HANOI PEOPLE'S COMMITTEE

HANOI AUTHORITY FOR TRAM AND PUBLIC TRANSPORT

DEVELOPMENT MANAGEMENT (HATD)

THE OWNER OF

THE HANOI METRO PILOT LINE

FROM NHON DEPOT TO HANOI CENTRAL STATION
 HANOI PEOPLE'S COMMITTEE

NEW NAME:

HANOI METROPOLITAN RAIL TRANSPORT PROJECT

BOARD (HRB)

Reporter:

Luu Xuan Hung, Ph.D

HRB

Asst.: N.D.Toan, B.H.Linh, P.Q.Thai, HRB

 Content
Part I. Introduction to the Hanoi Metro Pilot
Line Project.
Part II. Study of Urban Mass Rail Transit from
Noi Bai Airport to Ha Dong Town (UMRT2).
Part III. Some features of Hanoi geology related
to the construction of underground works
 Part I
Introduction to the Hanoi Metro Pilot Line
Project

I.1. General planning of Hanoi capital until the

year 2020 (Decision No. 108/1998/QD-TTg
dated 20/06/1998)
I.2. Summary of Hanoi Pilot LRT Line, from
Nhon Depot to Hanoi Central Station
 I.1 General planning of Hanoi capital until the year 2020
(Decision No. 108/1998/QD-TTg dated 20/06/1998)
Ministry of Transport proposed
to build 8 urban rail transport
lines, forming the main axes of
the public transport network in
Hanoi:

(1) Yen Vien - Ngoc Hoi (25 km)

(2) Ha Noi - Ha Dong (15 km)
(3) Bac Co - Hanoi Station - Voi
Phuc - Nhon (16 km)
(4) Hanoi - Noi Bai Airport (25
km)
(5) Daewoo - Trung Kinh - Hoa
Lac (32 km)
(6) Giap Bat - Southern Thang
Long (19 km)
(7) Buoi - Dong Anh - Soc Son
(24 km)
(8) Co Bi - Gia Lam - Kim No (26
km)
 I.2. Introduction to Hanoi Pilot LRT Line
I.2.1. Scope of study
- Sart point: Nhon Town
- End point: Hanoi Central Railway Station

Total length is 12.5 km with 9.6 km of elevated bridges

and 2.9 km of underground tunnel.
I.2.2 Components of project
- With 15 stations and 1 Depot
+ 11 elevated stations
+ 4 U/G stations
+ 1 Depot at grade in the town of Nhon
 I.2.3. Aligment option

Option V1A

Viaduct
U/G

Nhon Depot
Hanoi station
0
C ros s ing VĐ3 VĐ2 12,5 km
National
R ailway Inters ection Intersection

L=12.5 km, mainly integrated at segregation. Total 15 stations

– U/G section 2.9 km, 4 stations
– Elevated section 9.6 km, 11 stations
I.2.4. INTEGRATION OPTIONS AT VARIOUS SECTIONS
 option V1a - Metro
ELEVATED BRIDGE SECTION MODEL - V1A

Xu©n Thuy R oad

Voi Phuc - C au G iay Interchang e C omplex Kim Ma Street

 option V1a - Metro

ELEVATED S TATION OPTION - v1a

Voi Phuc - C au G iay Interchang e C omplex

B Õn ®ç Xu©n Thuû
 option V1a - Metro
TYPICAL CROSS SECTION OF SHALLOW U/G STATION - OPTION V1A
 option V1a - Metro
TYPICAL CROSS SECTION OF DEEP U/G STATION - OPTION V1A
I.2.5. CHARACTERISTICS OF metro TRAINS
- Length of train:
♦ First stage 3 wagons: L=58.5 m
♦ Next stage 4 wagons: L=78m
- Width: 2.6 m - 2.8 m
- Axis load 13.5 tons
- Maximum speed 80 Km/h
- Operation time from 5:00 AM to 24:00 PM
- Transport capacity of one train:
♦ 3-wagon train: 587 seats (6 person/ m2)
♦ 4-wagon train : 783 seats (6 person/ m2)
- Transport volume 6,300 pax/hr/direction (in
future reaching to 12,000 pax/hr/direction)
 I.2.6. exploitation of metro system

OPERATION FEATURES V1A

Project Length from Nhon Depot to Hanoi Sta. 12.5

Number of Stations 15

Passing frequency 5’40’’

Passenger Volume at Peak Hours (pax/hr) 6,000

Number of Trains (calculated for the first year) 12

Commercial Speed (km/h) 33.8

Running time from Nhon Depot - Hanoi Station
1,004
(second)
Running time from Hanoi Station - Nhon Depot
1,010
(second)
Time for running one round (minute) 48
I.2.7. Depot complex
Total area of 15 ha, containing many facilities, such as for
maintenance, control center, operation company

13

z
Z1

y
10 16
15
y1
9

11

12
7 8 5

x
x1

18

v1
v 3 4
1
2
17 17

14
 I.2.8. TOTAL INVESTMENT CAPITAL

Cost
Ratio
No. Items
Mil. VND Mil. Euro (%)

I Construction of civil works 4,557,071.778 222.916 43.57

II Equipment 3,436,877.160 168.120 32.86
III Compensation for land acquisition 314,413.340 15.380 3.0
and resettlement

IV Project management and others

expenses (15%) 1,199,084.165 58.655 11.47

V Contingency 10% (I + II + III + IV)

950,763.044 46.508 9.1

VI TOTAL INVESTMENT
10,458,332.155 511.585 100
 I.2.9. Funding for Pilot Line
- ODA Loan from French government of 200 millions
Euro according to Financial Agreement between
Vietnam and France, signed on 04/Oct./2006
- Loan from French Development Agency (AFD): 80 mil.
Euro
- Domestic funding: approx. 231 million Euro from State
budget

- Additionally, some Technical Assistance (TA) projects,

from ADB and AFD
 I.2.10. Land Acquisition and Resettlement
No. Description Unit Quantity
I Depot complex and access roads to Depot m2 170.170
1 Depot m2 150.550
- Argricultural land m2 149.550
- Residential land m2 1.000
2 Accesses to Depot m2 9.460
- Argricultural land m2 2800
- Residential land m2 6100
- Public land m2 560
3 Planned road in southern Depot m2 10.160
- Argricultural land m2 10.160
II Alignment m2 69.700
1 Power substations (10 nos/ x 150 m2/1 nos.) m2 1.500
2 At elevated stations (11 nos. x 600 m2/1 nos.) m2 6.600
3 Land for construction of road lanes (9.600 m x 4 m) m2 38.400
4 U/G works (2.9 m x 8 m) m2 23.200
III Total land demand (I + II) m2 239.870
I.2.11. E conomic Effect Analys is
Benefit and cost calculations:
- Net P resent Value (NP V) = 649,615 mil. VND
- Internal R eturn R ate (IR R ) = 10.67 %

I.2.12. Anticipated Time S chedule

I.3. Civil works
I.3.1 Elevated bridges
TYPICAL CROSS SECTION OF ELEVATED SECTION
I.3. Civil Structures
I.3.2 Elevated Bridges
I.3. Civil works
I.3.3 Elevated s tation
M Æt c ¾t n g a n g ®iÓn h ×n h t h iÕt k Õ p h ­ ¬ n g ¸ n g a h a i t Çn g

+W
Elevated Stations
I.3. Civil works
I.3.4 U/G Tunnel and U/G station
S HALLOW TUNNEL
IN LINE AT S TATION
 I.3. Civil Structures
I.3.5 U/G S tructures and S tations
Deep tunnels
Conventional method TBM use
1000 600 8600 600 1000
Lí p v÷a
Lí p phßng n­ í c
TÊm bª t«ng vá hÇm l¾p ghÐp
400

650
5500
7300

6500

4000
4000
3350

1435 1435
1000
400

B ª t«ng 45M P a
C Êp phèi ®¸ d¨m
TÊm bª t«ng vá hÇm l¾p ghÐp
Lí p phßng n­ í c
Lí p v÷a

1600 8600 1600

11800
I.3. Civil Structures
I.3.6 U/G S tructures and S tations
DEE P U/G S TATIONS
U/G Stations
I.4. C ons truction Method
I.4.1. Elevated B ridg e Erection
C ons truction of Elevated B ridg e
I.4. Construction method
I.4.2. S hallow tunnel s ection (intended)
 I.4. C ons truction Method
I.4.2 S hallow Tunnel S ection
2000 8000 3000 2000 8000 3000
Step 1:
Sheet piling to divide the road,
keeping traffic one side. Excavation
of one side diapragm walls

Step 2:
Positioning of rebar cages and
concrete pouring

Step 3:
Top slab reinforcement placing & 2000 8000 3000 3000 8000 2000

concreting. Placing of top

waterproofing membrane

Step 4:
Same as step 1 on opposite side
 I.4. C ons truction Method
I.4.2 S hallow Tunnel S ection
3000 8000 2000 3000 W
Step 5:
Same as steps 2, 3

Step 6:
Top down excavation of the
station through a temporary
opening in the top slab

Step 7: 3000 W 3000 W

Concrete pouring of 1st

intermediate slab with temporary
opening

Step 8:
Excavation continues below 1st
intermediate slab
I.4. C ons truction Method
I.4.2 S hallow Tunnel S ection

3000 W

Step 9: Step 10:

Continue in the same way to the design Recover the initial condition of road
level surface
I.4. Construction Method
I.4.3 Deep underg round s ection
C onventional Tunnelling
Tunnel C ons truction by Mining Method
I.4. Construction Method
I.4.4 Deep underground section
TBM Application
 I.4. Construction Method
I.4.4 Deep underground section
TBM Application

Launching Shaft for TBM

Lieu Giai
Road
Ngoc Khanh Car Parking,
Opposite to Daewoo Hotel

Kim Ma Road
I.4. Construction Method
I.4.4 Point of Going U/G

Lieu Giai
Road

Daewoo Hotel
Thu Le Zoo/Park

Kim Ma
Str.

Point of Going
U/G
 Part II
Introduction to Urban Mass Rail Transit
No. 2 Project (UMRT-2)

II.1. Planning of the urban rail network of Hanoi

City according to the Comprehensive Urban
Development Program in Hanoi Capital City
(HAIDEP)
II.2. Urban Mass Rail Transit No. 2 Project
(UMRT-2)
II.1. Rail transport network planning by Study of HAIDEP
 II.2.1 UMRT-2 Alignment

From Noi Bai Int’l Airport,

through Hanoi City
Center, to Ha Dong City

Length = 43 km

The most backbone traffic

axis to link the existing
urban areas and future
ones
 II.2.2 UMRT-2 Project

 Pre-feasibility Study for

Line No.2 was completed by
HAIDEP in 2006

 UMRT 2 Line is one of the

government’s prioritized
projects asking for Japan
ODA loan. JBIC will provide
Special Assistance for
Project Formation (SAPROF)
in mid-2007 for Feasibility
Study

Preferred Alignment
Options for Initial
System: 15 km Tunnel
 II.2.2 UMRT-2 Project

• Phases of execution of UMRT 2 Line

For the whole line UMRT-2 to be exploitated from the

year 2020, HAIDEP study team proposed to carry out
the project in four stages:
• Operation stage 1: 2013 from Tu Liem to Thuong Dinh
Operation stage 1A: 2013 from Tu Liem to
Polytechnic (preferred)
• Operation stage 2: 2016 from Southern Thang Long bridge
to Ha Dong city
• Operation stage 3: 2018 from Thai phu to Ha Dong city
• Operation stage 4: 2020+ from Noi Bai to Ha Dong city
 II.2.2 UMRT-2 Project
b. Phasing of operation

Ph
Length Operati
as Section Station
e on
 II.2.2 UMRT-2 Project
c. Construction Schedule for the whole Line UMRT-2
 II.2.2 UMRT-2 Project
d. Construction schedule for Stage 1
 II.2.2 UMRT-2 Project
e. Economic-Financial assessments by HAIDEP
• Economic benefit of Line UMRT 2 is large:
+ EIRR = 22,5% (Economic Internal Rate of Return)
+ NPV = 3,8 bil. USD (Net Present Value)
+ B/C = 3,6 (Benefit/Cost)
• Financial assessment for Line UMRT 2 results in parameters at low
level:
+ FIRR (Financial Internal Rate of Return, comparative price) =
3,9%
+ FIRR (present price) = 4,6%
• All the sections of Line UMRT 2 are not beneficial with regard to
financial assessment with FIRR (present price) as follows:
+ Stage 1: 1,0%
+ Stage 2: 6,9%
+ Stage 3: 9,7%
+ Stage 4: 1,1%
 II.2.2 UMRT-2 Project
f. Anticipated total invesment

Investment capital:
Total: 2.4 billions USD
Stage 1: approx. 1.4 bil. USD

Funding source :
It is intended to borrow ODA loan from Japan government through
JBIC

Funding mechanism:
ODA loan from JBIC: amounting to 85% of total investment, covering
for civil works, equipment, consultant services, escalation,
contingency, loan interest during construction period
Domestic funding: 15% of total investment, allocated from Hanoi City
budget, covering for project management expense and others, for land
acquisition and relocation
 Part III
Some features of Hanoi geology related to
the construction of underground works
III.1 Climate in Hanoi
- Mean annual rainfall: 1,676mm Rainfall
- Annual mean relative humidity: 84%
- Mean temperature ranges from 27°C to
29°C
The highest average rainfall occurs in August
(318mm). Winter is from November to March.
Both lowest average temperature (16.4°C)
and lowest average rainfall (16.6mm) occur in
January.
Humidity
Temperature
III.2 Topography in Hanoi
According to the National Department of Surveying and
Mapping (NDSM) of Vietnam, the zero datum for
topographic survey is mean sea level of the tide gauge at
Hon Dau (which is 20km south east from Haiphong
harbour).

Most of the area of Hanoi is at an average elevation of 5m to

20m above mean sea level.
III.3 Geology and Hydrogeology of Hanoi

The geotechnical data that is directly relevant to the alignment of UMRT

Line 2 is currently limited.
During the next stage of UMRT Line 2, a detailed and comprehensive
geotechnical site investigation programme will therefore be required in
advance for the design.

Geological Profile
along the Corridor
of UMRT2 Line
III.4 Inundation and
Subsidence

- Usually flooding due to rains

at certain areas in the city,
primarily as a result of poor
and insufficient drainage
system.
- Land subsidence is a
growing issue, as excessive
ground water extraction
continues as alternative water
supply sources have not been
developed yet.

Inundation and
Subsidence Areas
Along UMRT Line 2
Corridor
III.5 Earthquake risk

- Events of magnitude 6.7 or higher have historically occurred in the

north western part of Vietnam, but earthquakes have never been
recognized in Vietnam as a disaster of highest priority.
- This is because the earthquakes that have occurred in recent times
were not devastating partly because their epicenters were located far
from the urban or industrial areas.
- Given the nature of the near surface geology in Hanoi, liquefaction
of the alluvial silts and sands is a risk that needs to be taken into
account in any earthquake assessment associated with new
construction.
- Earthquake risk and damage assessment in the inner city is
necessary, to estimate the significant potential for damage.
- An appropriate earthquake design standard needs to be considered.
III.6 Possibility of TBM application with Hanoi subsoil
conditions

- Based on the results of the limited site investigation undertaken to date, it is

apparent that the ground along the line of the UMRT Line 2 tunnels will comprise
either clayey silts / silty clays, or sand, silty sand and gravels.
- There are published relationships based on the Particle Size Distribution (PSD)
of soil from which the suitability of tunnel excavation by either EPB TBM or Slurry
TBM can be assessed.
III.6 Possibility of TBM application with Hanoi subsoil
conditions

- It is expected that the transition structures, portal and ventilation

structures will be constructed using cut and cover methods. The tunnels
will be constructed by TBM
- The suitability of TBM type for the soils to be encountered along the line
of the UMRT line 2 bored tunnels is indicated as follows:
There is the option of
constructing one rail line per
tunnel, i.e. two tunnels required,
or one larger diameter tunnel
containing both rail lines
It is possible that majority of material along the likely bored
tunnel level is best suited to excavation by Slurry TBM. However,
there will be interspersed zones best suited to an EPB TBM.

Where the functionality of both an EPB TBM and a Slurry TBM is

combined into one TBM, this hybrid TBM is known as a
MixShield TBM.

Subject to further detailed investigation in the next stage, it is

currently considered that a Mix Shield TBM is the most suitable
for excavating the bored tunnels of the UMRT Line 2 or similar
urban lines of Hanoi.
Thank you for your
attention!