the course of the PPTA (see section 1.6). 72. The main engineering components of the proposed project are summarised in Table 4.1.1 below. Table 4.1-1: Summary of the Project Engineering Components Components Underground line (includes garage at Ben Thanh) 9,575 m Elevated line 1,563 m Llink to depot (elevated and at grade) 1,100 m Underground Stations* 9 Elevated station 1 Depot (including workshop) 1 Repair and maintenance equipment 1 set Signaling system ATC Trains 12 x 3-car units * Ben Thanh station is not included in the scope of Line 2, or Line 1, as it will be part of another project. (Ben Thanh Station of Line 1 also not included). 4.2 Design Overview 4.2.1 Design Objectives and Standards 73. The project has been designed bearing in mind the overarching objective to provide a userfriendly 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. 74. Design standards are discussed in detail in Appendix C and in Volume 2. For the purposes of preliminary engineering under this feasibility study a range of international standards have been used. These will be reviewed and amended if necessary during detailed design. 4.2.2 Type of Train and Power Supply 75. At the commencement of the project a number of rolling stock specifications were reviewed for their appropriateness to the HCMC metro system. Projected ridership is quite high by international standards and consequently Line 2 has been designed for the typical characteristics of a metro train of a size at the larger end of the scale. 76. Power is normally supplied to metro systems in one of two ways, either via a conductor rail alongside the track known as ‘3 rd Rail’ (usually 750V), or via an overhead catenary wire system (usually 1500V or 25kV). 77. Internationally both systems are widely used. Examples of metro systems using each type are listed by region, country and city in Table 4.2-1. Both systems have advantages and disadvantages and these need to be considered in the final selection of the preferred option. Public 4-1
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Final Report - Asian Development Bank

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