The Comprehensive Urban Development Programme in Hanoi Capital City (HAIDEP) Final Report PREFEASIBILITY STUDY B: UMRT LINE 2 4 ENGINEERING 4.1 Engineering Components 1) General (1) Civil/Structural/Building Services It is envisaged that the scope of engineering works included construction of the basic infrastructure for the UMRT Line 2 final system as part of the civil and structural works program for the project. This will include but not limited to: (i) Civil works including site formation, road & utility diversions; (ii) Structural works including guideway viaduct, at grade track and tunnel sections including portals and ventilation requirements; (iii) Stations & walkways (elevated or underground); (iv) Depot buildings & facilities; (v) Administration building, Operations Control Centre & ancillary buildings including substations, ventilation buildings; (vi) All Building Services including fire protection, drainage & plumbing; and (vii) Architectural and builderswork finishes including landscaping. (2) Rail Systems The final project would also include all rail systems such as: (i) Rolling stock/vehicle supply, commissioning and installation; (ii) Signaling, Automatic train protection (ATP); (iii) Automatic train control (ATC), option; (iv) Communications, telecoms, CCTV; (v) Traction power including uninterrupted power supply (UPS); (vi) Standby generators; (vii) Tunnel ventilation & fire protection systems (viii) SCADA; (ix) Automatic Fare Collection (AFC); (x) Platform Screen Doors (PSD); (xi) Operations Control and monitoring system; (xii) Maintenance including depot equipment; (xiii) UMRT Line 2 System testing and commissioning; (xiv) Operations of the UMRT Line 2 system maintenance. (3) Interface Management The interface management between the rail systems and the transit infrastructure would be carried out by the selected bidder and his management team who has experience in program management for similar major rail system projects. It will be the selected bidder and his management team’s joint responsibility to identify and manage the precise interface between the civil/structural/architectural/E&M and the rail systems. B-4-1 The Comprehensive Urban Development Programme in Hanoi Capital City (HAIDEP) Final Report PREFEASIBILITY STUDY B: UMRT LINE 2 In addition, the selected bidder will be expected to coordinate his works with other major infrastructure projects along the transport corridor, details of which are outlined in this submission. The interface management must be specified in more detail with the selected bidder early in the implementation stage of the project, details of which should be included in the tender submissions of the selected bidder. (4) Civil Works The civil works advance contract will include but not limited to: (i) Site formation, land clearance, fencing and security; (ii) Utilities diversions/connections; (iii) Water/electricity/drainage (foul & storm)/telecoms; (iv) Road works (road widening, temporary diversions, re-provisioning of footbridges, u- turn slots, transport interchanges); (v) Street furniture/lighting/signage and the re-provisioning of existing traffic management schemes; and (vi) Work sites, storage areas and the establishment of the UMRT Line 2 project offices. The successful bidder will be responsible for the coordination with all major highway civil works planned along the UMRT Line 2 transit corridor. It is planned to include any special requirements for the UMRT Line 2 system in this initial phase including station and depot sites, power and telecoms, utilities facilities and associated roadways and walkways leading to the station sites. (5) Structural Works The major structural elements will also be constructed as part of the development of the UMRT Line 2 system including the viaduct, at-grade & tunnel guideway, stations, depot & stabling area, OCC and ancillary buildings such as substations required to operate the UMRT Line 2 system. The successful bidder would be expected to verify this preliminary information and incorporate/coordinate the interfaces with the respective authorities and utilities. 2) Viaduct Structures (1) Guideway Structures The elevated viaduct section is expected to be from Thai Phu to Hai Boi in the north and from Thoung Dinh to Ha Dong in the south. The viaduct guideway structure will include: (i) Foundations, columns, crosshead, viaduct; (ii) Single/ double track sections; (iii) Overrun tracks; (iv) Crossover tracks; and (v) Depot access tracks. It is envisaged that the design will generally be in accordance with the American Association of State Highway and Transportation Officials (AASHTO) standard or similar internationally accepted standard or equivalent Japanese standard. B-4-2 The Comprehensive Urban Development Programme in Hanoi Capital City (HAIDEP) Final Report PREFEASIBILITY STUDY B: UMRT LINE 2 (2) Substructure Initial soil site investigation information is included in this report. In order to minimize the effect of differential settlement and avoid significant cracking occurring in the viaduct structure, it is expected that a pile foundation will be necessary to support the viaduct construction. The foundations will therefore be either bored or driven piles depending on the most efficient piling system and will either be single large-diameter concrete piles or groups of piles with a connecting pile cap. This will largely depend on the design loadings from the rolling stock and viaduct structure. (3) Columns & Crosshead The foundation will support columns and a crosshead which will be in either concrete or steel to support the viaduct structure. The height of the column will be between eight and 19 meters above existing ground level depending on the alignment, vertical geometry and the station locations. (4) Single/Double Track Viaduct Deck Structure The guideway structure will be either single or twin track. Generally the alignment will be twin track: however, certain sections may be twin single-track viaducts as determined during the next stage of development of the UMRT Line 2 schematic plan. The viaduct structure will be a pre-stressed concrete beam, box girder, continuous beams or alternatively a lightweight steel truss framework. Typical spans of 30-35 meters will be adopted with a maximum span not to exceed 45 meters where due to site constraints such as road crossings and rolling stock loadings, the standard bridge spans cannot be used. If a bridge crossing of the Red River is proposed, special consideration will be given to long span bridge construction including loadings associated with impact from river craft (up to 600dwt). Figure 4.1.1 Typical Viaduct Sections Source: HAIDEP Study Team B-4-3 The Comprehensive Urban Development Programme in Hanoi Capital City (HAIDEP) Final Report PREFEASIBILITY STUDY B: UMRT LINE 2 Figure 4.1.2 Typical Twin Track Prestress Layout and Details Source: HAIDEP Study Team 3) At-grade Guideway Sections The sections of alignment between north tunnel portal (from Noi Bai International, the Nam Thanh Long portal) and the south tunnel portal near Thuong Dinh will be at grade. In order to avoid flooding of the track, the rail level will be located above flood levels along the route. Depending on the final track alignment, the track will therefore be on an earth-retaining structure, details of which are as shown in the typical drawings. B-4-4 The Comprehensive Urban Development Programme in Hanoi Capital City (HAIDEP) Final Report PREFEASIBILITY STUDY B: UMRT LINE 2 Figure 4.1.3 Typical At-grade Section Source: HAIDEP Study Team Note: Traction power can either be overhead catenary system or third rail system Figure 4.1.4 Section on MSDR Wall Source: HAIDEP Study Team B-4-5 The Comprehensive Urban Development Programme in Hanoi Capital City (HAIDEP) Final Report PREFEASIBILITY STUDY B: UMRT LINE 2 4) Underground Guideway Due to right-of-way constraints and environmental issues within the central district of Hanoi City within Ring Road 2.5 from Tu Liem to Thuong Dinh, this section of alignment of the guideway will be underground. The transition structures from an at-grade track to the tunnel portals and potential ventilation shafts are located on the center line of the Highway at Ha Dong, Nam Thanh Long and at Noi Bai International airport. 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 UMRT Line 2 comprises an Up Line and a Down Line. Therefore, 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. Some issues to be taken into account in deciding which is the most appropriate option for UMRT Line 2, are presented in Table 4.1.1. Table 4.1.1 Comparison of Twin TBM Tunnels versus a Single TBM Tunnel Issue Twin TBM Tunnel Single Large Tunnel Internal Diameter 5.4m 9.9m Segment Lining Thickness 350mm 400mm TBM Diameter 6.1m 10.7m Excavated Tunnel Perimeter 19.16m x2 = 38.33m 33.62m Excavated Tunnel Area 29.22sqm x 2 = 58.45sqm 89.92sqm Tunnel Spacing 6.1m NA Minimum Clear Zone 19.3m if tunnels not stacked. 11.7m Underground / Wayleave 7.1m if tunnels stacked (but need adequate horizontal (including 0.5m contingency distance to rotate tunnels to and from stacked either side) arrangement). Support Perimeter similar to one large tunnel but lining thinner. Perimeter similar to two smaller tunnels but lining thicker. Ventilation Each tunnel independent of other. Piston effect possible.