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 4 – Proposed Metro Line safety is a prime concern particularly as the future projected frequency of trains is every 2 minutes in each direction. It will be essential to prevent any public encroachment onto the track at all times, whichever system is used. Table 4.2-1: International Examples of Metro Power Supply Region Country 3 rd Rail Systems Catenary Systems Asia China Hong Kong Beijing Shanghai, Guangzhou, Shenzen India Kolkata Delhi Japan Tokyo, Nagoya, Sapporo, Tokyo, Osaka, Kyoto, & Yokohama others Korea Seoul, Incheon, Daegu, Busan, Daejon, Gwangju Singapore MRT Thailand BTS, MRT Taiwan Taipei Europe Czech Republic Prague Denmark Copenhagen Copenhagen France Paris, Lyon, Marseille, Lille, Rennes, Toulouse Germany Berlin, Munich, Nuremberg, Hamburg Cologne, Bonn Greece Athens Hungary Budapest Italy Milan Netherlands Amsterdam, Rotterdam Romania Bucharest Spain Barcelona Sweden Stockholm UK London, Glasgow Tyne and Wear N & S America Argentina Buenos Aires Buenos Aires Brazil Rio de Janeiro Sao Paulo Canada Toronto Montreal USA New York, Washington Pennsylvania Australasia Australia Sydney, Adelaide 4.2.3 The Route for Line 2 78. The starting point for the project design was the Feasibility Study carried out by TEWET in 2003, and updated in 2005 4 . That study considered a number of options for horizontal alignment of the line, as well as different arrangements for underground and elevated sections. The alignment options were considered as part of the Master Plan review described in Chapter 3. However, no changes are proposed to the general route of Line 2 in the project designed here, and it generally follows the alignment of roads Duong Cach Mang Thang Tam Tam and Duong Truong Chinh as shown in the TEWET report. The details of the alignment are described later in this chapter. 79. Having established the general route of Line 2 following Duong Cach Mang Thang Tam and Duong Truong Chinh, there was little scope for alternative horizontal alignments. The positioning of the line is tightly constrained by buildings adjacent to the street. 4 Feasibility Study 2003 (updated 2005) for the two Priority Lines of the Metropolitan Rail System (METRAS), TEWET 4-2
Ho Chi Minh City Metro Rail System Project Final Report - Revised Management Authority for Urban Railways Chapter 4 – Proposed Metro Line 4.2.4 Interchanges 80. Under the optimised transport master plan (see Chapter 3) there are potential linkages between the section of Line 2 to be constructed under the project and four of the other proposed metro lines (1, 3, 5, and 6 – see Figure 3.2-1 and Table 4.5-1). It is of primary importance that the metro system is designed to facilitate maximum opportunity for passenger interchange between the lines. Whilst no specific provisions have been made in the design of Line 2 stations for interchange facilities, it has been ensured that the addition of pedestrian linkages to the other lines are feasible. The interconnectivity of lines and the potential and viability of utilising workshops for more than one line will be addressed in future studies. 4.2.5 Underground/Overground 81. As mentioned above, the TEWET study considered the advantages and disadvantages of combinations of underground and elevated sections for the line. The recommendation from that study was that all stations from Ben Thanh to Cong Hoa be underground and that the first elevated station would be Truong Chinh 1. 82. However, following discussions between the PPTA team and the airport authorities, it was established that the line should remain underground where it passes along the south-western boundary of the airport. With this arrangement Truong Chinh 1 station is underground and the first elevated station is now Tham Luong. 4.2.6 Fare Collection and Ticketing 83. The options for fare collection and ticketing including integrated systems are discussed in the PPIAF Report ‘Fares and Ticketing Working Paper, June 2008’ and summarised in Appendix G. Passenger convenience will be essential for the success of the HCMC metro system. To this end comprehensive integration of fares and ticketing across all metro lines should be the target, and this will be addressed in the proposed metro and public transport integration study. 4.3 Rolling Stock 84. Line 2 has been designed to accommodate trains of an appropriate size to meet projected ridership demands (see Chapter 3). Design calculations have been based on train cars 20m or 22m long, and 2.95m or 3.2m wide. These dimensions are at the larger end of the scale of train sizes which means that the project as designed will accommodate a wide range of train types and systems. The trains will initially run in 3-car units, later expanded to 6-car units to suit demands 85. Key dimensions assumed for the rolling stock are as follows: Length of 3-car train (including couplers) : 60m or 66m Overall width : 2.95 or 3.2m Overall height 3.655 or 3.8m (including HVAC units) Each 3-car train : seating for 156 or 126 with standing space for 471 or 695 at 5 persons per m 2 , (or 1038 at 8 persons per m 2 ) Internal layouts of the cars will follow international best practice for mass transits 4.4 Alignment 86. As mentioned above, horizontal alignment is quite constrained due to locations of the stations within the narrow streets, and the need to avoid building foundations. The adopted minimum radius for general track in open air or tunnel is 300m, reduced in exceptional cases to 250m. In stations straight alignment has been adopted at this stage, but this may be reduced to minimum radius is 1,500m, exceptionally 1,000m subject to detailed design. In depot and access areas minimum radius is 160m, with exceptional reduction depending on rolling stock. 4-3
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Final Report - Asian Development Bank

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