Hanoi’s line 3 and line 2A are both currently under construction but are following very different procedures
Line 3 will link the city’s main cross-country railway station with Nhon station in the western suburbs where there will also be a maintenance depot. A consortium of Alstom, Thales and Colas Rail will supply URBALIS 400 trains.
The depot and workshop located at Nhon terminus will cover an area of 15 hectares. It is designed to house 24 trains as well as the operational control centre, administrative buildings, the maintenance workshop and a site for routine servicing of rolling stock and fixed equipment.
For line 2A, the depot is in Phu Luong, Ha Dong District with an area of 19.6 hectares. It houses an Operation Control Center (OCC), train parking and maintenance areas, operational building, training area and storage room.
The management board
The Hanoi Metropolitan Railway Management Board (MRB) is responsible for liaising with the government department, the Hanoi People’s Committee, with regards to construction, operation, maintenance and management of the Hanoi urban railway systems.
Whilst there are several metro lines at various stages of construction, the only line which is near to commencing operation that falls under the MRB’s authority as project owner and operator is line 3. This map shows how developed the government wants the city’s metro network to be in the future.
The construction of four special bridges, the ramp to the depot and the ramp to the underground section as well as the installation of U girders are being focused on. The whole contract package is expected to be fully completed in December this year.
The OCC is responsible for monitoring, supervising and controlling the entire system, ensuring smooth operation and safety. The OCC building is being constructed; the steel structure of other buildings is being installed and manufactured. The contract package is expected to be completed in 2019. On top of this the MRB is planning to design and install 24 billboards in front of the depot.
The depot for line 3 is out in the western suburbs, the depot buildings and infrastructure are completely financed by the French Development Agency (AFD).
In line with French-Vietnamese cooperation, the depot infrastructure was manufactured by Vietnamese company Vinaconex and the building was constructed by another Vietnamese company called Hancorp.
The entrance and exit to the depot has a minimum curve radius of 200 metres and a maximum slope of three per cent.
Inside the depot the rails are connected to the main rail of Ha Dong rail station and Ha Dong bus station. The entrance, exit and depot create a triangle which allows for the trains to easily return when the route will be expanded to the south and connected to depot trails.
The interior of the depot is also already set up for signal transfer before entering and after leaving the main rail and for train stoppage before depot entrance and exit. The length of the entrance and exiting rail is about 1.2 kilometres.
The testing track is on one side of the main track, allowing the rail to be linked with the track, making it convenient for wagon and huge equipment moving. There is also a built-in train washing workshop which washes the trains upon entering the depot.
Environmental and community impact
The densely packed and congested city of Hanoi has suffered from haphazard construction throughout the closing years of the 20th century. Part of the drive for these new metro lines is as a result of increased scrutiny over construction projects which has led to more sustainable housing popping up across the city.
The informal nature of construction in the 1990s followed by the organised approach in recent years has led to a major resettlement concerns for communities that have effectively been squatting undisturbed on land which should not have been built on. This resulted in a draft resettlement plan being prepared for the project in February 2011 which was consistent with the ADB Safeguards Policy Statement.
Two resettlement sites were prepared for resettlement needs. An updated resettlement plan was prepared and approved by the ADB. The land acquisition associated with the elevated section, mainly the viaduct but also a few above ground stations, is expected to impact some local businesses.
The vast majority of the underground line alignment will be constructed under existing roads and is expected to have a minimal impact in terms of resettlement of local communities. The number of affected households and the total scope of the impact has yet to be determined.
An environmental management plan (EMP) covering the depot, viaduct and tunnel sections was also prepared. Major issues that are addressed in the EMP pertain to spoils disposal and impacts on air quality and noise, traffic, culturally significant sites and undiscovered archaeological relics, groundwater quality, as well as health and safety of workers and the public.