Preparatory Survey for Hanoi City Urban Railway

Construction Project (Line 1)

Final Report Annexes

(Simple Binding)

SAP

JR

12-040

April 2012

Japan International Cooperation Agency

Japan Transportation Consultants, Inc. Japan Railway Technical Service

JR East Consultants Co., Ltd. The Japan Electrical Consulting Co. Ltd

Socialist Republic of Vietnam Vietnam Railways

Annexes

Annex 1 Transport Related Data Annex 2 Comparisons of items requiring adjustments and corrections in Phase 2a FS Report Annex 3 Train operation plan data Annex 4 Structural Profile of Phase 2a Section Annex 5 Safety and Quality Control System Checklist Annex 6 Analyses of Factors for Construction Cost Increase (Comparison between Phase 1

FS and Design by JKT) (This part was deleted to disclose information in certain period) Annex 7 Number of Staff Required in Urban Railway Annex 8 Method of Fare Setup of Other Urban Railway Lines Annex 9 Economic Evaluation: Phase 1 + 2a Annex 10 Financial Evaluation Annex 11 Data used to compute: Economic and Financial Analysis of Phase 1 + 2a + 2b Annex 12 Main Part of EIA Report (English) Annex 13 RAP Framework (Draft) Annex 14 TOR (Draft) for the preparation of RAP

Annex 1 Transport Related Data

Annex 1 - 1

Annex 1 Transport Related Data

1. Distances between Stations 2. Passengers between Stations 3. Passenger-kilometer, Average Trip Length 4. Transport Mode Composition, Traffic Volume, Annual Vehicle-km 5. Saving Times When the UMRT is Operated

Annex 1 - 2

1. Distances between Stations

Table 1-1 Distance OD Matrix (Unit: km)

Yen Vien Cau

Duong Duc

Giang Gia Lam

Long Bien Bac

Long bIen Nam

Ha Noi

Cong Vien

Thong Nhat

Bac Mai

Phuong Liet

Giap Bat

Hoang Liet

Van Dien

Vinh Quynh

Ngoc Hoi

Yen Vien 0.000 2.663 4.527 6.156 7.595 10.035 12.040 13.440 14.412 15.228 16.880 18.983 20.688 22.155 24.672

Cau Duong 2.663 0.000 1.864 3.493 4.932 7.372 9.377 10.777 11.749 12.565 14.217 16.320 18.025 19.492 22.009

Duc Giang 4.527 1.864 0.000 1.629 3.068 5.508 7.513 8.913 9.885 10.701 12.353 14.456 16.161 17.628 20.145

Gia Lam 6.156 3.493 1.629 0.000 1.439 3.879 5.884 7.284 8.256 9.072 10.724 12.827 14.532 15.999 18.516 Long Bien Bac

7.595 4.932 3.068 1.439 0.000 2.440 4.445 5.845 6.817 7.633 9.285 11.388 13.093 14.560 17.077

Long Bien Nam

10.035 7.372 5.508 3.879 2.440 0.000 2.005 3.405 4.377 5.193 6.845 8.948 10.653 12.120 14.637

Ha Noi 12.040 9.377 7.513 5.884 4.445 2.005 0.000 1.400 2.372 3.188 4.840 6.943 8.648 10.115 12.632 Cong Vien ThongNhat

13.440 10.777 8.913 7.284 5.845 3.405 1.400 0.000 0.972 1.788 3.440 5.543 7.248 8.715 11.232

Bac Mai 14.412 11.749 9.885 8.256 6.817 4.377 2.372 0.972 0.000 0.816 2.468 4.571 6.276 7.743 10.260

Phuong Liet 15.228 12.565 10.701 9.072 7.633 5.193 3.188 1.788 0.816 0.000 1.652 3.755 5.460 6.927 9.444

Giap Bat 16.880 14.217 12.353 10.724 9.285 6.845 4.840 3.440 2.468 1.652 0.000 2.103 3.808 5.275 7.792

Hoang Liet 18.983 16.320 14.456 12.827 11.388 8.948 6.943 5.543 4.571 3.755 2.103 0.000 1.705 3.172 5.689

Van Dien 20.688 18.025 16.161 14.532 13.093 10.653 8.648 7.248 6.276 5.460 3.808 1.705 0.000 1.467 3.984

Vinh Quynh 22.155 19.492 17.628 15.999 14.560 12.120 10.115 8.715 7.743 6.927 5.275 3.172 1.467 0.000 2.517

Ngoc Hoi 24.672 22.009 20.145 18.516 17.077 14.637 12.632 11.232 10.260 9.444 7.792 5.689 3.984 2.517 0.000

Source: JKT Team

2. Passengers between Stations

Table 1-2 Passenger OD Matrix in 2020 (Phase-1 Only) (Unit: Trip/day)

Yen Vien

Cau Duong

Duc Giang

Gia Lam

Long Bien Bac

Long bIen Nam

Ha Noi

Cong Vien

Thong Nhat

Bac Mai

Phuong Liet

Giap Bat

Hoang Liet

Van Dien

Vinh Quynh

Ngoc Hoi

Total

Yen Vien 0

Cau Duong 0

Duc Giang 0

Gia Lam 0 16 14,863 16,641 7,374 1,253 667 1,541 42,355 Long Bien Bac

17 0 744 1,965 878 114 62 146 3,926

Long bIen Nam

9,056 788 0 2,187 1,385 839 452 1,271 15,978

Ha Noi 16,031 2,048 1,990 0 1,312 1,276 688 333 23,678 Cong Vien ThongNhat

4,932 636 820 1,057 0 438 204 1,049 9,136

Bac Mai 747 95 556 1,079 623 0 33 178 3,311

Phuong Liet 400 54 335 618 318 35 0 95 1,855

Giap Bat 1,373 145 1,261 371 1,602 238 110 0 5,100

Hoang Liet 0

Van Dien 0

Vinh Quynh 0

Ngoc Hoi 0

Total 0 0 0 32,556 3,782 20,569 23,918 13,492 4,193 2,216 4,613 0 0 0 0 105,339

Source: HAIMUD Study team

Annex 1 - 3

Table 1-3 Passenger OD Matrix in 2020 (Phase 1+2a) (Unit: Trip/day)

Source: HAIMUD Study team

Table 1-4 Passenger OD Matrix in 2030 (Phase-1+2a) (Unit: Trip/day)

Source: JKT Team

Yen Vien

Cau Duong

Duc Giang

Gia Lam

Long Bien Bac

Long bIen Nam

Ha Noi

Cong Vien

Thong Nhat

Bac Mai

Phuong Liet

Giap Bat

Hoang Liet

Van Dien

Vinh Quynh

Ngoc Hoi Total

Yen Vien 0

Cau Duong 0

Duc Giang 0

Gia Lam 0 16 14,863 16,641 7,374 1,253 667 1,541 602 937 1,331 787 46,012

Long Bien

Bac 17 0 744 1,965 878 114 62 146 42 122 159 120 4,369

Long bIen

Nam 9,056 788 0 2,187 1,385 839 452 1,271 1,665 1,838 2,593 12,358 34,432

Ha Noi 16,031 2,048 1,990 0 1,312 1,276 688 333 1,693 1,110 1,599 2,268 30,348

Cong Vien

ThongNhat 4,932 636 820 1,057 0 438 204 1,049 5,900 2,796 3,694 6,210 27,736

Bac Mai 747 95 556 1,079 623 0 33 178 808 46 863 1,304 6,332

Phuong Liet 400 54 335 618 318 35 0 95 470 25 494 704 3,548

Giap Bat 1,373 145 1,261 371 1,602 238 110 0 697 311 465 8,250 14,823

Hoang Liet 611 68 1,563 1,713 5,803 825 488 558 0 46 57 352 12,084

Van Dien 1,172 166 1,870 1,286 3,442 788 22 379 55 0 13 24 9,217

Vinh Quynh 1,702 230 2,661 1,849 4,647 1,068 32 568 70 13 0 37 12,877

Ngoc Hoi 1,173 395 5,258 1,107 6,858 3,392 1,793 9,851 674 9 14 0 30,524

Total 0 0 0 37,214 4,641 31,921 29,873 34,242 10,266 4,551 15,969 12,676 7,253 11,282 32,414 232,302

Yen Vien

Cau Duong

Duc Giang

Gia Lam

Long Bien Bac

Long bIen Nam

Ha Noi

Cong Vien

Thong Nhat

Bac Mai

Phuong Liet

Giap Bat

Hoang Liet

Van Dien

Vinh Quynh

Ngoc Hoi Total

Yen Vien 0

Cau Duong 0

Duc Giang 0

Gia Lam 0 23 20,715 23,193 10,277 1,747 930 2,148 839 1,306 1,855 1,097 64,130

Long Bien

Bac 24 0 1,036 2,739 1,224 159 86 204 58 170 221 167 6,088

Long bIen

Nam 12,622 1,098 0 3,047 1,930 1,169 630 1,771 2,321 2,562 3,613 17,224 47,987

Ha Noi 22,342 2,854 2,773 0 1,829 1,778 958 464 2,359 1,547 2,229 3,160 42,293

Cong Vien

ThongNhat 6,874 887 1,142 1,474 0 611 285 1,462 8,223 3,896 5,148 8,655 38,657

Bac Mai 1,041 132 776 1,504 868 0 45 248 1,126 64 1,202 1,818 8,824

Phuong Liet 557 75 466 861 444 48 0 132 655 35 688 981 4,942

Giap Bat 1,914 202 1,758 516 2,232 332 153 0 971 433 648 11,498 20,657

Hoang Liet 852 94 2,178 2,387 8,088 1,150 680 778 0 64 79 491 16,841

Van Dien 1,633 231 2,606 1,792 4,797 1,098 31 528 77 0 18 33 12,844

Vinh Quynh 2,372 321 3,709 2,577 6,476 1,488 45 792 98 18 0 52 17,948

Ngoc Hoi 1,635 550 7,327 1,543 9,557 4,728 2,499 13,729 939 13 20 0 42,540

Total 0 0 0 51,866 6,467 44,486 41,633 47,722 14,308 6,342 22,256 17,666 10,108 15,721 45,176 323,751

Annex 1 - 4

3. Passenger-kilometer, Average Trip Length

Passenger-km is calculated by multiplying Distance OD Matrix and Passenger OD Matrix in 2020 and 2030. After that, Passengers and Passenger-km in 2040 and 2050 is calculated by using extrapolation method. Average trip length is calculated by dividing total of passenger-km by total of passengers.

Table 1-5 Passenger-km, Average Trip Length

Year 2020 Year 2030 Year 2040 Year 2050 Phase-1 only Phase-1+2a

Passengers(000 trip/day) 105 232 324 451 629 Passenger-km (000 trip-km/day) 540 1,797 2,505 3,491 4,865 Average trip length (km) 5.1 7.7 7.7 7.7 7.7

Source: JICA Survey Team

4. Transport Mode Composition, Traffic Volume, Annual Vehicle-km

Actual transport mode composition in 2005 and estimated composition in 2020 when the UMRT will not be developed are described in the HAIMUD Report. (See Fig. 2-2 Change in Transport Mode Composition, Main Report) Subsequent composition after the 2030 is calculated by using the above two data. Table 1-6 Transition of 5 Transport Mode Compositions

(Unit: %)

2005 2020 2030 2040 2050 Bicycle 27.7 3.8 3.0 3.0 3.0Motorcycle 59.7 58.6 50.6 44.0 38.9 Car 4.0 19.5 26.1 30.9 34.8 Bus 7.4 14.5 16.8 18.4 19.7 Others 1.2 3.6 3.6 3.6 3.6Total 100.0 100.0 100.0 100.0 100.0

Source: JICA Survey Team

Fig. 1-1 Transition of 5 Transport Mode Compositions

After that, motorcycle, car and bus share are adjusted that the total becomes 100%.

010203040506070

2000 2010 2020 2030 2040 2050 2060

Bicycle Bike Car Bus Others

Source: JICA Survey Team

Annex 1 - 5

Table 1-7 Transition of 3 Transport Mode Compositions (Unit: %)

2020 2030 2040 2050 Motorcycle 63.3 54.2 47.1 41.6Car 21.1 27.9 33.1 37.3Bus 15.7 17.9 19.7 21.1Total 100.0 100.0 100.0 100.0

Source: JICA Survey Team

Numbers of passengers by the alternative modes when the UMRT does not exist are calculated by using the Table 1-7.

Table 1-8 Transition of Number of Passengers by 3 Transport Modes (Unit:1,000 trips/day)

2020 2030 2040 2050

Passengers 232 324 451 629

Alternative Mode

Motorcycle 147 176 213 262

Car 49 90 149 234

Bus 36 58 89 133

Source: JICA Survey Team

In addition, the numbers of passengers are converted in the numbers of vehicles by using the average number of passengers by modes.

Table 1-9 Number of Passengers by Transport Modes

(Unit: Passengers/vehicle)

Vehicle Type Motorcycle Car Bus Average number of passengers

1.36 2.02 30.0

Source: HAIDEP (2007)

Table 1-10 Transition of Number of Traffic Volume by Transport Modes

(Unit: 1000 Vehicles/day)

2020 2030 2040 2050

Motorcycle 108 129 157 193

Car 24 45 74 116

Bus 1.2 1.9 3.0 4.4

Source: JICA Survey Team

Total of vehicle-km is calculated by multiplying the traffic volume, average trip length and 365 days/year.

Annex 1 - 6

Table 1-11 Transition of Vehicle-km by Transport Modes

(Unit: Million Vehicle-km/day)

2020 2030 2040 2050

Motorcycle 305.5 364.5 441.5 543.4

Car 69.6 126.3 208.9 328.0

Bus 3.4 5.5 8.4 12.5 Note: The number is calculated on the EXCEL sheet. Therefore, some differs appears from the number calculated with the calculator because of the round off.

Source: JICA Survey Team

Saving cost for vehicle operation when the UMRT doesn’t exist is determined by multiplying the above result and vehicle operation cost (VOC) by each transport mode.

5. Saving Times When the UMRT is Operated According to HAIMUD, it is forecasted that the average speed will become 9.4 km/h in 2020, when the only predetermined projects (Do something case) will be executed. Assuming the speed ratio by each mode is as below.

Motorcycle: Car: Bus = 1.5: 1.0: 0.8. Assuming the average speed will be decreased by 10% in each 10 years.

Table 1-12 Average speed when the UMRT doesn’t exist (Unit: km/h)

2020 2030 2040 2050 Average Speed 9.4 8.5 7.6 6.8

Source: JICA Survey Team

Average speed by each transport mode is calculated as below.

Table 1-13 Average Speed by Transport Mode by Year (Unit: km/h)

2020 2030 2040 2050 Motorcycle 11.0 10.3 9.6 8.8Car 7.3 6.8 6.4 5.9Bus 5.8 5.5 5.1 4.7UMRT 1/ 30.4

Source: JICA Survey Team 1/：TRICC F/S Report

Annex 1 - 7

Driving times for the 7.7 km of average trip length by the transport mode are as follows.

Table 1-14 Average Travel Time by Transport Modes (Unit: hour)

2020 2030 2040 2050 Motorcycle 0.70 0.75 0.81 0.88Car 1.06 1.14 1.21 1.31Bus 1.33 1.41 1.52 1.65UMRT 0.26

Source: JICA Survey Team

Saving time by using UMRT will be as follows.

Table 1-15 Saving time by Transport Modes (Unit: hour/trip)

2020 2030 2040 2050 Motorcycle 0.44 0.49 0.55 0.62Car 0.80 0.88 0.95 1.05Bus 1.07 1.15 1.26 1.39

Source: JICA Survey Team

Annual saving time will be as follows.

Table 1-16 Annual Saving Time by Transport Modes (Unit: 1000 hour/year)

2020 2030 2040 2050 Motorcycle 24,100 31,822 42,790 59,670Car 14,414 29,133 52,046 90,513Bus 14,375 24.381 40,977 67,422Total 52,889 85,336 135,813 217,065

Note: The number is calculated on the EXCEL sheet. Therefore, some differs appears from the number calculated with the calculator because of the round off.

Source: JICA Survey Team

Annex 2 Comparisons of items requiring adjustments and

corrections in Phase 2a FS Report

Annex 2 - 1

Annex 2 Comparisons of items requiring adjustments and corrections in Phase 2a FS Report

1. Vehicle design specifications 2. Train operation plan 3. Civil engineering structures

4. Automatic Fair Collection system (AFC) 5. Power supply 6. Signaling and communications

Annex 2- 2

1.

Vehi

cle

desi

gn sp

ecifi

catio

ns

1)

Rev

iew

s of s

peci

ficat

ions

and

stan

dard

s B

ased

on

the

Phas

e 2a

FS,

JKT’

s pro

posa

ls, a

nd th

e M

inis

teria

l Ord

inan

ce to

Pro

vide

the

Tech

nica

l Sta

ndar

d on

Rai

lway

of t

he M

inis

try o

f Lan

d,

Infr

astru

ctur

e, T

rans

port

and

Tour

ism

of J

apan

, fro

m v

iew

poin

ts o

f rai

lway

ope

ratio

ns, a

nd se

cure

men

t of p

asse

nger

safe

ty, w

e re

view

ed sp

ecifi

catio

ns a

nd

stan

dard

s for

rolli

ng st

ock

gaug

es, r

ollin

g st

ock

wei

ght,

railc

ar d

rivin

g eq

uipm

ent,

carb

ody

stru

ctur

es a

nd ra

ilcar

equ

ipm

ent,

fire-

disa

ster

pre

vent

ion

mea

sure

s fo

r rai

lcar

s, an

d ro

lling

stoc

k m

aint

enan

ce. R

esul

ts o

f the

revi

ews a

re in

dica

ted

in T

able

1-1

.

Tabl

e 1-

1 R

evie

wed

item

s and

thei

r res

ults

for s

peci

ficat

ions

and

stan

dard

s of v

ehic

le d

esig

n sp

ecifi

catio

ns

Item

C

heck

poi

nt

Com

plia

nce

to m

inis

trial

ord

ers

App

licat

ions

to

othe

r reg

ulat

ions

1.

Rol

ling

stock

gau

ge

Shou

ld n

ot e

xcee

d th

e ro

lling

stoc

k ga

uge.

C

ompl

ied.

R

ollin

g st

ock

gaug

e sp

ecifi

ed a

re in

dica

ted

in Ⅳ

.7.3

.1.

(N

ote)

Con

firm

atio

n of

pro

cedu

res f

or e

stab

lishm

ent o

f pla

tform

sh

orte

ning

lim

it (C

hapt

er 4

-110

)

Rai

lway

Tec

hnic

al

Cod

e of

Vie

tnam

22

TCN

340-

05

2. R

ollin

g st

ock

wei

ght e

tc.

Lim

its f

or

track

s and

st

ruct

ures

Do

not l

oad

effe

cts

grea

ter t

han

dura

bilit

y of

the

track

s and

st

ruct

ures

. C

ompl

ied.

D

urab

ility

of t

rack

s: se

t to

be a

xle

load

of a

loco

mot

ive

to h

aul

pass

enge

r car

s.

Elec

tric

train

s usu

ally

em

ploy

mul

tiple

-uni

t sys

tem

s and

axl

e lo

ad is

smal

l. M

ax. a

xle

load

is 1

8 to

n/ax

le (C

hapt

er 4

-109

).

Stab

ility

Se

curin

g sa

fe a

nd st

able

ope

ratio

ns w

ith a

ssum

ed d

rivin

g co

nditi

ons.

C

ompl

ied.

D

esig

n co

mpl

ied

with

Japa

nese

STR

ASY

A.

Max

. spe

ed fo

r the

line

: 120

km

/h

Max

. spe

ed fo

r the

veh

icle

: 120

km/h

(C

hapt

er 3

-1, C

hapt

er 4

-109

)

Stru

ctur

es to

pre

vent

ove

rturn

of a

trai

n w

hen

stop

ping

on

a cu

rbed

tra

ck.

C

ompl

ied.

C

arbo

dy w

idth

: 338

0mm

, whi

ch is

pro

ven

in Ja

pan.

(C

hapt

er 4

-108

)

3. R

ailc

ar d

rivin

g eq

uipm

ent

etc.

Rai

lcar

driv

ing

equi

pmen

t W

heel

s sho

uld

not d

amag

e tra

cks.

C

ompl

ied.

D

esig

n co

mpl

ied

with

Japa

nese

STR

ASY

A . (

Cha

pter

4-1

09)

Arr

ange

men

ts o

f whe

el a

xis s

houl

d pa

ss m

inim

um c

urve

radi

us

with

out t

roub

le.

Com

plie

d.

Min

imum

radi

us:

Tr

ack

: mai

n lin

e: 2

50m

; Dep

ot: 1

00m

R

ollin

g st

ock:

mai

n lin

e: 1

50m

; Dep

ot: 1

00m

Fron

t sec

tion

of th

e le

ad ra

ilcar

shou

ld e

limin

ate

obst

acle

s on

rail

top

surfa

ces.

C

ompl

ied.

Annex 2- 3

Item

C

heck

poi

nt

Com

plia

nce

to m

inis

trial

ord

ers

App

licat

ions

to

othe

r reg

ulat

ions

R

unni

ng g

ears

shou

ld b

e rig

id w

ith e

noug

h st

reng

th a

nd se

cure

safe

an

d st

able

ope

ratio

ns.

Com

plie

d.

Pow

er

gene

ratio

n eq

uipm

ent

Ada

pted

to fa

cilit

ies a

nd sh

ould

be

bear

able

for o

pera

tions

. C

ompl

ied.

Elec

tric

faci

litie

s for

el

ectri

c ci

rcui

ts

Thos

e w

ithou

t ris

k of

insu

latio

n br

eakd

own,

ele

ctrif

icat

ion

or f

ire

disa

ster

due

to m

ixed

mel

ting

C

ompl

ied.

Do

not h

ave

effe

cts o

n ot

her e

lect

ric fa

cilit

ies

for r

ailw

ay

oper

atio

ns d

ue to

failu

res b

y in

duct

ion

effe

cts.

C

ompl

ied.

Cur

rent

col

lect

ors s

houl

d ha

ve a

com

plia

nce

char

acte

ristic

to

over

head

con

tact

line

s.

Com

plie

d.

Pant

ogra

phs s

houl

d be

abl

e to

be

low

ered

all

toge

ther

from

the

crew

cab

in.

Com

plie

d.

Whe

n lo

wer

ing

the

pant

ogra

phs,

ther

e sh

ould

be

no ri

sk o

f cau

sing

fir

e di

sast

er d

ue to

arc

ing.

Com

plie

d.

Mak

e su

re th

at th

ere

wou

ld b

e no

risk

of c

ausi

ng b

urno

ut b

y ov

erhe

at d

ue to

cur

rent

surg

e.

Com

plie

d.

Aga

inst

ent

ry o

f abn

orm

al h

igh

volta

ge, s

afet

y of

circ

uits

shou

ld b

e se

cure

d.

Com

plie

d.

Rai

lcar

s ope

ratin

g in

sect

ions

with

hig

h vo

ltage

ove

rhea

d co

ntac

t lin

es sh

ould

be

forc

ed to

be

cut f

rom

ele

ctric

ity w

hen

ther

e is

ab

norm

ality

with

ove

rhea

d co

ntac

t lin

es.

Com

plie

d.

B

rake

syst

em

Sh

ould

be

able

to st

eadi

ly sl

ow d

own

train

s or s

top

the

train

s.

Com

plie

d.

R

ailc

ars i

n th

e tra

inse

t sho

uld

be in

terlo

cked

to b

e op

erat

ed fr

om

the

crew

cab

in fo

r bra

king

ope

ratio

ns.

Com

plie

d.

Mak

e su

re th

at v

ibra

tions

and

impu

lses

shou

ld n

ot in

terfe

re w

ith

brak

ing

oper

atio

ns.

Com

plie

d.

Shou

ld b

e ab

le to

exe

rt br

akin

g fo

rce

unin

terru

pted

ly.

Com

plie

d.

Sh

ould

be

auto

mat

ical

ly a

ctiv

ated

whe

n ra

ilcar

s in

the

train

set a

re

sepa

rate

d.

Com

plie

d.

Shou

ld b

e ab

le to

stop

trai

ns ra

pidl

y.

Com

plie

d.

Sh

ould

be

able

not

to st

art t

he tr

ain

whe

n st

oppi

ng fo

rce

cann

ot b

e se

cure

d or

ther

e is

risk

that

ther

e m

ight

be

troub

les w

ith b

raki

ng

forc

e, e

tc.

Com

plie

d.

Shou

ld b

e ab

le to

pre

vent

rolli

ng o

f rai

lcar

s on

stor

age

track

s and

m

ake

sure

that

vib

ratio

ns a

nd im

puls

es sh

ould

not

inte

rfere

with

br

akin

g op

erat

ions

.

Com

plie

d.

Shou

ld b

e eq

uipp

ed w

ith in

depe

nden

t bra

king

func

tions

to b

e us

ed

in a

cas

e of

a fa

ilure

of r

ollin

g pr

even

tion

equi

pmen

t for

trai

ns o

n st

orag

e tra

cks.

Com

plie

d.

4. C

arbo

dy

Car

body

C

arbo

dy st

ruct

ure

shou

ld b

e rig

id w

ith e

noug

h st

reng

th a

nd

Com

plie

d.

Annex 2- 4

Item

C

heck

poi

nt

Com

plia

nce

to m

inis

trial

ord

ers

App

licat

ions

to

othe

r reg

ulat

ions

st

ruct

ure

and

railc

ar

equi

pmen

t

stru

ctur

e

bear

able

for o

pera

tions

.

Stru

ctur

es o

f pa

ssen

ger

cabi

ns

Win

dow

s sho

uld

have

eno

ugh

stre

ngth

. Whe

n op

enin

g th

e w

indo

ws,

ther

e sh

ould

be

no ri

sk o

f tou

chin

g ot

her f

acili

ties e

tc.

and

of p

asse

nger

s fal

ling

from

the

win

dow

s.

Com

plie

d.

Pass

enge

r cab

ins s

houl

d be

abl

e to

con

duct

nec

essa

ry v

entil

atio

n.

Com

plie

d.

Sh

ould

be

equi

pped

with

nec

essa

ry li

ghtin

g fa

cilit

ies f

or n

ight

tim

e an

d tu

nnel

ope

ratio

ns a

nd n

eces

sary

brig

htne

ss sh

ould

be

secu

red

insi

de p

asse

nger

cab

ins f

or a

n em

erge

ncy.

Com

plie

d.

Ais

les s

houl

d be

safe

for s

moo

th p

assa

ges.

C

ompl

ied.

Seat

ing

and

stan

ding

spac

e fo

r pas

seng

ers s

houl

d be

secu

red

for

pass

enge

r saf

ety,

whi

le ta

king

trai

ns’ o

scill

atio

n in

to c

onsi

dera

tion.

C

ompl

ied.

Res

troom

s sho

uld

be e

quip

ped

as n

eede

d.

Com

plie

d.

Res

troom

s are

not

equ

ippe

d.

This

is a

n ur

ban

railw

ay. I

t can

be

assu

med

that

dis

tanc

es

betw

een

stat

ions

are

shor

t and

ride

tim

e fo

r pas

seng

ers i

s sho

rt.

Oth

er th

an a

bove

, pas

seng

ers s

houl

d be

abl

e to

use

pas

seng

er

cabi

ns sa

fely

. C

ompl

ied.

Stru

ctur

es o

f en

tranc

e an

d ex

it fo

r bo

ardi

ng a

nd

de-b

oard

ing

of

pass

enge

rs

Shou

ld b

e eq

uipp

ed w

ith a

utom

atic

doo

r ope

ratin

g eq

uipm

ent a

nd

shou

ld b

e ab

le to

secu

re sa

fe a

nd sm

ooth

boa

rdin

g an

d de

-boa

rdin

g of

pas

seng

ers.

Com

plie

d.

Aut

omat

ic d

oor o

pera

ting

equi

pmen

t sho

uld

be a

ble

to o

pen

and

clos

e do

ors s

imul

tane

ousl

y.

Com

plie

d.

Cre

ws s

houl

d be

abl

e to

con

firm

ope

ning

and

clo

sing

stat

us o

f the

au

tom

atic

doo

r ope

ratin

g eq

uipm

ent.

C

ompl

ied.

Trai

ns sh

ould

not

be

able

to st

art u

nles

s doo

rs a

re c

lose

d.

Com

plie

d.

D

oors

shou

ld b

e ab

le to

be

open

ed m

anua

lly in

an

emer

genc

y.

Com

plie

d.

St

ruct

ures

of

gang

way

doo

rs

and

gang

way

s

Shou

ld b

e eq

uipp

ed w

ith g

angw

ay d

oors

and

gan

gway

s so

that

pa

ssen

gers

can

safe

ly a

nd sm

ooth

ly w

alk.

C

ompl

ied.

Stru

ctur

es o

f em

erge

ncy

exits

Em

erge

ncy

exits

shou

ld b

e eq

uipp

ed, t

hrou

gh w

hich

pas

seng

ers

can

easi

ly a

nd su

rely

exi

t in

an e

mer

genc

y an

d w

hich

cre

ws c

an

easi

ly c

onfir

m o

peni

ng a

nd c

losi

ng st

atus

.

Com

plie

d.

Cou

plin

g de

vice

C

oupl

ing

devi

ce sh

ould

be

rigid

with

eno

ugh

stre

ngth

to b

ear

vibr

atio

ns a

nd im

puls

es, e

tc. a

nd to

sure

ly c

oupl

e bo

th ra

ilcar

s.

Com

plie

d.

Faci

litie

s of

crew

cab

ins

Cre

w c

abin

s for

ope

ratio

ns o

f tra

ins s

houl

d be

equ

ippe

d w

ith

nece

ssar

y fa

cilit

ies f

or tr

ain

oper

atio

ns su

ch a

s pow

er tr

actio

n co

ntro

l, br

akin

g co

ntro

l etc

.

Com

plie

d.

Cre

ws s

houl

d be

abl

e to

ope

rate

and

con

firm

eas

ily n

eces

sary

fa

cilit

ies f

or o

pera

tions

. C

ompl

ied.

Ope

ning

switc

hes f

or e

quip

men

t to

cont

rol t

rain

inte

rval

s and

C

ompl

ied.

Annex 2- 5

Item

C

heck

poi

nt

Com

plia

nce

to m

inis

trial

ord

ers

App

licat

ions

to

othe

r reg

ulat

ions

eq

uipm

ent t

o au

tom

atic

ally

dec

eler

ate

train

s sho

uld

not b

e ea

sily

op

erat

ed b

y cr

ews.

In

ner p

ress

ure

cont

aine

r, ot

her

pres

sure

supp

ly

sour

ce a

nd

acce

ssor

y

equi

pmen

t

Shou

ld b

e ab

le to

pre

vent

abn

orm

al ri

ses o

f pre

ssur

es.

Com

plie

d.

Sh

ould

be

able

to p

reve

nt lo

wer

ing

of fu

nctio

ns b

y m

oist

ure,

etc

. C

ompl

ied.

Shou

ld n

ot b

e da

mag

ed b

y vi

brat

ions

and

impu

lses

. C

ompl

ied.

Acc

essa

ry

equi

pmen

t fo

r ra

ilcar

s

Acc

essa

ry e

quip

men

t sho

uld

not b

e in

stal

led

if th

ere

is ri

sk o

f el

ectri

ficat

ion

of p

asse

nger

s if p

asse

nger

s go

outs

ide

the

train

s or i

f th

ere

is ri

sk o

f cau

sing

inte

rfere

nce

to sa

fety

of p

asse

nger

s.

Com

plie

d.

Sign

dev

ices

shou

ld b

e ab

le fo

r cre

ws t

o su

rely

exc

hang

e si

gns

mut

ually

. C

ompl

ied.

Aud

io c

omm

unic

atio

n de

vice

s sho

uld

be a

ble

for c

rew

s to

mut

ual

and

smoo

thly

talk

to e

ach

othe

r.

Com

plie

d.

Air

whi

stle

shou

ld b

e la

rge

enou

gh fo

r war

ning

of d

ange

r, et

c.

C

ompl

ied.

On-

boar

d br

oadc

astin

g eq

uipm

ent s

houl

d be

abl

e to

bro

adca

st to

all

pass

enge

r cab

ins.

C

ompl

ied.

Emer

genc

y w

arni

ng e

quip

men

t sho

uld

be a

ble

for p

asse

nger

s to

easi

ly n

otify

cre

ws i

n an

em

erge

ncy.

C

ompl

ied.

Emer

genc

y st

op e

quip

men

t sho

uld

be a

ble

for p

asse

nger

s to

easi

ly

stop

trai

ns in

an

emer

genc

y.

Com

plie

d.

Mar

ker l

ight

shou

ld b

e ab

le to

con

firm

the

train

’s d

irect

ion

of

trave

ling

from

bot

h fro

nt a

nd b

ack

of th

e tra

in a

t nig

ht.

Com

plie

d.

Sign

ages

of

rolli

ng st

ock

To

be

able

to id

entif

y ro

lling

stoc

k et

c., s

igna

ge sh

ould

incl

ude

nece

ssar

y in

dica

tions

. C

ompl

ied.

5. F

ire-d

isas

ter

prev

entio

n m

easu

res f

or

rolli

ng st

ock

Fire

-dis

aste

r pr

even

tion

mea

sure

s for

ro

lling

stoc

k

Elec

tric

cabl

es fo

r rol

ling

stoc

k sh

ould

be

able

to p

reve

nt

occu

rren

ce o

f fire

dis

aste

r due

to m

ixed

mel

ting

and

heat

ge

nera

tion

of d

evic

es.

Com

plie

d.

Dev

ices

with

risk

of g

ener

atin

g ar

c or

hea

t sho

uld

be e

quip

ped

with

pr

oper

pro

tect

ive

mea

sure

s.

Com

plie

d.

Car

body

shou

ld e

mpl

oy st

ruct

ures

and

mat

eria

ls to

pre

vent

ex

pect

ed o

ccur

renc

e an

d sp

read

ing

of fi

re d

isas

ter.

C

ompl

ied.

Shou

ld b

e eq

uipp

ed w

ith fa

cilit

ies t

o ex

tingu

ish

fire

disa

ster

at i

ts

initi

al st

age

if it

occu

rs.

Com

plie

d.

Func

tions

of

equi

pmen

t in

pow

er fa

ilure

Equi

pmen

t to

secu

re sa

fety

of o

pera

tions

and

pas

seng

ers s

houl

d fu

nctio

n fo

r a c

erta

in ti

me

perio

d ev

en w

hen

maj

or p

ower

supp

ly is

cu

t.

Com

plie

d.

6. R

ollin

g st

ock

mai

nten

ance

In

spec

tions

and

te

st d

rivin

g of

ne

wly

New

ly m

anuf

actu

red

or p

urch

ased

rolli

ng st

ock

and

rem

odel

ed o

r re

paire

d ro

lling

stoc

k ca

nnot

be

used

with

out i

nspe

ctio

ns a

nd te

st

driv

ing.

Com

plie

d.

(Exi

stin

g ra

ilway

s em

ploy

this

met

hod.

HU

RC

-1 is

a p

lan

poss

esse

d by

exi

stin

g ra

ilway

s.)

Annex 2- 6

Item

C

heck

poi

nt

Com

plia

nce

to m

inis

trial

ord

ers

App

licat

ions

to

othe

r reg

ulat

ions

m

anuf

actu

red

railc

ars,

etc.

W

hen

usin

g ro

lling

stoc

k de

raile

d or

und

erw

ent o

ther

ope

ratio

nal

acci

dent

s, th

ose

susp

ecte

d of

failu

res,

and

thos

e su

spen

ded

of u

sage

m

ust g

o th

roug

h in

spec

tions

and

test

driv

ing

befo

reha

nd a

nd a

s ne

eded

.

Com

plie

d.

(Exi

stin

g ra

ilway

s em

ploy

this

met

hod.

HU

RC

-1 is

a p

lan

poss

esse

d by

exi

stin

g ra

ilway

s.)

Insp

ectio

ns o

f th

e m

ain

line

and

train

s on

the

mai

n lin

e

Dep

endi

ng o

f kin

ds a

nd o

pera

tiona

l sta

tus,

train

s are

requ

ired

to

insp

ect m

ajor

com

pone

nts o

f rol

ling

stoc

k.

Com

plie

d.

(Exi

stin

g ra

ilway

s em

ploy

this

met

hod.

HU

RC

-1 is

a p

lan

poss

esse

d by

exi

stin

g ra

ilway

s.)

Reg

ular

in

spec

tions

of

rolli

ng st

ock

Dep

endi

ng o

n ki

nds,

stru

ctur

es a

nd u

sage

stat

us, r

egul

ar

insp

ectio

ns sh

ould

be

cond

ucte

d by

spec

ifyin

g lo

catio

ns re

quiri

ng

regu

lar i

nspe

ctio

ns a

nd m

etho

ds a

nd in

spec

tion

cycl

es.

Com

plie

d.

Kin

ds o

f ins

pect

ions

and

Japa

nese

stan

dard

s fro

m 2

001

desc

ribed

in

Ⅳ.7

.9 o

f re

port

FS2a

.

As f

or it

ems r

elat

ed to

regu

lar i

nspe

ctio

ns, a

n of

fice

in c

harg

e sh

ould

be

clar

ified

. G

uida

nce

requ

ired.

Su

ppor

t in

tech

nolo

gy tr

ansf

er fo

r ins

pect

ions

is n

eces

sary

.

Rec

ord

W

hen

cond

uctin

g in

spec

tions

, rem

odel

ing,

repa

ir or

reco

nditi

onin

g of

rolli

ng st

ock,

reco

rds s

houl

d be

form

ulat

ed a

nd sa

ved.

G

uida

nce

requ

ired.

Su

ppor

t in

tech

nolo

gy tr

ansf

er fo

r ins

pect

ions

is n

eces

sary

.

Annex 2- 7

2) C

onfir

mat

ion

to g

uara

ntee

alig

nmen

t with

Pha

se 1

sect

ion

of v

ehic

le d

esig

n sp

ecifi

catio

ns

Con

firm

atio

n to

gua

rant

ee a

lignm

ent w

ith P

hase

1 se

ctio

n re

late

d to

veh

icle

des

ign

spec

ifica

tions

shou

ld b

e co

nduc

ted

by fo

llow

ing

the

follo

win

g 2

poin

ts.

Spec

ific

cont

ents

con

firm

ed a

re in

dica

ted

in T

able

1-2

.

No.

of r

equi

red

railc

ars a

ccom

pani

ed b

y ch

ange

s in

dem

and

fore

cast

Rol

ling

stoc

k m

aint

enan

ce c

ondu

cted

for P

hase

1 se

ctio

n

Ta

ble

1-2

Item

s con

firm

ed a

nd th

eir r

esul

ts to

gua

rant

ee a

lignm

ent w

ith th

e Ph

ase

1 se

ctio

n of

veh

icle

des

ign

spec

ifica

tions

Ite

m

Phas

e 1

Phas

e 2a

N

o. o

f car

s in

train

set

Ther

e ar

e di

ffer

ence

s bet

wee

n JK

T Pl

an a

nd P

hase

2a

FS.

Ther

e ar

e di

ffer

ence

s bet

wee

n JK

T Pl

an a

nd P

hase

2a

FS.

No.

of r

equi

red

railc

ars b

y tim

e po

int

Com

plie

d.

Com

plie

d.

Insp

ectio

n sy

stem

s for

ro

lling

stoc

k

Com

plie

d w

ith d

escr

iptio

n in

the

JKT

Plan

. N

ot in

dica

ted

in P

hase

2a

FS.

Test

driv

ing

for r

ollin

g st

ock

C

ompl

ied

with

des

crip

tion

in th

e JK

T Pl

an.

Not

indi

cate

d in

Pha

se 2

a FS

.

Reg

ular

insp

ectio

ns fo

r ro

lling

stoc

k

Com

plie

d w

ith d

escr

iptio

n in

the

JKT

Plan

. N

ot in

dica

ted

in P

hase

2a

FS.

Insp

ectio

ns re

cord

for

rolli

ng st

ock

N

ot in

dica

ted.

N

ot in

dica

ted

in P

hase

2a

FS. S

uppo

rt in

tech

nolo

gy tr

ansf

er fo

r in

spec

tions

is n

eces

sary

.

Annex 2- 8

3) N

eces

sary

adj

ustm

ents

and

cor

rect

ions

for f

inal

izat

ion

of th

e Ph

ase

2a F

S R

epor

t Si

nce

Phas

e 2a

FS

is d

iver

ged

from

the

JKT

Plan

as i

ndic

ated

bel

ow, f

or fi

naliz

atio

n of

the

repo

rt, a

djus

tmen

ts a

nd c

orre

ctio

ns a

re n

eces

sary

. Ta

ble

1-3:

Item

s req

uirin

g ad

just

men

ts a

nd c

orre

ctio

ns

Annex 2- 9

2.

Trai

n op

erat

ion

plan

1)

Rev

iew

s of s

peci

ficat

ions

and

stan

dard

s B

ased

on

the

Phas

e 2a

FS

Rep

ort,

JKT’

s pro

posa

ls, a

nd th

e M

inis

teria

l Ord

inan

ce to

Pro

vide

the

Tech

nica

l Sta

ndar

d on

Rai

lway

by

the

Min

istry

of L

and,

In

fras

truct

ure,

Tra

nspo

rt an

d To

uris

m o

f Jap

an, f

rom

vie

wpo

ints

of s

ecur

ing

safe

ty o

f rai

lway

ope

ratio

ns a

nd p

asse

nger

s, w

e re

view

ed sp

ecifi

catio

ns a

nd

stan

dard

s for

load

ing

limits

for r

ailc

ars,

train

ope

ratio

ns, t

rain

driv

ing,

and

railw

ay si

gnal

s. R

esul

ts o

f the

revi

ews a

re in

dica

ted

in T

able

2-1

.

Tabl

e 2-

1 R

evie

wed

item

s and

resu

lts o

f spe

cific

atio

ns a

nd st

anda

rds f

or th

e tra

in o

pera

tion

plan

Item

C

heck

poi

nt

Com

plia

nce

to m

inis

trial

ord

ers

App

licat

ion

of o

ther

re

gula

tions

１． L

oadi

ng

limits

etc

. Lo

adin

g lim

its

etc.

for

railc

ars

Max

. loa

d ca

paci

ty o

f the

railc

ar sh

ould

not

be

exce

eded

. C

ompl

ied.

(B

y ta

king

rolli

ng st

ock

wei

ght i

nto

cons

ider

atio

n, tr

acks

and

ci

vil e

ngin

eerin

g ar

e de

sign

ed.)

Frei

ght s

houl

d no

t be

load

ed e

xcee

ding

the

rolli

ng st

ock

gaug

e.

Com

plie

d.

(Sam

e as

abo

ve)

Indi

catio

n fo

r lo

adin

g of

ha

zard

ous

mat

eria

ls

Rol

ling

stock

with

load

s of h

azar

dous

mat

eria

ls sh

ould

indi

cate

cl

early

that

it is

car

ryin

g ha

zard

ous m

ater

ials

at p

lace

s whe

re

visi

ble

on it

s car

body

.

No

appl

icab

le it

em in

clud

ed.

(The

y ar

e ex

clus

ive

track

s for

pas

seng

er tr

ains

and

frei

ght t

rain

s do

not

ope

rate

.)

２． T

rain

op

erat

ion

s

Max

. No.

of

railc

ars t

o be

co

uple

d as

a

train

set e

tc.

Max

. No.

of r

ailc

ars t

o be

cou

pled

as a

trai

nset

shou

ld

acco

mm

odat

e ro

lling

stoc

k pe

rform

ance

, stru

ctur

es a

nd st

reng

th

and

cond

ition

s of f

acili

ties.

Com

plie

d.

(By

taki

ng U

T an

d N

IT tr

ains

into

con

sider

atio

n, it

is d

esig

ned.

)

Whe

n co

uplin

g ra

ilcar

s with

load

s of h

azar

dous

mat

eria

ls,

appr

opria

te m

easu

res m

ust b

e ta

ken

to k

eep

pass

enge

rs a

nd c

rew

s fro

m d

ange

r.

No

appl

icab

le it

em in

clud

ed.

(The

y ar

e ex

clus

ive

track

s for

pas

seng

er tr

ains

and

frei

ght t

rain

s do

not

ope

rate

.)

Bra

king

of

train

s

Bra

king

shou

ld b

e ac

tivat

ed fo

r all

inte

rlock

ed ra

ilcar

s and

sh

ould

be

auto

mat

ical

ly a

ctiv

ated

whe

n a

railc

ar is

sepa

rate

d fro

m th

e tra

in.

Com

plie

d.

(By

taki

ng U

T an

d N

IT tr

ains

into

con

sider

atio

n, it

is d

esig

ned.

)

Bra

king

forc

e of

trai

ns

Bra

king

forc

e sh

ould

pos

sess

eno

ugh

capa

city

dep

endi

ng o

n sl

opes

and

ope

ratio

nal s

peed

s of t

he tr

acks

. C

ompl

ied.

(B

y ta

king

UT

and

NIT

trai

ns in

to c

onsid

erat

ion,

it is

des

igne

d.)

Bou

ndar

y of

de

pots

If

train

ope

ratio

nal h

andl

ing

met

hods

are

diff

eren

t for

insi

de a

nd

outs

ide

of th

e de

pots

, the

bou

ndar

y sh

ould

be

indi

cate

d bo

th

insi

de a

nd o

utsid

e th

e de

pots

.

Com

plie

d.

(Yar

d si

gnal

s are

set a

s a b

ound

ary

to in

dica

te in

side

and

outs

ide

of d

epot

s.)

Driv

ing

on th

e m

ain

line

outs

ide

the

depo

ts

Rai

lcar

s m

ust n

ot b

e dr

iven

on

the

mai

n lin

e ou

tsid

e th

e de

pots

un

less

they

are

cou

pled

as a

trai

n.

Com

plie

d.

(By

taki

ng U

T an

d N

IT tr

ains

into

con

sider

atio

n, it

is d

esig

ned.

)

Annex 2- 10

Item

C

heck

poi

nt

Com

plia

nce

to m

inis

trial

ord

ers

App

licat

ion

of o

ther

re

gula

tions

Ti

me

for t

rain

op

erat

ions

Tr

ain

oper

atio

ns sh

ould

be

cond

ucte

d by

setti

ng d

epar

ture

tim

e fro

m d

epot

s, pa

ssag

e tim

e, a

rriv

al ti

me

etc.

, as n

eede

d.

Com

plie

d.

(By

taki

ng e

xist

ing

NIT

trai

ns in

to c

onsi

dera

tion,

it is

des

igne

d.)

In c

ase

of tr

ain

oper

atio

n di

srup

tions

, rai

lway

ope

rato

rs m

ust t

ry

to re

cove

r its

orig

inal

ope

ratio

nal s

ched

ule.

Com

plie

d.

(By

taki

ng e

xist

ing

NIT

trai

ns in

to c

onsi

dera

tion,

it is

des

igne

d.)

Prev

entio

n of

ac

cide

nts i

n tra

in

depa

rture

s

Whe

n cr

ews r

ecog

nize

that

pas

seng

ers a

re p

inch

ed b

etw

een

door

s or p

asse

nger

s are

in d

ange

r, cr

ews m

ust n

ot st

art t

he tr

ain.

C

ompl

ied.

(U

T ha

s a st

ruct

ure

to a

llow

dep

artu

re o

f tra

ins a

fter c

losi

ng

auto

mat

ic d

oors

. NIT

ass

igns

cre

ws a

t eac

h do

or a

nd m

akes

sure

th

at p

asse

nger

s are

safe

in c

oalit

ion

with

stat

ions

cre

ws.)

Secu

ring

safe

ty

betw

een

train

s

To se

cure

safe

ty o

f pas

seng

ers,

train

s mus

t be

oper

ated

by

follo

win

g ei

ther

one

of t

he fo

llow

ing

oper

atio

nal m

etho

ds.

(1)

Blo

ckin

g m

etho

d

(2)

Met

hods

to se

cure

trai

n in

terv

als b

y eq

uipm

ent

(3)

Met

hods

with

cre

ws d

rivin

g m

otiv

e po

wer

car

s che

ckin

g vi

sibi

lity

of th

e tra

in in

fron

t of i

t and

nec

essa

ry c

ondi

tions

fo

r saf

e tra

in o

pera

tions

Com

plie

d.

(Blo

ckin

g m

etho

d is

em

ploy

ed.)

A po

sitio

n fo

r dr

ivin

g of

tra

ins

Cre

ws o

pera

ting

mot

ive

pow

er c

ars m

ust d

rive

the

train

at t

he

front

of t

he le

ad se

ctio

n of

the

train

. C

ompl

ied.

(B

oth

UT

and

NIT

em

ploy

driv

er’s

cab

s at t

he fr

ont o

f the

lead

ca

r.)

Trai

n op

erat

iona

l sp

eeds

Trai

ns m

ust o

pera

te a

t saf

e sp

eeds

dep

endi

ng o

n co

nditi

ons o

f tra

cks a

nd e

lect

ric tr

ain

track

s, ro

lling

stoc

k pe

rfor

man

ce, d

rivin

g m

etho

ds, s

igna

l con

ditio

ns, t

rain

pro

tect

ion

met

hods

etc

.

Com

plie

d.

(By

taki

ng U

T an

d N

IT tr

ains

into

con

sider

atio

n, it

is p

lann

ed.)

Bac

kwar

d op

erat

ions

of

train

s

Trai

ns m

ust n

ot b

e op

erat

ed b

ackw

ard.

C

ompl

ied.

(D

oubl

e tra

ck a

utom

atic

blo

ckin

g m

etho

d is

em

ploy

ed.)

Sim

ulta

neou

s en

try to

and

ex

it fro

m

depo

ts b

y tra

ins

Whe

n m

ore

than

2 tr

ains

ent

er o

r exi

t fro

m d

epot

s at t

he sa

me

time,

if th

ere

is ri

sk o

f mut

ually

inte

rferin

g ea

ch o

ther

’s p

ath

by

over

runn

ing,

thes

e tra

ins m

ust n

ot b

e op

erat

ed si

mul

tane

ousl

y.

Com

plie

d.

(Ele

ctro

nic

inte

rlock

ing

devi

ces e

mpl

oy Ja

pane

se m

etho

ds.

Mea

sure

s aga

inst

ove

rrun

ning

of t

rain

s for

line

s of t

he e

xist

ing

sing

le-tr

ack

sect

ions

are

sam

e as

Japa

nese

met

hods

.)

Trai

n pr

otec

tion

If

a fa

ilure

occ

urs w

hich

requ

ires t

o st

op tr

ains

, by

taki

ng

emer

genc

y br

akin

g of

trai

ns in

to c

onsi

dera

tion,

stop

sign

als

shou

ld b

e in

dica

ted

and

mea

sure

s sho

uld

be ta

ken

to st

op

prec

edin

g tra

ins p

rom

ptly

.

Com

plie

d.

C

ompl

ied.

(T

he m

ax. b

raki

ng

dist

ance

of t

rain

s is

regu

late

d to

be

800m

.) Tr

ack

clos

ure

W

hen

track

s nee

d to

be

clos

ed fo

r con

stru

ctio

n w

ork

or

mai

nten

ance

, mea

sure

s mus

t be

take

n to

pre

vent

trai

ns e

tc. f

rom

en

terin

g th

e se

ctio

n.

Tech

nolo

gy tr

ansf

er is

nee

ded.

(T

he fi

rst r

ailw

ay c

onst

ruct

ion

for d

oubl

e tra

ck se

ctio

ns.)

Com

plie

d.

(Exi

stin

g ra

ilway

s em

ploy

the

sam

e m

etho

d.)

Prev

entio

n of

da

nger

for

train

s

Whe

n th

ere

mig

ht b

e da

nger

to tr

ains

due

to st

orm

s, ea

rthqu

ake

etc.

, by

taki

ng th

eir s

ituat

ions

into

con

side

ratio

n, m

easu

res m

ust

be ta

ken

to p

reve

nt d

ange

r by

tem

pora

ry su

spen

ding

trai

n op

erat

ions

etc

.

Com

plie

d.

(The

re a

re p

lans

to in

stal

l win

d ga

uges

and

rain

gau

ges.)

C

ompl

ied.

(E

xist

ing

railw

ays a

re

taki

ng m

easu

res

agai

nst d

isas

ters

.) 3.

Shu

ntin

g of

Sh

untin

g

Shun

ting

of c

ars s

houl

d be

pla

nned

not

to in

terfe

re w

ith tr

ain

Com

plie

d.

Annex 2- 11

Item

C

heck

poi

nt

Com

plia

nce

to m

inis

trial

ord

ers

App

licat

ion

of o

ther

re

gula

tions

ca

rs

sche

dule

s. (E

xist

ing

railw

ays e

mpl

oy th

is m

etho

d. H

UR

C-1

is a

pla

n po

sses

sed

by e

xist

ing

railw

ays.)

Sh

untin

g of

rolli

ng st

ock

shou

ld b

e co

nduc

ted

with

out i

nter

ferin

g tra

in o

pera

tions

. C

ompl

ied.

(S

hunt

ing

of c

ars p

lans

not

to in

terfe

re w

ith tr

ain

sche

dule

s.)

Stor

age

of

rolli

ng st

ock

Fo

r sto

rage

of r

ollin

g st

ock,

nec

essa

ry m

easu

res m

ust b

e ta

ken

to

prev

ent r

ollin

g of

the

rolli

ng st

ock,

aut

omat

ical

ly o

r not

.

Com

plie

d.

(Exi

stin

g ra

ilway

s em

ploy

this

met

hod.

HU

RC

-1 is

a p

lan

poss

esse

d by

exi

stin

g ra

ilway

s.)

Prev

entio

n ag

ains

t dan

ger

for

rolli

ng

stoc

k w

ith a

lo

ad o

f ha

zard

ous

mat

eria

ls

For s

tora

ge o

f rol

ling

stoc

k w

ith a

load

of h

azar

dous

mat

eria

ls,

mea

sure

s mus

t be

take

n to

pre

vent

dan

ger i

n tra

nsfe

rrin

g th

e ro

lling

stoc

k to

oth

er tr

acks

etc

., w

hile

taki

ng su

rrou

ndin

g si

tuat

ions

into

con

side

ratio

n.

Com

plie

d.

(Exi

stin

g ra

ilway

s em

ploy

this

met

hod.

HU

RC

-1 is

a p

lan

poss

esse

d by

exi

stin

g ra

ilway

s.)

4. R

ailw

ay

sign

als

Rel

atio

nshi

ps

betw

een

railw

ay

sign

als a

nd

train

op

erat

ions

Whe

n op

erat

ing

train

s etc

. in

acco

rdan

ce to

indi

catio

ns o

r di

spla

ys o

f rai

lway

sign

als,

train

s mus

t obe

y re

quire

men

ts

indi

cate

d or

dis

play

ed b

y th

e ra

ilway

sign

als.

Com

plie

d.

(Cur

rent

ly, i

n th

e pr

oces

s of a

ppro

vals

for r

egul

atio

ns o

f sig

nal

indi

catio

n m

etho

ds.)

Sign

als

indi

catin

g tra

in st

ops

Whe

n si

gnal

s are

indi

catin

g tra

in st

ops,

etc.

, tra

ins m

ust s

top

befo

re re

achi

ng th

e st

op si

gnal

. If t

he tr

ain

cann

ot st

op b

efor

e re

achi

ng th

e st

op si

gnal

, the

trai

n m

ust s

top

prom

ptly

as q

uick

ly

as p

ossi

ble.

Tr

ains

etc

. sto

pped

by

the

stop

sign

als m

ust n

ot p

roce

ed u

nles

s th

e si

gnal

indi

cate

s to

proc

eed

or it

is in

stru

cted

to p

roce

ed.

Com

plie

d.

(Exi

stin

g ra

ilway

s em

ploy

this

met

hod.

HU

RC

-1 is

a p

lan

poss

esse

d by

exi

stin

g ra

ilway

s.)

Inna

cura

te

sign

al

indi

catio

ns

Whe

n th

ere

is n

o si

gnal

at a

pla

ce w

here

ther

e sh

ould

be

one

or it

is

not

acc

urat

e, it

mus

t be

assu

med

that

ther

e ar

e si

gnal

s to

indi

cate

the

max

. ope

ratio

nal l

imits

of t

rain

s etc

.

Com

plie

d.

(Exi

stin

g ra

ilway

s em

ploy

this

met

hod.

HU

RC

-1 is

a p

lan

poss

esse

d by

exi

stin

g ra

ilway

s.)

Proh

ibiti

on

for c

oncu

rren

t us

e of

sam

e si

gnal

s

A si

gnal

mus

t not

be

used

for a

n ob

ject

ive

for m

ore

than

two

track

s or f

or m

ore

than

two

kind

s of o

bjec

tives

. ―

C

ompl

ied.

R

oute

s with

spee

d lim

its

acco

mm

odat

e sp

eed

limits

with

sign

al

indi

catio

ns. (

a m

odifi

catio

n of

spee

d si

gnal

met

hods

) C

ondi

tions

for

sign

al

indi

catio

ns fo

r pr

ocee

d si

gnal

s

Sign

als f

or p

roce

ed in

dica

tions

can

onl

y be

indi

cate

d w

hen

ther

e is

no

inte

rfere

nce

for t

rain

s etc

. to

proc

eed.

C

ompl

ied.

(E

xist

ing

railw

ays e

mpl

oy th

is m

etho

d. H

UR

C-1

is a

pla

n po

sses

sed

by e

xist

ing

railw

ays.)

Item

s rel

ated

K

inds

, ind

icat

ion

met

hods

, con

ditio

ns, a

nd h

andl

ing

of si

gnal

s C

ompl

ied.

Annex 2- 12

Item

C

heck

poi

nt

Com

plia

nce

to m

inis

trial

ord

ers

App

licat

ion

of o

ther

re

gula

tions

to

oth

er si

gnal

in

dica

tions

m

ust b

e de

sign

ated

for t

heir

use

so th

at c

rew

s can

acc

urat

ely

judg

e tra

in o

pera

tion

cond

ition

s whe

n dr

ivin

g tra

ins,

etc.

by

the

indi

catio

ns a

nd se

cure

safe

ty in

ope

ratio

ns o

f tra

ins,

etc.

(Exi

stin

g ra

ilway

s em

ploy

this

met

hod.

HU

RC

-1 is

a p

lan

poss

esse

d by

exi

stin

g ra

ilway

s.)

Proc

edur

es

afte

r dire

ctin

g tra

ins t

o

proc

eed

Whe

n si

gnal

s ind

icat

e pr

ocee

d sig

nals

for t

rain

s, et

c., t

rain

s’ ro

utes

shou

ld n

ot b

e in

terfe

red.

C

ompl

ied.

(E

xist

ing

railw

ays e

mpl

oy th

is m

etho

d. H

UR

C-1

is a

pla

n po

sses

sed

by e

xist

ing

railw

ays.)

Sign

s and

si

gnag

es

Kin

ds a

nd in

dica

tion

met

hods

of s

igns

and

sign

ages

mus

t be

desi

gnat

ed to

be

used

to se

cure

safe

ty in

ope

ratio

ns o

f tra

ins e

tc.

Com

plie

d.

(Exi

stin

g ra

ilway

s em

ploy

this

met

hod.

HU

RC

-1 is

a p

lan

poss

esse

d by

exi

stin

g ra

ilway

s.)

Annex 2- 13

2) C

onfir

mat

ion

to g

uara

ntee

alig

nmen

t with

Pha

se 1

sect

ion

D

iffer

ence

s bet

wee

n Ph

ase

1 se

ctio

n an

d Ph

ase

2a se

ctio

n re

late

d to

the

train

ope

ratio

n pl

an a

re c

onfir

med

to b

e th

e fo

llow

ing

2 po

ints

. Spe

cific

con

tent

s co

nfirm

ed a

re in

dica

ted

in T

able

2-2

. i ）

Tr

ain

oper

atio

n pl

an a

ccom

pani

ed b

y th

e ch

ange

s in

dem

and

fore

cast

s ii ）

O

vern

ight

stor

age

plan

for r

ollin

g st

ock

iii）

H

andl

ing

in a

cas

e of

trai

n op

erat

ion

disr

uptio

ns

iv）

Tr

aini

ng o

f driv

ers a

nd c

rew

s v ）

Tr

ain

oper

atio

n pl

an fo

r ope

ning

pre

para

tion

Tabl

e 2-

2 Ite

ms c

onfir

med

to g

uara

ntee

alig

nmen

t with

Pha

se 1

sect

ion

of th

e tra

in o

pera

tion

plan

Ite

m

Phas

e 1

(JK

T de

sign

con

tent

s)

Phas

e 2a

FS

Dem

and

fore

cast

C

ompl

ied.

C

ompl

ied.

(inc

reas

ed p

ortio

n)

Trai

n he

adw

ay

Com

plie

d.

Com

plie

d.

Cre

w p

lan

C

ompl

ied.

C

ompl

ied.

R

oute

con

trol h

andl

ing

met

hods

C

ompl

ied.

C

ompl

ied.

Loca

tions

of s

torin

g ro

lling

stoc

k ov

erni

ght

C

ompl

ied.

C

ompl

ied.

Traf

fic c

ontro

l pla

n

Com

plie

d.

Com

plie

d.

Driv

er a

nd c

rew

trai

ning

C

ompl

ied.

N

ot in

dica

ted.

O

peni

ng a

udit

train

pla

n

Com

plie

d.

Not

indi

cate

d.

3) It

ems r

equi

ring

adju

stm

ents

and

cor

rect

ions

for f

inal

izat

ion

of P

hase

2a

FS

Sinc

e Ph

ase

2a F

S is

div

erge

d fr

om JK

T Pl

an a

s ind

icat

ed b

elow

, adj

ustm

ents

and

cor

rect

ions

are

nec

essa

ry fo

r fin

aliz

atio

n of

Pha

se 2

a FS

. Adj

ustm

ents

and

co

rrec

tions

are

indi

cate

d in

Tab

le 2

-3.

Annex 2- 14

Tabl

e 2-

3 Ite

ms r

equi

ring

adju

stm

ents

and

cor

rect

ions

(tra

in o

pera

tion

plan

)

Annex 2- 15

3.

Civ

il En

gine

erin

g St

ruct

ure

Tabl

e 3-

1 C

ompa

rison

s of i

tem

s req

uirin

g ad

just

men

ts a

nd c

orre

ctio

ns

No.

C

hapt

er

Title

No.

Ite

ms

Des

crip

tion

of P

hase

2a

FS

Rev

iew

/Com

men

t 1

Cha

pter

2

II.2

.3.

Cor

rect

ion

to n

ew re

gula

tion

90/Q

D-T

Tg b

y Pr

ime

Min

iste

r on

July

9, 2

008

in

rega

rd to

"App

rova

l the

tran

spor

t and

traf

fic

plan

ning

of H

anoi

City

to 2

020"

1259

/QD

-TTg

by

Prim

e M

inis

ter o

n Ju

ly 2

6, 2

011

in re

gard

to

"App

rova

l of g

ener

al p

lann

ing

of H

anoi

Con

stru

ctio

n da

ted

to 2

030

and

visi

on to

205

0"

2 N

ot su

itabl

e (D

elet

ion)

H

owev

er, t

his d

ecis

ion

was

app

rove

d be

fore

Han

oi

was

ext

ende

d …

…

Unn

eces

sary

3 C

orre

ctio

n to

new

regu

latio

n Fi

gure

2.3

Tra

ffic

netw

ork

plan

ning

of H

anoi

City

of

202

0 (A

ttach

ed th

e D

ecis

ion

90/2

008/

QD

-TTg

)

Figu

re 2

.3 T

raffi

c ne

twor

k pl

anni

ng o

f Han

oi C

ity o

f 203

0 (A

ttach

ed th

e D

ecis

ion

1259

/201

1 /Q

D-T

Tg)

4 A

dditi

on o

f exp

lana

tion

In

yea

r 203

0 ed

ition

, Lin

e 8

is a

dded

. Lin

e 8

is ru

nnin

g fro

m

east

Duo

ng X

a vi

a Y

en S

o to

the

wes

t Co

Nue

. Thi

s lin

e ha

s cr

ossi

ng a

rea

with

Lin

e 1

in P

hap

Van

. 5

Cha

pter

3

(Non

e)

Cor

rect

ion

of th

e te

chni

cal

stan

dard

2.

Dis

tanc

e be

twee

n 2

track

cen

terli

nes

+ O

ther

trac

ks :

4.2m

or 4

.0m

(100

0mm

-gau

ge

track

) 5.

Cur

ve ra

dius

: Sp

ur tr

ack

and

depo

t :

Rm

in=1

00m

6.

Res

trict

ed g

radi

ent :

ip=1

8‰

9. S

uper

stru

ctur

e : r

ail P

50

11. P

latfo

rm :

Nat

iona

l rai

lway

: Lo

w p

latfo

rm :

h=30

cm ;

300m

Urb

an ra

ilway

: H

igh

plat

form

: h=

90-1

10cm

; 21

0m

2. D

ista

nce

betw

een

2 tra

ck c

ente

rline

s +

Oth

er tr

acks

: 4.

2m, 4

.0m

(100

0mm

-gau

ge tr

ack)

, or 4

.4m

, 5.

0m (D

epot

) 5.

Cur

ve ra

dius

: Sp

ur tr

ack

and

depo

t : R

min

=120

m

6. R

estri

cted

gra

dien

t : ip

=18‰

, 25‰

(Tem

pora

ry)

9. S

uper

stru

ctur

e : 5

0N ra

il 11

. Pla

tform

: N

atio

nal r

ailw

ay :

Low

pla

tform

: h=

30cm

; 32

5m

U

rban

railw

ay :

Hig

h pl

atfo

rm :

h=11

0cm

; 21

0m

6 C

orre

ctio

n of

the

figur

e R

ollin

g st

ock

gaug

e an

d A

rchi

tect

ural

cle

aran

ce :

Figu

re 1

, 2, 3

C

orre

ctio

n to

new

regu

latio

n

7 C

hapt

er 4

(N

one)

C

orre

ctio

n of

cha

inag

e G

iap

Bat

to N

goc

Hoi

(Km

5+5

00 -

Km

11+

000)

G

iap

Bat

to N

goc

Hoi

(Km

5+2

21 -

Km

10+

851.

317)

8

IV.1

.2.1

. C

orre

ctio

n of

cha

inag

e fro

m G

iap

Bat

term

inal

(Km

5+50

0 ), l

ine Ⅱ

A ru

ns

at ri

ght s

ide

of e

xist

ing

railw

ay (

abou

t 7m

) to

Vin

h Q

uynh

stat

ion

(Km

10+1

15),

then

con

nect

ing

to

star

t of N

goc

Hoi

com

plex

at c

hain

age

Km

11+0

00.

from

Gia

p B

at te

rmin

al (K

m4+

840)

, lin

e Ⅱ

A ru

ns a

t rig

ht

side

of e

xist

ing

railw

ay (

abou

t 9m

) to

Vin

h Q

uynh

stat

ion

(Km

10+1

15),

then

con

nect

ing

to st

art o

f Ngo

c H

oi c

ompl

ex

at c

hain

age

Km

12+

632

9 N

ot su

itabl

e (D

elet

ion)

C

orrid

or b

etw

een

urba

n an

d ex

istin

g ra

ilway

(te

mpo

rary

railw

ay) s

hall

be st

ored

hig

h sp

eed

in

futu

re.

Unn

eces

sary

10

Cor

rect

ion

of st

atio

n na

me

of

the

figur

e G

a Lo

ng B

ien

nam

, Ga

Long

Bie

n ba

c G

a Y

en V

ien

nam

, Ga

Yen

Vie

n ba

c

11

IV.1

.2.2

. C

orre

ctio

n of

val

ue o

f tab

le

Tabl

e 4.

1.1

Gen

eral

resu

lt pl

an d

esig

n M

atch

ing

to th

e JK

T pl

an

12

IV.1

.2.3

. C

orre

ctio

n of

hei

ght

… is

8-1

0m to

ens

ure

urba

n sp

ace

alon

g th

e ra

ilway

. …

is 4

.9m

to e

nsur

e ur

ban

spac

e al

ong

the

railw

ay.

Annex 2- 16

No.

C

hapt

er

Title

No.

Ite

ms

Des

crip

tion

of P

hase

2a

FS

Rev

iew

/Com

men

t 13

C

orre

ctio

n of

cha

inag

e an

d he

ight

V

inh

Quy

nh st

atio

n (+

13.3

0m),

cont

inui

ng to

low

er

heig

ht +

7.00

m a

t Km

10.7

30,

then

……

endi

ng a

t K

m11

+000

(beh

ind

Ngo

c H

oi b

ridge

).

Vin

h Q

uynh

stat

ion

(+14

.30 m

), co

ntin

uing

to lo

wer

hei

ght

+6.8

0m a

t Km

11.3

00,

then

……

endi

ng a

t Km

10+8

51.3

17

(beh

ind

Ngo

c H

oi b

ridge

). 14

C

orre

ctio

n of

val

ue o

f tab

le

Tabl

e 4.

1.1

Gen

eral

resu

lt pl

an d

esig

n M

atch

ing

to th

e JK

T pl

an

15

IV.1

.2.4

. C

orre

ctio

n of

hei

ght

Via

duct

: …

. Whi

ch is

ove

r 4m

hig

her t

han

emba

nkm

ent.

Ret

aini

ng w

all :

…. W

hich

is 1

-3m

hig

her t

han

emba

nkm

ent …

N

orm

al e

mba

nkm

ent :

… 1

m h

ighe

r em

bank

men

t co

mpa

red

to e

xist

ing