3.7 TOD C oncept Plans in South Urban Cluster - JICA › pdf › 12248811_05.pdf · 2016-02-26 · 3.257 Landuse around the intersection is diversified . There are Thong Nhat Park

Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi in Vietnam FINAL REPORT – MAIN TEXT I

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3.7 TOD Concept Plans in South Urban Cluster

3.7.1 Approach

1) Area Characteristics

(a) Area Coverage and Profile

3.249 South Urban Cluster is composed of the southeastern part of Dong Da District, the

western part Hai Ba Trung District, the eastern part of Thanh Xuan District and the

northwestern part of Hoang Mai District. A total of 19 wards are included in the area within

1-kilometer radius from the UMRT station. About 235,400 people reside in this high-density

area (328 persons/ha on average).

3.250 While the cluster is already densely populated, there are also various vacant and

underutilized plots of land that can be more effectively used.

Table 3.7.1-1 Population Growth Trend in South Urban Cluster

Ward District UMRT Station Coverage

(%)1)

Population AGR (%/yr)

Population Density (no/ha) 2009 2013 09 - 13

Phuong Mai Dong Da V9,V10 100 19,858 20,037 0.2 309

Cau Den Hai Ba Trung V9,V10 100 11,694 12,008 0.7 878

Bach Khoa Hai Ba Trung V9,V10 100 14,644 15,589 1.6 303

Dong Tam Hai Ba Trung V10,V11 100 20,686 21,992 1.5 472

Truong Dinh Hai Ba Trung V10,V11 100 22,104 22,135 0.0 461

Giap Bat Hoang Mai V11,V12 90 14,931 15,756 1.4 324

Phuong Liet Thanh Xuan V11 90 18,836 21,769 3.7 261

Phuong Lien Dong Da V9 80 12,602 12,015 -1.2 347

Bach Mai Hai Ba Trung V10 70 11,365 11,893 1.1 771

Thinh Liet Hoang Mai V12 65 20,043 20,977 1.1 225

Tuong Mai Hoang Mai V11 60 16,783 17,687 1.3 352

Kim Lien Dong Da V9,V10 50 7,465 8,074 2.0 511

Tan Mai Hoang Mai V11,V12 40 9,234 9,692 1.2 455

Dinh Cong Hoang Mai V12 25 10,361 11,214 2.0 183

Thanh Nhan Hai Ba Trung V9,V10 15 3,184 3,432 1.9 357

Dai Kim Hoang Mai V12 15 3,849 4,797 5.7 129

Khuong Mai Thanh Xuan V10,V11 15 2,756 3,558 6.6 223

Trung Tu Dong Da V10 10 1,306 1,243 -1.2 298

Khuong Thuong Dong Da V9 10 1,447 1,535 1.5 522

Total 48 223,147 235,401 1.3 328

Source: JICA Project Team

1) Coverage refers to % of ward area included within 1km radius of UMRT station

(b) UMRT Route and Stations

3.251 C.V. Thong Nhat Station (V9), linked to Hanoi Station, stretches to the south to Giap

Bat Station (V12), which is the terminal station of the Phase 1 of the Line 1. Bach Mai Station

(V10) and Phuong Liet Station (V11) are in between these two stations. All the stations will be

elevated stations along NH1. The route is planned to be farther extended to the south, and

intersect with Line 2 at V9 station.


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Figure 3.7.1-1 Location of South Urban Cluster



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2) Impact of UMRT

3.252 Impacts of UMRT in the cluster are significant with regard to the following aspects :

(i) The UMRT section in the clusters will significantly increase the overall traffic capacity

of the north-south corridor. Competitive public transport services (high standard, fast,

punctual, comfortable, safe, pollution free and energy saving) with affordable fares

need to be provided with UMRT improve traffic situation along the corridor

comprehensively.

(ii) Improvement of transport capacities due to UMRT will enhance socio-economic

activities in the area along the route in general, and at and around the UMRT stations

in particular.

(iii) After UMRT will constructed as an elevated structure, the landuse of both sides of the

routes will be connected directly in the area where landuse has been segregated for

long due to at-grade railway facilities. Opportunities to articulate the east-west road

network should be tapped to promote integration of communities and socio-economic

activities.

(iv) Availability of large plots of lands owned by VNR and other public corporations can

provide opportunities to develop a new core of urban services in the south of the city

where new developments have been actively implemented but where there is no

competitive urban core yet. Strategic development of Giap Bat Station area, including

adjoining areas in compliance with Zone Plan will this kind of development feasible.

3) TOD Planning Directions

3.253 In order to maximize the positive impacts of UMRT through TOD, it is necessary to

address issues from the viewpoints of transportation, urban development and community

improvement as follows:

(a) Access Improvement

(i) Reorganize existing bus transport services in synergy with UMRT services: As the

corridor is the most important transport route both for urban and inter-city services,

bus services will be affected significantly. Nevertheless there are still some years

ahead before the UMRT system starts operating and the overall demand will also

increase for current bus services. These can be reorganized in synergy with UMRT

services.

(ii) Find opportunities to strengthen east-west connections in the corridor, especially at

and around UMRT stations: Elevated UMRT provides a good opportunity to improve

connectivity between the eastern and western urban areas. This is particularly

important at and around the station.

(iii) Develop an intermodal transport hub at Giap Bat Station to integrate UMRT, city bus,

suburban and intercity bus services as well as other local transport modes: Giap Bat

Station is located at the end of phase 1 section and also close to Ring Roads. Giap

Bat should function as a southern gateway and intermodal hub to connect UMRT,

different types of buses and private vehicles, etc. VNR land and the land of the

existing TRANSERCO bus terminal is available for the development of

comprehensive facilities .


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(b) Integrated Urban Development

(i) Develop a new urban core (CBD) at and around Giap Bat station which serve the

southern part of the city: The southern cluster of the city lacks a competitive urban

centre. Although a number of new towns are being developed, the services are mostly

for their residents. Without a high-grade service centre, residents from the south must

continue to rely the current city center to find such services. While the entire urban

area has been expanding towards the outer areas, it is necessary to develop a new

urban core for which Giap Bat Station and adjoining public land can offer good

opportunities.

(ii) Promote integrated urban development/redevelopment of area having TOD potential

along the route where Bach Mai hospital complex, universities, old apartment areas,

etc., are located: there are also ample opportunities for urban renewal and

redevelopment along the UMRT route. These include hospital complex, universities,

old apartment areas at Bach Mai and Thong Nhat Station areas, among others.

(c) Community Improvement

3.254 In the process of transportation and integrated urban development which are

implemented by the public sector and relatively large private developers, the communities

should be more intensively involved to protect and enhance their benefits.

3.255 Possible areas where communities and local people can be benefited include

improvement of local roads and alleys, opportunity to participate in commercial/business

activities to be created through TOD at and around the stations, and provision of public

service facilities at and around the station.


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3.7.2 C.V. Thong Nhat Station (V9) Area

1) Locational Characteristics

3.256 C.V. Thong Nhat Station (V9) is an elevated structure located at the intersection of the

main north-south and east-west corridors of NH1 and RR1 (Dai Co Viet – Xa Dan Street). It is

planned that Line 2 station will also be constructed at the intersection. This will strengthen its

function as a hub for urban public transport at the southern gateway to the city centre.

3.257 Landuse around the intersection is diversified. There are Thong Nhat Park in the

north-east, high-density residential areas of Phuong Lien Ward in the north-west, commercial

areas and Kim Lien old apartment buildings in Kim Lien Ward in the south-west, and technical

universities in the south-east. So many types of users are expected: not only local residents

but also students and citizens from other areas will use this station.

3.258 Expected impacts on the area are also significant not only on transportation, but also

in terms of urban development and community improvement. Opportunities for urban renewal

and community improvement increase for Phuong Lien and Kim Lien areas.

Figure 3.7.2-1 Location of C.V. Thong Nhat Station (V9) Area



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2) Planning Consideration and Direction

(a) Transportation Access Improvement

3.259 Accessibility to and from UMRT station should consider the following;

(i) Connectivity with city wide public transport service: As the station is located at the

crossroad of two main roads (NH1 and RR1), interface with public transport especially

city bus is important to enhance ridership of both UMRT and city bus in synergy.

(ii) Connectivity with planned Line 2 station: Although details of Line 2 alignment and

station are not known, it is important to prepare a concept plan on smooth interchange

between two lines.

(iii) Smooth and safe access to and from the station: This is especially important at the

intersection area because main roads are wide with heavy traffic.

(iv) Improvement of walking conditions of all roads in the area: Accessibility to and from

the station on foot is critical not only for residents but also for users of large facilities

such as Thong Nhat Park, universities, commercial complex, hospitals, among others.

The overall walking conditions should be improved for all roads including primary,

secondary and local roads


3.260 Integrated urban development opportunities include the following;

(i) Redevelopment of old apartment area in Kim Lien: The opening of UMRT is a good

driver to support the redevelopment of Kim Lien old apartment area. When the area

will be effectively connected with the UMRT station, the space value will increase

significantly. Moreover Kim Lien Station of the phase 2 of Line 2 will be located in the

middle of the apartment area. This will expand even more the scope of

redevelopment.

(ii) Redevelopment of some areas in Phuong Lien: The area in front of the UMRT station

in Phuong Lien Ward should be redeveloped to secure the space for a station plaza

and at the same time improve living environment of the communities.


3.261 Positive impact of UMRT can be leveraged to improve accessibility in the surrounding

communities and facilitate urban renewal.


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Figure 3.7.2-2 C.V. Thong Nhat Station (V9) Area in Zone Plan

Main Planning Direction

(i) Strengthening of intermodal connectivity between UMRT and road public transport, especially bus

(ii) Provision of smooth transfer between Line 1and Line 2

(iii) Development of safe and smooth crossing for passengers and pedestrians at NH1 and RR1 intersection

(iv) Improvement of walking condition of all roads

(v) Promoting of urban renewal in Phuong Lien area

(vi) Reconstruction of Kim Lien apartments

Source: JICA Project Team based on draft Zone Plan


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3) TOD Concept Plan

(a) Intermodal Facilities at Station Area

3.262 To secure seamless transfer among public transport modes and safe accessibility

between existing communities and UMRT station, proposed facilities are as follows:

(i) Procurement of intermodal facilities under the station: While the space available is

limited, the space under the elevated station along NH1 can be used as an intermodal

node including bus stops, loading/unloading space for vehicles and

motorcycle/bicycle parking. When urban redevelopment on the existing built-up areas

will be implemented, an adequate station plaza will be provided.

(ii) Development of elevated walkways: The location of the UMRT station is a constraint

for smooth access to the station due to large roads such as NH1 and Dai Co Viet

Street, which form a large intersection and divide the area into four parts. In order to

connect the separated areas to each other, and with the UMRT station, a network of

elevated walkway is needed. This includes a ring shape walkway under the UMRT

station viaduct section and a crossing section above NH1 to connect Ton Nhat Park.

(iii) Development of underground walkway: In phase2 of Line2 construction project, Bach

Khoa Station will be developed underground of Thong Nhat Park. Underground

walkway connecting both stations each other is necessary.


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Figure 3.7.2-3 Facility Concept Plan and Images of C.V Thong Nhat Station (V9)


A-A Section B-B Section

C-C Section

Main Components

Development of elevated walkways

crossing NH-1 and intersection of

NH-1 and RR1

Development of underground

walkway connecting Line1 and

Line2 phase2 stations

Development of loading/unloading

facilities under station and along

NH-1


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3.263 This station area also presents ample opportunities for integrated urban development

with UMRT development in synergy.

(i) Urban renewal of built-up residential area in Phuong Lien Ward: Phuong Lien Ward is

a traditional village with a southern part of the ancient citadel wall and other cultural

properties such as Kim Lien Temple. While these traditional properties will be

preserved, it is necessary to improve infrastructure and living environment in these

dense residential areas. The development can be phased. Phase1 includes: (i) station

plaza with urban facility development, (ii) improvement and traffic management of Kim

Hoa Street, (iii) development of a new road in the west and redevelopment of road

side facilities, and (iv) preservation of temples and cultural properties.

Figure 3.7.2-4 Urban renewal of Built-up Residential Area

Location Map of Phase1 Projects Image of station plaza and station buildings of

Project (A)

(A) Urban redevelopment in front of the station for

station buildings and station plaza development

(B) Urban redevelopment integrated with planned

road development at west

(C) Urban redevelopment between Xa Dan St. and

Kim Hoa St. for commercial development


NH

-1

(C)

(B) (A)


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(ii) Redevelopment of Kim Lien apartment area: Kim Lien apartment area is 5.2ha. It

represents approximately 5,000 inhabitants. Most of old residential buildings are

4-storey hight and have encroached shops. Two high-rise apartment buildings were

built along Pham Ngoc Thach Street by a private developer. There are schools, parks

and local markets to serve the local communities. After the development of Kim Lien

Station of phase2 of Line2, the area will have convenient access to three UMRT

stations. A development concept includes redevelopment of the northern block in front

of Kim Lien Station for high-rise complex with underground parking, commercial and

public service facilities. Redevelopment should accommodate current residents and

include additional affordable housing.

Figure 3.7.2-5 Image of Redevelopment of Kim Lien Apartment Area

Concept of Landuse and Transport Network Image of new apartment complex with wide road

and green network


High and mid-rise apartment complex

Improvement of community road in

front of schools

Hospital area

Bach Mai Station

C.V. Thong Nhat

Station

Kim Lien Station

High-rise commercial complex integrated with

station and parking

School

Mid-rise apartment complex including student dormitory, social housings for

resettlement and low income households


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3.7.3 Bach Mai Station (V10) Area


3.264 Bach Mai Station (V10) is an elevated structure located in between RR1 and RR2.

Although the station is relatively close to V9 and V11, it can provide substantial accessibility to

the hospitals and universities concentrated in the area as well as densely populated areas.

3.265 Within 500-meter from the station, there are three universities1 with more than

100,000 students and five hospitals2. They are surrounded with mixed-use traditional urban

areas. Kim Lien apartment area is located in the north-west of the station.

Figure 3.7.3-1 Present Location of Bach Mai Station (V10) Area


1 Three universities include Hanoi Civil Engineering Universities, Polytechnic University of National Economy 2 Five hospitals include Bach Mai Hospital, Vietnam French Hospital, Ear Nose Throat Hospital, Gerontology Hospital

and Dermatology Hospital


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3.266 Improvement of access to the UMRT station in the area is limited. Lack of roads as an

efficient network is mainly due to the fact that surrounding landuse is occupied with many

large hospitals and universities. Access routes to the UMRT station should be duly

considered when they are redeveloped. Practical measures for access improvement include

the following:

(i) Improvement of walking conditions on existing roads located especially within 500

meter radius of the station

(ii) Effective use of the space under the UMRT viaduct

(iii) Redevelopment of the road space of NH1 to accommodate intermodal facilities

3.267 However, when the roads planned in the Zone Plan will be implemented, the overall

accessibility will be much improved.


3.268 Integrated urban development opportunities in the area are significant, especially for

the hospital complex and Kim Lien old apartment area. The redevelopment of these areas

should be properly integrated with UMRT. With the UMRT of Line1 and Line2, high-rise and

high-density compact development will become feasible without worsening traffic congestion

in the area. Efficient land use can foster additional socio-economic developments including

affordable housing.


3.269 The abovementioned measures should be undertaken. They have potential to

improve the living environment of existing communities outside the projects.


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Figure 3.7.3-2 Bach Mai Station (V10) Area in Zone Plan


(i) Strengthening of secondary road network

(ii) Improvement of walking conditions of primary, secondary and local roads

(iii) Effective use of the space under UMRT viaduct

(iv) Redevelopment of hospital area in integration with UMRT

(v) Redevelopment of Kim Lien apartment area



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3) TOD Concept Plan

(a) Road Development and Improvement of Accessibility to UMRT Station

3.270 The TOD Area for the station includes UMRT ROW, existing roads and connecting

roads in the station area, as per the Zone Plan (See Figure 3.7.3-4). A concept plan is under

preparation for the TOD Area as well as for the area within more or less 500-meter radius

from the station.

(b) Improvement of Accessibility to UMRT Station

3.271 The plan includes the following projects and actions:

(i) Improvement of walking conditions of existing roads including alleys and local roads

located within 500 meter radius of the station

(ii) Priority development of Zone Plan roads included in TOD Area

(c) Provision of Intermodal Facilities at Station Area

(i) Development of elevated walkway to connect UMRT station and the other side of NH1

(ii) Development of elevated walkway to connect UMRT station and the hospital

(iii) Provision of intermodal facilities in the space under the station including bus stops,

loading and unloading facilities for taxi and other vehicles, and parking for

motorcycles and bicycles.


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Figure 3.7.3-3 Facility Concept Plan and Images of Bach Mai Station (V10)


A-A Section

Main Components

Development of elevated

walkways crossing NH-1

Integrated urban redevelopment

of hospital complex with station

plaza and elevated walkway

Development of

loading/unloading facilities

under station and along NH-1


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(d) Integrated Urban Development

3.272 According to the General Plan of Hanoi City, some functions of Bach Mai Hospital will

be relocated to Hoa Lac Satellite City, while main facilities which have historical values will be

remained as it is now. As UMRT can benefit users and visitors of the hospital due to improved

accessibility, the redevelopment of the hospital complex should be undertaken in integration

with UMRT development.

Figure 3.7.3-4 Development Concept of Hospital Complex integrated with UMRT Station


Bach Mai Hospital

(existing)

New hospital complex

(proposed)

Station plaza with openspace and

parking (proposed)

Vietnam French Hospital Gerontology

Hospital

Dermatology Hospital

Ear Norse Throat Hospital

Concept of hospital complex with station plaza and pedestrian network

Image of Station Plaza

Image of Openspace in Station Plaza

Image of hospital complex with pedestrian deck


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3.7.4 Phuong Liet Station (V11) Area


3.273 Phuong Liet Station in elevated structure is located in the area where the spatial

structure and landuse are rather unorganized. Except NH1, the area lacks absolutely the

space and hierarchy of roads. Due to the lack of east-west roads and at-grade VNR, the area

has been disintegrated too. In the east, high-density traditional communities have expanded,

while in the west, a number of large-scale establishments have developed, mixed with

traditional communities. There is a large plot of military land of 67.5 ha that can be considered

for future urban development.

3.274 The area is covered with a number of rivers, lakes and ponds, and is exposed to

flooding in some locations due to insufficient drainage

Figure 3.7.4-1 Present Location of Phuong Liet Station (V11) Area



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3.275 Due to heavily developed land and building conditions, there is not much room for

development of new access roads to the station. Main areas for planning considerations

include the following;

(i) Improvement of walking conditions of the roads including Vong Street, Ngo178, Phan

Dinh Got Street: As access roads are limited, existing roads should be improved to a

maximum extent for safe and comfortable walking.

(ii) Constructing of a new bridges for pedestrian and bicycle across Lu River and Set River:

Constructing a number of new bridges across Lu River and Set River will provide local

residents with shortcuts to the UMRT station..


3.276 Integrated urban development opportunities exist. Some factories and old apartment

areas could be redevelopment. However, it may not be easy to implement such project in the

vicinity of the station because of complex land ownership and poor road network. However, if

the land occupied by air defense and military army were available for urban development, this

would be a great opportunity to redevelop the areas in the west side of the station, according

the comprehensive TOD concept.


3.277 Communities will be benefited in the following ways:

(i) Improved crossing of NH1 between the eastern and the western sides for pedestrians

and vehicles;

(ii) Provided space and facilities under UMRT viaduct for the benefits of local

communities;

(iii) Improve local roads and alleys;


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Figure 3.7.4-2 Phuong Liet Station (V11) Area in Zone Plan


(i) Strengthening of secondary road network

(ii) Improvement of walking conditions of primary, secondary and local roads

(iii) Connection of access road and bridge crossing Lu River and Set River

(iv) Effective use of the space under UMRT viaduct

(v) Redevelopment of apartment area and factory and public facility area



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3) TOD Concept Plan

(a) Determination of TOD Area

3.278 The TOD Area of Phuong Lien Station includes the UMRT ROW and the parts of the

roads that directly connect the station area, as per the Zone Plan (See Figure 3.7.4-3)

(b) Improvement of Accessibility to UMRT Station

3.279 In order to improve accessibility to the station, the following measures are to be

implemented.

(i) Improvement of walking conditions of roads within the walking distance

(ii) Construction of new bridges across Lu River

(c) Development of Intermodal Facilities at Station Area

3.280 Facilities to be developed include the following:

(i) Intermodal facilities under the station space: By using the space of elevated station,

bus stops and loading and unloading space for taxi and other vehicles will be

provided.

(ii) Elevated walkway: NH1 is a barrier for pedestrian to access to the station, so

pedestrian deck connecting between the station and residential area across NH1 will

be developed.


3.281 While there is little land available for development at the station, there are some

factories and public facilities around the station, within 500m radius, which present potential

to develop new apartments for resettlement with commercial facilities. After relocation of

properties of apartments in front of the station, the land will be redeveloped to provide

commercial and civic services and parking facilities.


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Figure 3.7.4-3 Facility Concept Plan and Images of Phuong Liet Station (V11)


A-A Section

Main Components

Development of elevated walkway

Construction of a new bridge and

improvement of access road

Provision of intermodal facilities

using the space under UMRT

viaduct


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3.7.5 Giap Bat Station (V12) Area


3.282 Giap Bat Station will be an elevated structure located along NH1 between RR2.5

(Dinh Cong Street. – Tan Mai Street.) and RR3. This station is the terminal of phase1 section

of UMRT Line1; it will be developed inside the existing 11ha- plot of land of VNR Giap Bat

Station. There is a network of primary roads, but secondary roads are limited, especially in

the west of the station. Giap Bat Bus Terminal operates inner-city bus services (16 routes,

app. 1,500 services/day) and mid- and long-distance bus services (app. 1,000 services/day).

3.283 Even though many new towns3 and factories are clustered in the area, it still lacks

urban facilities such as public services, medical services, and commercial facilities, among

others. In the west of the station, Dam Doi pond is a water reservoir.

Figure 3.7.5-1 Present Location of Giap Bat Station (V12) Area


3 They are mostly 20-30 ha in land size and with 10,000 – 20,000 population. However, Gamuda City is developed by

Gamuda Berhad, Malaysia including 4 main components of Yen So Park, Yen So Sewage Treatment Plant, Gamuda

Gardens & Gamuda Lakes Township. Yen So Park is developed on the basis of 100% FDI. The latter 3 components

(Yen So Sewage Treatment Plant, Gamuda Gardens & Gamuda Lakes) are on Built- Transfer (BT) mode.” (Source:

website of Gamuda City)


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3.284 In this area, there are three large-scale transport projects planned, including Kim

Dong Street (RR2.5) widening, UMRT Line4 along RR2.5 and UMRT Line8 along RR3. When

these will be in place, accessibility to Giap Bat Station area will be significantly improved.

Even without these projects, Giap Bat has huge potential for development as a transport hub

and urban development. Improvement of access to UMRT station involves the following:

(i) Development of comprehensive intermodal transport hub at the station area in

integration with redevelopment of existing TRANSERCO bus terminal: Giap Bat

should play a gateway role to connect the city centre with southern parts of the city

and the area beyond through seamless parts of the city and the area beyond through

seamless intermodal connectivity.

(ii) Improvement of connectivity between the east and the west across NH1

(iii) Improvement of local roads and alleys


(i) Develop a new symbolic urban care using VNR land, TRANSERCO bus terminal land

and other TOD potential lands

(ii) Promote urban renewal of other potential areas on TOD concept and approach


3.285 Communities will be benefited in the following ways:

(i) Improve crossing of NH1 between the east and the west sides for pedestrians and

vehicles;

(ii) Provide space and facilities in the space under UMRT viaduct for the benefits of local

communities;

(iii) Improve local roads and alleys;


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Figure 3.7.5-2 Giap Bat Station (V12) Area in Zone Plan


(i) Develop primary and secondary road network to ensure connectivity f UMRT

(ii) Develop comprehensive station plaza as a transport hub including UMRT relay bus terminal in the

cluster in integration with urban redevelopment

(iii) Development of comprehensive station building

(iv) Promote integrated redevelopment of long-distance bus terminal

(v) Promote comprehensive urban redevelopment of west of station for CBD development of south of the

city



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3) TOD Concept Plan

(a) Designation of TOD Area

3.286 The TOD Area for Giap Bat Station has been defined to cover VNR land where UMRT

is to be built, directly adjoining areas required for provision of station plaza and the parts of

the roads that directly connect the station area, as per the Zone Plan (See Figure 3.7.5-1)

(b) Improvement of Access to UMRT Station

3.287 Considering that Giap Bat Station area should function not only as an efficient UMRT

station but also as a multi-modal hub citywide, improvement of access to the station area

should be considered at large scale. This supposes:

(i) Development of RR2.5 in priority;

(ii) Development of secondary road network especially connecting eastern and western

areas of NH1 and the western station area, and improvement of traffic management;

(iii) Reorganization of feeder bus services to meet diversified demand;

(c) Intermodal Facilities at Station Area

3.288 Necessary intermodal facilities for development of competitive transport hub include

the following:

(i) Development of eastern station plaza and elevated walkway: To improve accessibility

between UMRT station and feeder bus including UMRT relay bus, the inner-city bus

terminal will be relocated from the Giap Bat Bus Terminal located across NH-1 to the

eastern station plaza in front of the station. To ensure safety, elevated walkways will

be provided to cross the station plaza and NH-1.

(ii) Redevelopment of bus terminal and elevated walkway: For effective bus service

operation and convenient transfer from UMRT to buses, inner-city bus stops of

southbound will be relocated to the front of UMRT station, and the ones of northbound

will remain at the present location, which will be directly connected to the station

concourse by a pedestrian bridge crossing NH1;.

(iii) Development of a western station plaza: To improve accessibility from the western

area of the station, the western station plaza will be developed in conjunction with

comprehensive urban redevelopment of the western area.

(d) Bus Service Improvement

3.289 In the eastern station plaza, it is proposed to develop a special bus terminal which

provides extension services of UMRT using high-quality buses to connect to the south along

planned section of UMRT Line1 in Thanh Tri, Phu Xuyen, Thanh Oai and to the east to Gia

Lam areas.


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Figure 3.7.5-3 Facility Concept Plan and Images of Giap Bat Station (V12)


A-A Section

B-B Section

B-B Section

C-C Section

D-D Section

Main Components

Develop in priority main roads in TOD

area

Develop comprehensive station plaza

in integration with inner-city bus

terminal

Develop elevated walkways crossing

station plazas and NH-1

Redevelop long-distance bus

terminal integrated with commercial

and service facilities

Develop parking facilities under the

viaduct of Line1


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(e) Integrated Urban Development

(i) Station and VNR-owned land development

3.290 To provide diversified services such as commercial, business, public service,

amusement, etc. for station users as well as local communities, it is proposed to construct

station building integrated with station facility, and/or inside VNR-owned land. Vacant spaces

under the viaduct will be utilized for motorbike and bicycle parking space and social and

business spaces for local communities such as noodle shop, café, event space.

Figure 3.7.5-4 Development Potential Areas in VNR-owned Land


(ii) Redevelopment of Giap Bat Bus Terminal

3.291 At present, long-distance buses are scattered to wait for passengers in the backside

of bus terminal, while city buses are operated along bus bays in front of bus terminal. After

relocation of city bus facilities to the Eastern Station Plaza in front of UMRT station, it is

proposed to reorganize long-distance bus services and construct multi-story complex building

including long-distance bus terminal, parking, commercial and service and residential

functions.

(iii) Integrated urban development of western area

3.292 After land filling and leveling of unused land and pond area, a large-scale

development land will be generated in the west of the station (app. 70ha). To formulate a new

CBD of south of the city, this area will be redeveloped in conjunction with roads and public

facilities, to develop commercial and business, service, amenity and residential functions.

There is a potential to ensure public apartments and housings for resettlement affected by

UMRT related projects and low-income groups.

Giap Bat Station Space inside station (16,200m2) Station Building (13,500m2) Space under viaduct (10,900m2)

VNR land for development (12,700m2)


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3.7.6 Key Points for Decision by JCC

3.293 A7 (H1-3), A7 (H1-4), B3 (H2-3) and B4 (H2-4) Zone Plans are the basis to formulate

TOD concept plans of the Southern Urban Cluster.

3.294 Key points for decision by JCC are summarized in Table 3.7.2. While TOD concept

plans are in compliance with Zone Plans, it is proposed to reflect proposed TOD areas and

intermodal facilities in the Zone Plan. It is proposed to consider development of trunk roads to

connect between east and west areas of NH-1, taking opportunity of elimination of railway

crossing after elevated UMRT Line1 development. Future development potential of Giap Bat

station area is also further considered to reflect to the Zone Plan.

Table 3.7.2 Key Points of Southern Urban Cluster for Decision by JCC

Coverage Key Points for Decision

Common Issues Designation of TOD Area and its reflection in Zone Plan

Development of a road network in east – west direction to connect

local communities and development intermodal facilities of UMRT

stations

Development of a competitive southern CBD of Giap Bat Station Area

to curb sprawl and disorganized development

V9: C.V. Thong

Nhat Station

Technical and institutional coordination between Line 1 and Line 2

extension plan

V10: Bach Mai

Station

Coordination with hospitals regarding their redevelopment plans and

their implication on station development

V11: Phuong Liet

Station

Consideration of new roads connecting UMRT station and Bach Mai

Airport area

V12: Giap Bat

Station

Possibility and conditions of using VNR property for integrated urban

development

Coordination with existing Giap Bat bus terminal for redevelopment

Possibility to develop vacant land in the west of the station



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3.8 TOD CONCEPT PLANS IN EAST URBAN CLUSTER

3.8.1 Approach

1) Area Characteristics

(a) Coverage and Area Profile

3.295 The East Urban Cluster encompasses only Long Bien district, located in the northeast

of the city, across the Red River. It is a fast-growing urban area without sufficient transport

infrastructure and proper land use management.

3.296 Although Long Bien District has been growing fast, the area surrounding the station is

not very much populated. In 2013, the population in the 1km radius area from the station was

only about 53,000 and the population density 110 persons/ha. This is largely due to poor

availability of roads and to the fact that railway facilities occupy large plots of land.

Nevertheless, the development of UMRT simultaneously with access roads will open up

development opportunities.

3.297 The location of the cluster is advantageous and present development opportunities

that will significantly increase when the accessibility to the city centre will be improved. Low

population density and availability of many vacant and underutilized plots of land are

considered positive factors for integrated urban development. The proximity to Gia Lam

Airport, which is expected to be converted into urban area, can also foster TOD in the cluster.

Table 3.8.1-1 Population Growth Trend in East of Hanoi Cluster

Ward District UMRT Station

Coverage (%)

1)

Population AGR (%/yr)

Population Density (no/ha) 2009 2013 09 - 13

Gia Thuy Long Bien V4,V5 80 9,085 10,489 3.7 107

Ngoc Lam Long Bien V4,V5 70 15,509 16,934 2.2 310

Thuong Thanh Long Bien V4,V5 35 7,569 9,558 6.0 71

Bo De Long Bien V4,V5 30 7,382 8,523 3.7 105

Ngoc Thuy Long Bien V4,V5 20 5,351 7,330 8.2 66

Total 34 44,895 52,835 4.2 110


1) Coverage refers to % of ward area included within 1km radius of UMRT station

(b) UMRT Route and Stations

3.298 The East Urban Cluster consists of only two elevated stations, Long Bien Bac Station

(V5) and Gia Lam Station (V4), which is the terminal station of Line 1 after Phase 1 is

completed. Long Bien Bac Station is still surrounded by rural residential and agricultural land,

whereas Gia Lam Station is surrounded by urban residential, small commercial and

agricultural land. The station is also used for long-distance and international railways, and

next to the station, VNR owns a large plot of land, now being occupied with VNR’s factory.


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Figure 3.8.1-1 Location of East Urban Cluster



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(c) Socio-economic Conditions

3.299 The area is relatively less urbanized than the rest of the city, and it still involves many

households in the agricultural sector. However, their income level and vehicle ownership rate

are at the city average. But infrastructure is still lagging behind (piped water, sanitary facility,

drainage, etc.)..

3.300 Environment is a main concern of residents in the area. Heavy traffic, especially the

large trucks passing through the area on NH1 and NH5, cause pollution, noise, and threaten

the safety of local traffic. The areas facing the river are flood-prone and lack public hygiene.

Recreational facilities are also lacking, which is also a concern of the people.

(d) Landuse

3.301 Land use varies by ward. In Ngom Lam Ward and Duc Giang Ward, located close to

the stations, more than half the area is urban residential, followed by industrial and

agricultural land use. Other wards are mostly agricultural (nearly 60 to 70% of land use).

Industrial use is also noticeable.

3.302 Large shares of industrial land are located in Duc Giang, Long Bien, Hoi Xa Ward and

Thac Band Ward. Some small industrial estates can also be found in Duc Giang and Viet

Hung. They are mostly located along the National Highways No.1 and 5.

(e) Transportation

3.303 Nguyen Van Cu Street (NH1) is a trunk road stretching from the east of the city

(toward Bac Giang Province) to the city center passing Chuong Duong Bridge. Another trunk

road is NH-5, which connects the southeast of the City (towards Hung Yen and Hai Phong

Province) and Gia Lam area. With the extension of NH5 trunk road, the accessibility between

Dong Anh district and Gia Lam area will be significantly improved.

3.304 Most of the bus routes connect the cluster with the city centre either through Chuong

Duong Bridge or Vinh Thuy Bridge, and terminate at Long Bien bus terminal. As Gia Lam bus

terminal does not directly face the main road, only three city bus routes use the terminal.

Medium and long-haul buses also use Gia Lam bus terminal.

3.305 The access to the city center is constrained by the limited capacity of Chuong Duong

Bridge and Long Bien Bridge for the traffic to cross the Red River.

2) Impact of UMRT

3.306 After the UMRT system will be in operation, mobility will be significantly improved in

the area because of decreased road traffic volume. It currently takes 30 minutes to go from

Gia Lam bus terminal to Hanoi Station by bus. This time will be reduced to only 10 minutes by

UMRT. Travel time of motorcycle and car users will either remain the same or be reduced,

depending on traffic management in the city centre.

3.307 As GIa Lam Station is located at the crossroad of NH1 and NH5, the area should

function as a gateway and transport hub in the east of the city.

3.308 Large plots of VNR land and other underutilized plots of land are available in the area;

these can be transformed to create a transit-based compact urban area that would be a new

multi-functional urban core in the east of the city.


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3) TOD Planning Direction

(a) Improvement of Accessibility to UMRT Station

3.309 The cluster is not sufficiently provided with primary roads. Nguyen Van Cao Street

(NH1) only runs in the south without being connected to V4 and V5 stations. The following

should be carefully considered:

(i) Develop access roads with adequate standards to UMRT stations which should be

integrated with existing primary road network

(ii) Develop intermodal transport hub in the east of the city to extend seamless service of

UMRT along NH1 and NH5

(iii) Prepare for future effective integration with UMRT Line 4

(iv) Improve local roads and alleys

(v) Improve traffic management


3.310 As the area is relatively undeveloped, potential opportunities for integrated

development are significant:.

(i) Redevelop VNR owned factory land for multi-functional commercial and urban

activities complex

(ii) Promote development/redevelopment in adjoining areas in Ngoc Thuy ward and Ngoc

Lam Ward

(iii) Prepare for future integrated development opportunities with Gia Lam Airport


3.311 Improving communities should be part of the process of UMRT development and

TOD especially in coordination with access roads development and improvement.


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3.8.2 Long Bien Bac Station (V5) Area


3.312 Long Bien Bac Station is located in elevated structure a few hundred meter from NH1

along the dyke road, which the new UMRT bridge is 75m north from the Long Bien Bridge

(See Figure 3.8.2-1). At present, there are no main roads which connect the station with NH1,

except local roads and alleys.

3.313 Mixed landuse prevails in the area with traditional housing and underutilized

agricultural land. However, the development of UMRT is expected to enhance investment

opportunities and promote the transformation of the area into a more organized urban area.

Figure 3.8.2-1 Location of Long Bien Bac Station (V5) Area


3.314 HAIMUD2 proposes another station location which is shifted to east side to connect to

planned Zone Plan road at east side (see Figure 3.8.2-2). In terms of necessity of land

acquisition, Option B is advanced which is located in vacant land. In terms of accessibility,

Option A is advanced in short-term which passengers can access from the existing dyke road.

In case if the new south- north road will be completed in advance of UMRT operation,

accessibility of Option B station is also preferable to use the trunk road. At this moment, the

detailed study and design of 75m option has not been done yet, so it is proposed to study V5

station location of this alignment further, in terms of accessibility condition, potential of urban

development as well as technical aspects.


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Figure 3.8.2-2 Comparison of Advantages and Disadvantages of Location Options

Option A Option B

Advantages: It is near to the existing dyke road, so it is easy to access from the dyke road. The distance between V4 Gia Bat Station is ensured.

Disadvantages: The station location will be located inside residential areas which land acqusition is required.

Advantage: There are vacant spaces around the station location to develop the station plaza.

Disadvantages: There are no access roads at present, so north-south road of Zone Plan is indispensable to ensure accessibility. The distance between Gia Lam station is nearer compared to the original option.


2) Location of UMRT Route and Station

3.315 There are two options for the location of the station, depending on the distance

between UMRT alignment and Long Bien Bridge. Neither of the two locations is directly

connected with the main roads.

3) Planning Conditions and Directions


3.316 Key considerations for improvement of access to UMRT station include following:

(i) Develop access roads to the station as part of an area-wide network as designated in

Zone Plan: the Zone Plan indicates that a network of roads will be developed in the

area. Although the station is provided with a good set of access roads when they are

in place, priority should be given to develop access roads to connect NH1 and dyke

road simultaneously with the opening of UMRT service.

(ii) Improve local roads and alleys: In order to improve accessibility to the station for the

communities, it is also necessary to improve other local roads and alleys.


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3.317 The focus of integrated urban development in the area should be on promoting

organized landuse and compact urban development in the areas adjacent to the station.

(i) Coordinate land around the station for integrated mixed-use development according

to participatory development mechanisms, such as land readjustment;

(ii) Promote urban development/redevelopment in adjoining areas according to Zone

Plan;


(i) Promote living environment in existing communities in integration with improvement of

local roads and alleys;

(ii) Provide public service facilities at the station area as well as in under the UMRT

viaduct space.

Figure 3.8.2-3 Long Bien Bac Station (V5) Area in Zone Plan


(i) Development of Zone Plan roads and access roads

(ii) Development of station plaza integrated with BRT using to-be-abandoned Long Bien Bridge section

(iii) Improvement of local wards and alleys

(iv) Provision of urban renewal of existing urban area



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4) TOD Concept Plan


3.318 The TOD Area for Long Bien Bac Station includes the land and space of UMRT ROW

and other plots of land required for provision of intermodal facilities and access roads.

(b) Improvement of Access to UMRT station

3.319 As the UMRT station is isolated and in an underdeveloped area, the following

measures are required:

(i) Development of access roads connecting with NH1

(ii) Improvement of local roads and alleys

(c) Intermodal Facilities at the Station

3.320 The proposed concept plan for the station is composed of the following (See Figure

3.8.2-3):

(i) Develop in priority the roads included in the TOD Area, as per the Zone Plan;

(ii) Provide intermodal facilities including bus stops, loading/unloading facilities for bus

and other vehicles and parking space for motorcycle and bicycle in the space under

the UMRT viaduct.

(iii) Develop a station plaza in the south of the station to integrate the bus system

proposed for Long Bien Bridge.


3-166

Figure 3.8.2-4 Facility Concept Plan of Long Bien Bac Station (V5)


Main Components

Develop primary and secondary road network to ensure connectivity with UMRT, especially in TOD area

Develop loading/ unloading facilities under the station

Develop station plaza connecting to VNR property

Promote integrated urban redevelopment in front of station

A-A Section


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3.321 The area in front of the station presents an opportunity for redevelopment as a

mixed-use high-density community including public servrices and commercial, business and

residential facilities (See Figure 3.8.2-4).

Figure 3.8.2-5 Concept of Integrated Urban Redevelopment in front of Station


Commercial

buildings Apartments

BRT station

Long Bien Bac Station

Station Plaza

Park

Road


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3.8.3 Gia Lam Station (V4) Area


3.322 Gia Lam Station is an elevated structure located at the current VNR station area; it

will be the terminal station of Line 1 after completion of Phase 1. The station serves both

urban inter-city passengers and inter-city freight transport services. The planned UMRT Line

4 will intersect Line 1 (Phase 2) at the intersection of NH1 and NH-5.

3.323 Landuse in adjoining areas is rather unorganized due to poorly provided road network

and locations of VNR factory land and rail transport system will bring about significant positive

impacts on both transport and urban development in the area

3.324 However the area has been growing rapidly especially along NH1 and NH5. It is

expected that urban development pressure on the area will continuously be strong in the

future.

Figure 3.8.3-1 Location of Gia Lam Station (V4) Area



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2) Planning Condition and Direction


3.325 Gia Lam Station should play an important role just like Giap Bat in the southern

cluster and Nam Thang Long in the north-western cluster. Therefore the accessibility to the

UMRT should be considered not by limiting to the station influence area but in wider

perspective. Measures to be taken include the following:

(i) Develop comprehensive intermodal hub: The urban area has been expanding quickly

along NH1 towards Yen Vien and Bac Ninh, as well as along NH5 towards Gia Lam;

the role of Gia Lam Station should therefore be to facilitate the connectivity between

UMRT and these areas. Gia Lam should function as a transport hub to meet the

demand for urban and intercity transport with different modes including intercity

passenger transport, intercity bus, city bus, taxi, car, motorcycle, bicycle and

pedestrians;

(ii) Develop access roads and related wards: As Gia Lam Station will be a large and

comprehensive public transport terminal, a good set of access roads should be

provided to ensure the connectivity with NH1 and NH5;

(iii) Develop local roads and alleys: In order to not only improve accessibility of the people

but also promote urban development and redevelopment in the area, it is also

important to develop local roads.


3.326 There are ample opportunities for integrated urban development including;

(i) Redevelopment of VNR factory land: This approximately 21.7-ha plot of land is an

ideal space for integrated urban development in synergy with UMRT development.

Such development can create a competitive urban service core in Gia Lam, which is

currently lacking in the area. Mixed-use high-density development can offer a wide

range of opportunities for various purposes: commercial, business, recreational,

public services and residential activities.

(ii) Development of the land of VNR station: This land is also large enough to develop

multi-purpose high-rise station buildings in integration with the above-mentioned

development of VNR factory land. While the land is used for various railway

operations, airspace of the railway facilities can also offer space for integrated urban

development and commercial use.

(iii) Redevelopment of Gia Lam bus terminal: The existing bus terminal can be relocated

into the station area where current function can also be integrated with other

multi-modal services including UMRT, inter-city and city bus, taxi and others. The land

can be redeveloped for high-rise residential and commercial building.

(iv) Promotion of redevelopment of existing adjoining areas: There are many other areas

that can be promoted in integration with the aforementioned major developments.


(i) Promote living environment in existing communities in integration with improvement of

local wards and alleys

(ii) Provide public service facilities at the station area as well as in under viaduct space


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Figure 3.8.3-2 Gia Lam Station (V4) Area in Zone Plan


(i) Development of Zone Plan roads

(ii) Development of station plazas with access roads in south and north

(iii) Redevelopment of VNR factory to provide commercial, business and public serfice facilities

(iv) Redevelopment of Gia Lam long-distance bus terminal for multi-purpose complex

(v) Promotion of new town development integrated with UMRT and public transport services



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3) TOD Concept Plan


3.327 The TOD Area for Gia Lam Station has been defined to include ROW of UMRT, VNR

land, VNR factory land and the sections of the roads that are necessary for basic intermodal

facilities, as per the Zone Plan.

(b) Improvement of Access to UMRT Station

3.328 Roads and facilities required for the improvement of access to the UMRT station

include the following:

(i) Development of access roads including southern access road, northern access road,

south-north connecting road; new roads should be developed to surround the station

area in the north, in the south and in the west.

(ii) Improvement of local roads and alleys: Other local roads and alleys should also be

improved to facilitate smooth access of the people to the station.

(c) Development of Intermodal Facilities at the Station Area

3.329 Main intermodal facilities to be developed include the following:

(i) Development of station plaza: Two station plaza should be provided in front of the

station, both in the north and in the south. These plazas should include space and

facilities for loading and unloading passengers and visitors using bus, taxi and other

vehicles;

(ii) Parking facilities: Parking facilities will be provided in various locations in integration

with development of buildings and complexes

(iii) Provision of elevated walkway.


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Figure 3.8.3-3 Facility Concept Plan and Images of Gia Lam Station (V4)


B-B Section C-C Section

A-A Section

Main Components Develop in priority main roads in TOD area

Develop comprehensive station plaza in integration with inner-city bus service

Develop elevated walkways crossing station plazas

Redevelop long-distance bus terminal integrated with commercial and service facilities

Develop parking facilities under the viaduct of Line1


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3.8.4 Key Points for Decision by JCC

3.330 N10 Zone Plan is the basis to formulate TOD concept plans of the Eastern Urban

Cluster, which has been approved. Since the station location of V5 Long Bien Bac Station

has not been approved yet, it will be necessary to update the approved Zone Plan to

indicate final station location and necessary access roads.

3.331 Key points for decision by JCC are summarized in Table 3.8.2. While TOD

concept plans are in compliance with Zone Plans, it is proposed to reflect proposed TOD

areas and intermodal facilities in the Zone Plan. In addition to prioritization of station

access road development, it is necessary to consider possibility to redevelop VNR

property including VNR land of Gia Lam station and VNR factory for expected TOD

promotion at the east of the city.

Table 3.8.2 Key Points of Southern Urban Cluster for Decision by JCC

Coverage Key Points for Decision

Common Issues Designation of TOD Area and its reflection in Zone Plan

Finalization of Line 1 route and station location

Priority development of access roads

Use of to-be-abandoned VNR space and facilities (cf. Long Bien

Bridge, VNR land)

V5: Long Bien

Bac Station

Finalization of Zone Plan and TOD plan based on decision on the

location of new Line1 bridge

V4: Gia Lam

Station

Finalization of operational configuration of UMRT, international/

long-distance passenger, freight transport

Integrated development of VNR property

Possibility to redevelop Gia Lam Bus Terminal land


Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi in Vietnam Final Report – Main Text I

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3.9 Required Type of Feeder Bus Service

1) Objectives and Approaches

UMRT is expected to provide a high-quality public transport service, but the initial 3.332

network coverage will be limited because of high construction costs. The present project that

proposes the development of UMRT Lines 1 and 2 will start with the initial phase of

constructing 10.9km between Nam Tang Long Station (C1) and Trang Hung Dao Station

(C10) on Line 2 and 10.4km between Gia Lam Station (V4) and Giap Bat Station (V12) on

Line 1. It is indispensable to build a suitably designed feeder service or services in order to

maximize the serviceability and the efficiency of the UMRT system in its preliminary phase

and thereby increase the total share of public transport. There is a variety of modes that would

perform feeder services for UMRT: bicycle, motorbike, private automobile, taxi, bus and

others, including walking. The focal point of the present study is how to effectively integrate

the currently operating bus services, the mainstay by far of public transport in Hanoi, and the

prospective UMRT extensions. The aim for such integration is to ensure the best possible

multiplier effect on the increase and improvement of the city’s public transport capacity and

service as a whole.

Feeder buses are operated to supplement public transport service coverage 3.333

integrated with UMRT network. For this, the service coverages and routes of feeder bus

services are proposed based on criteria of (i) demanded area covering town centers,

residential areas, major urban facilities such as universities and industrial zones to acquire

passengers, (ii) supplemental area covering transport inconvenient areas, (iii) availability of

bus operation space (trunk roads, roadside facilities, etc.), (iv) coverage of UMRT extension

route.

The following three policies are proposed upgrade UMRT serviceability and enhance 3.334

the passengers’ appeal for public transport as a whole:

(i) Reorganization of city bus lines: for the bus lines that would compete with the

prospective UMRT extensions, the supply and demand situation need be suitably

adjusted through rerouting to connect them to UMRT stations and introducing new

access lines to the stations.

(ii) Development of UMRT relay bus service: the areas to be serviced by the future UMRT

development need be linked in the meantime to the initial UMRT stations by a

high-quality bus service for quick transfer to and from UMRT trains.

(iii) Introduction of new bus services to increase public transport passengers: new bus

services need be introduced to raise the level of traffic mobility in the vicinities of

UMRT stations. At the same time, those facilities that would fall to disuse because of

the UMRT system can be utilized to accommodate new types of bus services.

2) Route Reorganization of City Bus Lines

(a) Supply and Demand Adjustment of Competing Bus Lines

Many bus passengers are expected to switch to UMRT trains. A total of 28 bus lines 3.335

will be affected directly and indirectly. These competing lines are likely to experience a decline

of patronage. They need to reduce the service frequency or even cancel certain service

Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi Final Report – Main Text I

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routes.1 They will have to pick up new passengers by changing their operational routes and

other policy decisions.

(i) The decreased service frequency and the discontinuation of some lines will inevitably

create a surplus of vehicles and drivers. Such surplus can be used to create new

feeder services to UMRT stations, which would generate new profits. This policy could

unfavourably affect the current bus passengers. Therefore, it is necessary to carefully

study the current situation of bus utilization and try to choose the lines for which

frequency reduction and/or discontinuation would affect passengers the least.2

(ii) Competing bus lines could play a key role for providing an emergency service in case

UMRT lines have any operational problems or are completely stopped. Therefore, it is

not advisable to close up all the segments of bus routes that would compete with the

prospective UMRT extensions.

Route closure, service frequency reduction or service route shortening are suggested 3.336

for the competing bus lines substantially affected by the development of UMRT, where the

effects of supply and demand adjustments would be judged insignificant or where passengers

could be easily diverted to other alternative bus lines (See Table 3.9.1).

The prospective UMRT extensions would negatively affect the passenger demand on (i)

the competing city bus lines listed in the table. Some of them are competing with other

local bus lines, and their passengers would be easily taken over by the latter if some

segments of their routes were closed.

As shown in the table, the reduction of service frequency is suggested mostly for the (ii)

city bus lines operating between Gia Lam – Long Bien, presuming a switch to UMRT

LIN 1 by the passengers. By changing their origins/destinations to Bx Gia Lam, the

transfer of passenger to and from Gia Lam Station (V4) would be easy. This measure

of frequency reduction will significantly decrease the bus traffic on Churong Duong

Bridge, possibly alleviating chronic congestion there.

Table 3.9.1 City Bus Lines Affected by UMRT Lines 1 & 2 and Suggested Measures

Measure No Present Route Remarks

Closure 03 BX Giáp Bát - BX Gia Lâm The entire length of the route competes with UMRT Line 1 and other local bus lines.

Frequency

Reduction 32 BX Giáp Bát - Nhổn

The entire length competes with UMRT Lines 1 & 3, The route services schools and hospitals on its way, and it is not appropriate to close down the route entirely because of the obvious adverse impact on bus users.

Route

Distance

Reduction

03B BX Giáp Bát

– TTTM Vincom Village

Some route segments compete with UMRT Line 1. The service frequency is low and prospective passengers could be diverted to other bus lines along the segment of Nguyễn Văn Cừ - BX Giáp Bát. The route would be shortened to end at BX Gia Lâm.

10A Long Biên - Từ Sơn

Some segments compete with UMRT Line 1. The prospective passengers could be diverted to other bus lines along the segment of Nguyễn Văn Cừ - Long Biên. The route would be shortened to end at BX Gia Lâm.

10B BX Lương Yên - Trung Mầu Some segments compete with UMRT Line 1. The prospective passengers could be diverted to other bus lines along the segment of Nguyễn Văn Cừ - BX Lương Yên. The route would be

1 The city bus lines are operated in the red, with some 55% of the operational cost being subsidized by the Hanoi city government. Accordingly,

the expected loss by the decline of bus passengers will inevitably increase the city’s subsidization, thus putting the municipal finance as a whole in jeopardy.

2 The forerunning construction of UMRT Line 2A and Line 3 is likely to require due reorganization of competing city bus line when these UMRT

extensions come into operation. The observation of the effects of reorganization on bus passenger behaviors on this occasion will provide

useful insight for the purpose.


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Measure No Present Route Remarks

shortened to end at BX Gia Lâm.

17 Long Biên - Nội Bài

Some segments of the route compete with UMRT Line 1. The prospective passengers could be diverted to other bus lines along the segment of Nguyễn Văn Cừ - Long Biên. The route would be shortened to end at BX Gia Lâm.

40 CV Thống Nhất - Như Quỳnh

Some segments compete with UMRT Line 1. The prospective passengers could be diverted to other bus lines along the segment of Nguyễn Văn Cừ - CV Thống Nhất. The route would be shortened to end at BX Gia Lâm.

43 CV Thống Nhất - Đông Anh

Some segments compete with UMRT Line 1. The prospective passengers could be diverted to other bus lines along the segment of Nguyễn Văn Cừ - CV Thống Nhất. The route would be shortened to end at BX Gia Lâm.

54 Long Biên - Bắc Ninh

Some segments compete with UMRT Line 1. The prospective passengers could be diverted to other bus lines along the segment of Nguyễn Văn Cừ - Long Biên. The route would be shortened to end at BX Gia Lâm.

Other

Lines

Affected

by UMRT

Lines 2

and 1

01 BX Gia Lâm - Yên Nghĩa

03 BX Giáp Bát - BX Gia Lâm

03B BX Giáp Bát - TTTM Vincom Village

08 Long Biên - Đông Mỹ

09 Bờ Hồ - Bờ Hồ

10A Long Biên - Từ Sơn

10B BX Lương Yên - Trung Mầu

11 CV Thống Nhất - ĐH Nông Nghiệp I

14 Bờ Hồ - Cổ Nhuế

16A BX Giáp Bát - BX Mỹ Đình

16B BX Nước Ngầm - BX Mỹ Đình


18 Bách Khoa - Bách Khoa

21 BX Giáp Bát - BX Yên Nghĩa

22 BX Gia Lâm - KĐT Xa La

23 Nguyễn Công Trứ - Nguyễn Công Trứ

25 BX Nam Thăng Long - BX Giáp Bát

28 BX Giáp Bát - Đông Ngạc

31 Bách Khoa - ĐH Mỏ

32 BX Giáp Bát - Nhổn

33 BX Mỹ Đình - Xuân Đỉnh

34 BX Mỹ Đình - BX Gia Lâm

36 Yên Phụ - Linh Đàm

40 CV Thống Nhất - Như Quỳnh

41 Nghi Tàm - BX Giáp Bát

43 CV Thống Nhất - Đông Anh

45 Times City - BX Nam Thăng Long

54 Long Biên - Bắc Ninh

Note: The route information as of April 1, 2015. Source: JICA Project Team

(b) Rerouting of Existing City Bus Lines

Rerouting is needed not only to lessen the effect on city bus service of the competition 3.337

with UMRT but also to expedite the passenger transfer to UMRT trains. Bus lines need to be

rerouted to call on UMRT stations on the way or their present origin/destination points might

be moved to these stations.

Rerouting to call on UMRT stations on the way: The measure would provide access to (i)

the stations and stimulate a new demand of transfer passengers, thereby promoting


3-177

UMRT utilization among the city population. The impact of bus service rerouting is

expected to be noticeable, and yet the current bus passengers might feel

inconvenienced by losing the use of their habitual bus stops, among others. After

careful analysis and understanding of the present bus passengers’ behaviors, it is

necessary to select those service segments judged least affected by rerouting, or

those route segments easily taken over by other local bus services, keeping the use of

the former bus stops.

Change of origin/destination points: The measure is to improve transfer convenience (ii)

to UMRT of bus lines that presently possess origins or destinations in the vicinities of

the prospective UMRT stations. Origin/destination bus stops at the stations require

sufficient space for fleet marshalling. It is necessary to select UMRT stations with

enough space for such accommodation.

In order to strengthen transfer convenience, bus lines judged least inconveniencing to 3.338

the current bus users are rerouted to call on UMRT stations on their respective way. For the

lines that have origins/destinations in the vicinities of the stations, the points of

origins/destinations are rerouted close to the stations.

As shown in Table 3.9.2, there are three city bus lines that are expected to carry the 3.339

increased demand of transfer passengers by rerouting to call on UMRT stations on their way.

All of these lines have competing local bus services that share the usual bus stops, thus

reducing the inconvenience of city bus rerouting to passengers

Concerning No. 15 and 17 lines connecting to V4 (Gia Lam Station), the route 3.340

segment between Van Loc – Gia Lam is moved to run from Duong Bridge to Duon Tru Bridge.

This will cut down the route length and speed up the access from the northern parts of Hanoi

Station to Gia Lam Station.

The origin/destination points of ten bus lines would be changed to the nearby UMRT 3.341

stations. Regarding the availability of space for fleet marshalling, four UMRT stations, namely,

C3 (Tay Ho Tay), C8 (Hang Dau), V4 (Gia Lam) and V12 (Giap Bat), either already have a

nearby bus terminal or will be provided with new ones next to them during the Phase I of

construction.

At some distance from the four stations mentioned above, there are three 3.342

origin/destination points with fleet marshalling facilities: Ben Xe Nam Tang Long to the west of

C3 (Tay Ho Tay), Xuan Dinh to the northeast of C3 and Duc Giang to the east of V4 (Gia Lam).

City bus lines that currently turn over at these places are extended to either C3 or V4 as their

new origin/destination points ease passengers’ transfer to UMRT.

Eight bus lines would move from Ben Xe Nam Thang Long to the new 3.343

origin/destination points at C3. This would improve the access to the station from the

southwestern area of the city now under development.


3-178

Table 3.9.2 Proposed Rerouting and Changes of Origin/destination Points

Proposal Station Node No Present Route Remarks

Rerouting

C3 (Tây Hồ Tây)

53 Hoàng Quốc Việt - Đông Anh

The route segment of Phạm Văn Đồng - Hoàng Quốc Việt is rerouted to pass C3.

V4 (Gia Lâm)

15 BX Gia Lâm - Phố Nỉ The segment of Vạn Lộc - Gia Lâm is moved from Quốc lộ 3 - Đuống Bridge - Ngô Gia Tự to Đường 5 kéo dài - Đông Trù Bridge


The segment of Vạn Lộc - Gia Lâm is moved from Quốc lộ 3 - Đuống Bridge - Ngô Gia Tự to Đường 5 kéo dài - Đông Trù Bridge. The origin/destination point is moved from Long Biên to Gia Lâm.

Changes of Origins/ Destinations

C3 (Tây Hồ Tây)

27 BX Nam Thăng Long - BX Yên Nghĩa

The origin/destination point is moved from Nam Thăng Long to Tay Ho Tay (line extension).

33 BX Mỹ Đình - Xuân Đỉnh

The origin/destination point is moved from Xuân Đỉnh to Tay Ho Tay (line extension)

38 BX Nam Thăng Long - Mai Động

The origin/destination point is moved from Nam Thăng Long to Tay Ho Tay (line extension)

45 BX Nam Thăng Long - Times City


56A BX Nam Thăng Long - Núi Đôi


56B BX Nam Thăng Long -Xuân Giang


60 Nam Thăng Long - BX Nước Ngầm


63 KCN Bắc Thăng Long - Tiến Thịnh

The origin/destination point is moved from KCN Bắc Thăng Long to Tay Ho Tay (line extension)

64 KCN Bắc Thăng Long - Phố Nỉ

The origin/destination point is moved from KCN Bắc Thăng Long to Tay Ho Tay (line extension)

V4 (Gia Lâm)

42 Bến xe Giáp Bát - Đức Giang

The origin/destination point is moved from Đức Giang to Gia Lâm (line extension)


Figure 3.9.1 Proposed Rerouting and Changes of Origin/destination Points


64

63

56A

56B

43

15 17

53

10B

10A

54

03B

27

33

38 6045

Hoàng Quốc ViệtV4

KCN Bắc Thăng Long

Nam Thăng Long

C3

C3まで延伸

C3まで延伸

V4止に変更Đông Trù橋経由に変更

C3経由にﾙｰﾄ変更

V4止めに変更

V4止めに変更

V4止めに変更

40

Xuân

ĐỉnhĐức

Giang

33

V4止めに変更

V4まで延伸

C3まで延伸

C3まで延伸

Extension to C3

Extension to C3

Change the last stop to C4

Extension to C3

Extension to V4

Extension to C3

Change the route via C3

Change the last stop to V4



Change the last stop to V4, and route via Dong Tru

via C3


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(c) Introduction of New Bus Lines

In addition to the rerouting of existing bus lines, new ones could be opened to 3.344

strengthen the access to the prospective UMRT stations. Such new lines would be set up in

places where the rerouting is judged difficult or where bus lines are yet non-existent but new

passenger demand would grow with the provision of access. For example, the areas where

school campuses or industrial estates are located but their potential demand are yet untapped

by bus service would be most suitable for introducing new lines.

Hanoi is crisscrossed by a city-wide network of bus services. With no new provision of 3.345

direct bus routes, passengers in many parts of the city can in principle reach UMRT stations

after repeated transfers from one bus line to another. However, their trip would not be very

smooth, often hampered by generally low frequency of bus service that prolongs the waiting

time at transfer points. The long distance between bus stops from one line to another

increases the inconveniences of travelling. Accordingly, it is necessary to open new bus lines

to secure easy access to UMRT stations.

To introduce a new access to an area not serviced by any bus line, it is necessary to 3.346

examine the potential demand warranting such a venture. At the same time, it is necessary to

check whether the roadway to a UMRT station is well developed or planned to be developed,

for the safety of bus travel.

There are two types of places for consideration when introducing new bus lines. The 3.347

first type is those areas with no bus service where passenger attracting facilities or housing

estates either exist or are being developed or planned, guaranteeing the sizable potential

demand for a new line. The second type is those areas where the rerouting of the existing bus

lines are judged untenable for its adverse impact on current bus users or the expected

bus-to-bus transfer hazards due to low service frequency. In such areas, the sufficient

demand is already there, evidenced by the existence of bus lines, and therefore would justify

the introduction of a new access line.

Based on the foregoing discussion, 17 new bus lines are proposed for introduction, as 3.348

shown in Table 3.9.3. To set up new feeder bus lines with UMRT stations as their

origins/destinations, it is necessary to secure sufficient space for fleet marshalling next to the

stations. Considering the space availability, four UMRT stations, namely, C3, C8, V4 and V12,

are suitable as origin/destination points for feeder bus service.

Long Bien Bus Terminal is located on the north western side of C8. The terminal is 3.349

already frequented by many feeder bus lines and any additional new line is liable to aggravate

the current congestion level in the neighbourhoods. Accordingly, C8 is not acceptable as

origin/destination points for new lines. Of the remaining three, C3 is set up as

origin/destination points for new feeder lines which connect to the area north of the Hong

where many industrial and housing estates are located and the area west of Ave. Pham Van

Dong where the development is in the pipeline. To alleviate the expected congestion in the

neighbourhoods of a new bus terminal to be constructed next to C3, some new lines

discharge (and pick up) passengers at a new bus stop to be provided below the elevated

station platform and subsequently go to Cau Giay Bus Terminal. V4 accommodates new

feeder lines that connect to the area of Dong Anh and the area along National Highway No. 5

in the eastern part of Hanoi. New lines for V12 are set up to provide access from the area

along Ring Road No.3, the area east of Giap Bat Station, the area east of National Highway

No. 1, Thanh Oai and other densely populated communities and the area of Phung Hung

where hospitals and other people attracting facilities are located.


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The headway of operation for new feeder lines would range from 10 to 20 minutes 3.350

and their timetables need be suitably coordinated with those of competing bus lines. If the

timetables of new lines were to overlap with those of competing lines on the same routes,

passengers would be faced with inconvenient irregularities where quite a few buses

simultaneously call on a given bus stop in a short span of time whereas in other times

passengers are left to wait a long time for the next bus. The time of arrival and departure at

the station bus stops must be set up so as to concur with the schedule of UMRT trains.

Table 3.9.3 Proposed New Feeder Bus Lines

Station Proposal Route Remark

C3 (Tây Hồ Tây)

1

Mê Linh - Phúc Thắng - (Bắc Thăng Long - Nội Bài) - QL23 - Võ Nguyên Giáp - Nhật Tân Bridge – C3

・ Potential demand expected at many residential streets and industrial estates located along the route

・ Bus lines available, but difficult to reroute

2 Sóc Sơn - QL3 - Đông Anh - QL 23 - Võ Nguyên Giáp - Nhật Tân Bridge – C3

・ Potential demand expected in the densely populated

areas of Sóc Sơn and、Đông Anh


3 Mê Linh - Tiền Phong - Vân Trì - Võ Nguyên Giáp - Nhật Tân Bridge – C3

・ Potential demand expected at densely residential streets and industrial estates in the area of Mê Linh


4 Noi Bai Airport - Võ Nguyên Giáp - Nhật Tân Bridge – C3

・ Potential demand expected of Airline passengers and airport visitors

5 Thụy Lâm - Đông Anh - QL23 - Võ Nguyên Giáp - Nhật Tân Bridge – C3

・ Potential demand expected in the area of Thụy Lâm and the densely populated center of Đông Anh


6 Vân Hà - Liên Hà - Việt Hùng - Đông Anh - QL23 - Võ Nguyên Giáp - Nhật Tân Bridge - C3

・ Potential demand expected in the area of Vân Hà and the heavily-populated center of Đông Anh

・ Bus lines available, but difficult to reroute 7

Đan Phượng - Từ Liêm - C3 - Bãi đỗ xe Cầu Giấy

【4 routes】

・ Development in the pipeline for the areas of Đan Phượng and Từ Liêm and potential demand expected of the future population growth

・ Location of colleges and other institutions, but bus services absent because of the underdeveloped roads. With road projects in the pipeline, new bus lines justifiable by potential demand growth

8 9

10

V4 (Gia Lâm)

1 Thụy Lâm - Dục Nội - Dục Tú - QL23 - Đuống Bridge - Ngô Gia Tự - Nguyễn Văn Cừ - V4

・ Potential demand expected in the area of Thụy Lâm and densely populated centers of Đông Anh


2 Vân Hà - Liên Hà - Dục Nội - Dục Tú - QL23 - Đuống Bridge - Ngô Gia Tự - Nguyễn Văn Cừ - V4

・ Potential demand expected in the area of Vân Hà and densely populated center of Đông Anh


3 Lệ Chi - Phú Thị - Ỷ Lan - Nguyễn Đức Thuận- Nguyễn Văn Linh- Nguyễn Văn Cừ - V4

・ Potential demand expected in densely residential areas around Kim Son and Ỷ Lan and recently developing areas around Nguyễn Đức Thuận and Nguyễn Văn Linh


4 Đặng Xái - Phú Thị - Ỷ Lan- Nguyễn Đức Thuận- Nguyễn Văn Linh - Nguyễn Văn Cừ - V4

・ Potential demand expected in the densely residential area around Ỷ Lan, and the recently developing areas around Nguyễn Đức Thuận and Nguyễn Văn Linh


V12 (Giáp Bát)

1 (Vạn Phúc - Thanh Trì) - Đê sông Hồng - Nguyen Khoai - Pháp Vân - Giải Phóng – V12

・ Potential demand expected in the densely residential area around Red River on the east side of National Highway No.1


2

Đại học Nông nghiệp Hà Nội- Ngô Xuân Quảng - Nguyễn Đức Thuận- Thanh Tri Bridge - Pháp Vân- Tam Trinh - Tân Mai- Kim Đồng – V12

・ Potential demand expected in the Hanoi University campus and residential area around Ngô Xuân Quảng,

Tam Trinh and Tân Mai。


3 Thanh Oai - QL21B- Quang Trung - Nguyễn Trãi- Phùng Hưng - Phan Trọng Tuệ- Ngọc Hồi - Giải Phóng – V12

・ Potential demand expected in the central residential area of Thanh Oai and around 103 Hospitals, by rerouting to pass Ngọc Hồi



3-181

Figure 3.9.2 Proposed Routes for New Bus Lines

9.1 9.2


Proposed Route from

C3 Tay Ho Tay

Proposed Route from

V4 Gia Lam

Proposed Route from

V12 Giap Bat


3-182

3) Introduction of UMRT Relay Bus Services

In addition to the reorganization of city bus lines, the introduction of UMRT relay bus 3.351

service is needed to promote the increased utilization of UMRT services. The development

and operation of UMRT will enable passengers to reduce their travel time considerably.

However, the Phase 1 extensions on Lines 1 and 2 are too limited in distance to allow the

reduction of travel time beyond the immediate vicinities of new UMRT stations and along the

railway extensions. Inhabitants in the suburbs and exurbs have to ride on city buses that are

liable to be delayed by traffic congestions along the way to reach some UMRT station. The

benefit of travel time reduction that would accrue from UMRT trains decreases as travel

distance from the train stations increases. It is crucial to extend the UMRT network and

thereby let as many citizens as possible enjoy the benefit of travel time reduction. However, it

takes a considerable time to realize the city-wide expansion of UMRT network. In the

meantime, it is necessary to take steps to bring about as much travel time reduction as

possible through other policy measures.

One type of measure is the introduction of relay bus service that would aid transfer 3.352

passengers to and from UMRT stations. The relay bus operation is faster than regular city bus

in accord with the speed of UMRT trains. The faster speed of relay bus is mainly to favor

passengers from or to outlying suburbs. Only a limited number of bus stops are provided

along multiple-lane roadways. The ease of fast transfer to or from UMRT trains is ensured by

the special relay bus facilities with boarding and alighting bus stops built very close to the

respective stations. The ticketing system and timetables are designed to support brisk

mobility of transfer passengers. The fleet employs high-grade vehicles that offer safe and

comfortable travel.

Over the same origin/destination distance, travel time reduction of the transferred trip 3.353

using UMRT train and relay bus is presumably smaller than that of the trip taken entirely by

UMRT. However, relay bus offers much faster transfers than regular city bus and reduces

sizably more travel time than the latter. Until such time as the full development of the UMRT

network, the operation of relay bus need to be extended to reduce travel time for Hanoi

citizens and encourage the increased use of public transport among them. The relay bus has

smaller transport capacity than the UMRT train, but can be introduced at much lower costs.

Accordingly, relay bus lines might be developed as positive alternative in those areas that do

not generate sufficient demand justifying UMRT extension.

Relay bus lines are introduced to reduce travel time between outlying suburbs and the 3.354

central parts of the city. Population concentrations and major landmarks in the suburbs and

neighboring provinces are linked up with the UMRT stations as origin/destination points to

provide fastest possible transfers to UMRT trains.

The probable origin/destination points for relay bus lines are C1, V4 and V12. 3.355

However, C1 lacks space for fleet marshalling maneuvers. C3 with its new bus terminal

planned for development takes over the role of C1 as the third origin/destination point.

Based on the foregoing discussion, 10 routes are proposed for relay bus service as 3.356

shown in Table 3.9.4.

C3 is connected by relay bus to passenger-generating Noi Bai Airport, the densely 3.357

populated center of Soc Son and the center of Me Linh as shown in Figure 3.9.3 Regarding

Noi Bai Airport, two routes are provided, one running via Vo Nguyen Giap, the other passing

between Bac Thang Long – Noi Bai. Rapid operation is possible on wide roadways such as


3-183

Vo Nguyen Giap, Nhat Tan Bridge, Bac Thang Long – Noi Bai and Thang Long Bridge.

Relay bus routes from Noi Bai Airport will carry passengers from and to the airport. 3.358

The route on Vo Nguyen Giap offers non-stop service to reduce transfer time between flights

and UMRT trains and thereby promote the increased utilization of UMRT trains by airline

passengers.

V4 is connected by three routes respectively to densely populated Dong Anh, the 3.359

center of Bac Ninh and the area of Durong Xa in the eastern part of Hanoi close to the border

of Hung Yen Province, where some notable institutions like the National Economic &

Technical College are located, to generate passenger demands. The proposed routes pass

wide roadways at places like Duong 5 keo dai, Dong Tru Bridge, Nguyen Duc Thuan and

Nguyen Van Linh.

V12 are connected by two routes to the central areas of Phu Xuyen, Thurong Tin, 3.360

Xuan Mai and Churong My. In addition, the third route is provided to link up with the area of

Durong Xa mentioned above. The proposed routes pass wide roadways at places like Ngoc

Hoi, Giai Phong, Nguyen Duc Thuan, Thanh Tri Bridge and Quang Trung.

For each relay bus route, bus stops are provided only at places of population 3.361

concentrations and next to notable landmarks in order to speed up relay bus operation. The

proposed routes are mostly positioned close to the planned UMRT extensions. They will serve

as alternative transport until such time as the planned UMRT extensions come into operation

respectively. The introduction and operation of relay bus lines well before the completion of

the UMRT network would help foster the trust of local citizens in public transport and pave the

way for their wide acceptance of UMRT service.

The UMRT relay buses will be operated by UMRT operators to provide seamless 3.362

services with UMRT in terms of fare, operation schedule, service quality, etc. The UMRT relay

bus services will be eliminated after UMRT extension, since these are temporal and

alternative public transport services of UMRT.

Table 3.9.4 Proposed Routes for UMRT Relay Bus Service

Station Route Headway

(min)

C3

(Tây Hồ Tây)

1 Nội Bài Airport - Võ Nguyên Giáp - Nhật Tân Bridge - C3 【Non-stop】 10

2 Sóc Sơn - QL3 - Võ Nguyên Giáp - Nhật Tân Bridge - C3 15

3 Nội Bài Airport - (Bắc Thăng Long - Nội Bài) - Thăng Long Bridge - C3 15

4 Mê Linh - Phố Yên - Làng Đại Đồng - Đường 5 kéo dài - Nhật Tân Bridge – C3 15

V4

(Gia Lâm)

1 Nội Bài Airport – QL3 - Đông Anh – QL3 - Đường 5 kéo dài - Đông Trù Bridge – V4 15

2 Bến xe Bắc Ninh - Từ Sơn - Ngô Gia Tự - V4 15

3 Dương Xá - Nguyễn Đức Thuận - Nguyễn Văn Linh – V4 15

V12 (Giáp Bát)

1 Phú Xuyên - Thường Tín - Ngọc Hồi - Giải Phóng - V12 15

2 Dương Xá - Nguyễn Đức Thuận - Thanh Trì Bridge – Pháp Vân - Giải Phóng - V12 15

3 Xuân Mai - AH 13 - Chương Mỹ - Yên Nghĩa - Cầu Bươu - Giải Phóng - V12 15



3-184

Figure 3.9.3 Proposed Routes for UMRT Relay Bus Service



3-185

4) New Types of Bus Service

(a) Loop Bus Operation in City Center

To boost the serviceability of UMRT operation, the development of passenger 3.363

transport around stations in the central part of Hanoi is just as important as the operation of

feeder bus to and from terminals. Indeed, the city center attracts large traffic as it is the

destination of many trips, and if some convenient means of travel are not available to the

alighted passengers at the destinations, the attractiveness of boarding UMRT trains would not

grow as much as hoped for. Most of the major roads in the central part of Hanoi are heavily

used by bus lines. Without any additional service, people alighting at UMRT stations can

access any spot in the city center by using the existing bus services. The absence of direct

link to UMRT stations would not deter such travels, because people would manage to reach

their various destinations by transferring from one bus to another. As long as the entire bus

service network is concerned, the available means of travel are sufficient and would be able to

meet the prospective demand of alighting passengers once UMRT comes into operation.

However well-developed the crisscrossing network might be, the very minuteness of 3.364

the network development is too complex to tourists and strangers unaccustomed to the

geography of the city center. They would find it beyond their power to negotiate through the

maze of city bus network. To travel by bus from Hanoi Station to Hoan Kiem Lake, for

example, there is no direct bus link connecting the two places, even though more than

enough bus lines ply in each of these places. The traveller would have to go through two or

three transfers to reach his destination. City bus travel in Hanoi is quite challenging to

foreigners. It might be argued, then, that the bus service network be reorganized to

accommodate the needs of foreigners visiting the city. This is easier said than done, because

such reorganization would concern and affect the everyday life and livelihood of many citizens.

It would alleviate the situation to implement such short-term measures as putting up network

maps and guides on available transfers at bus stops, or providing web access to bus services

in the city. Easy access to essential information would ease the the use of buses for

foreigners. It might be judged necessary in the long run to streamline the current complex

network after careful analysis of the situation. But urgently needed is the ready access to

practical information.

Concurrently, it would be necessary to offer a new type of bus service that foreigners 3.365

can understand and use with ease. Specifically, loop bus service with UMRT stations as

origin/destination points could be operated to circulate among the major spots of tourist

attraction in the city. Such loop bus is run on the single route that covers major spots attractive

to visitors, with immediately recognizable visual designs for its fleet and bus stops as distinct

from city bus. If feasible, bus stops would be placed at shorter intervals to offer convenience

to passengers. The single loop route plying sights of major interest would not demand any

prior preparation on the part of visitors and would be readily acceptable. The easily accessible

loop bus service will increase bus trips and buttress tourist promotion. With UMRT stations as

origin/destination points, local transfer passengers as well would find it convenient to ride loop

bus. As exemplified by “GO KL” bus that plies major spots of Kuala Lumpur, loop bus services

are operated in CBDs of many cities of the world, contributing to the increased bus transport

share in the built-up areas. It would be necessary to decide the route and the headway of

operation by studying the examples in other countries.

The network of bus service can be developed more easily than that of railways. 3.366

Because of this relative easiness, the central parts of cities would soon get densely


3-186

crisscrossed by bus lines to such a complex degree as to discourage passengers. It is

important to strengthen bus transport in the city center by introducing loop bus service with its

ready accessibility.

It is recommended to introduce a circulating type of bus service to the central parts of 3.367

Hanoi, targeting visitors unaccustomed to the local geography, especially tourists from other

countries. The new bus service will improve short-trip mobility in the city’s built-up area and

help promote tourism.

When UMRT starts its operation, two loop bus routes would be opened to call on 3.368

major tourist spots, with their origin/destination point at V8 (Ha Noi), the central UMRT node in

the city center. One route circulates Hanoi Station, French Quarter and Lake Hoan Kiem,

among others. Another route circulates Hanoi Station, Ho Chi Minh Mausoleum and

elsewhere. For each route, two lines are operated, one going clockwise and the other

anticlockwise, to enhance the ease of short excursion trips. Because many streets in the

central parts of Hanoi are one-way, two lines going each way do not necessarily run on the

same set of streets. It would be necessary to maintain the proximity of two lines as much as

possible where they have to run on different streets. The route that includes the French

Quarter would stop at C10 (Tran Hun Dao) and C9 (Ho Hoan Kiem), possibly attracting

transfer passengers to and from these UMRT stations.

Many existing bus lines currently ply the major sights of tourist interest, which would 3.369

be targeted by the loop bus service, but their destinations and routes are too complicated and

confusing for tourists to grasp. Loop bus circulates the major sights and allows easy trip from

one sight to another, both going forward and backward. This serviceability would also attract

local transfer passengers to and from Hanoi Station (V8). Loop bus routes cover the areas

where there are central government departments, municipal offices, medical institutions and

offices of many private companies. Accordingly, loop bus can be easily used by commuters.

To enhance the serviceability of loop bus, bus stops of distinctive design would be located at

the sights of major tourist interest and also in places close to those establishments that

generate or attract a sizable number of local travelers and commuters. The intervals of bus

stops need be short enough to ensure easy excursion trips and thereby reduce the distance

passengers walk between bus stops and destinations.

Figure 3.9.4 Examples of Circulating Bus Service in Other Countries

”GO KL” in Kuala Lumpur Loop Bus in Brisbane



3-187

Table 3.9.5 Proposed Loop Bus Routes for City Centre

Route Major Spot of Interest

1

Anticlockwise

V8 (Hà Nội) ⇒ Lê Duẩn ⇒ Nguyễn Du ⇒ Yết Kiêu

⇒ Trần Hưng Đạo (C10) ⇒ Phan Chu Trinh

⇒ Tràng Tiền ⇒ Đinh Tiên Hoàng ⇒ Lê Thái Tổ

⇒ Bà Triệu ⇒ Hai Bà Trưng ⇒ Quan Su

⇒ Trần Hưng Đạo ⇒ V8

・ Hoàn Kiem Lake

・ Old Town

・ Opera House

・ National Museum of

Vietnamese History

・ Hoa Lo Prison

Clockwise


⇒ Quan Su ⇒ Hai Bà Trưng ⇒ Hàng Bài

⇒ Đinh Tiên Hoàng ⇒ Lê Thái Tổ ⇒ Tràng Tiền

⇒ Lê Thánh Tông ⇒ Phan Huy Chú

⇒ Hai Bà Trưng ⇒ V8

2

Anticlockwise


⇒ Quan Su ⇒ Hai Bà Trưng ⇒ Thợ Nhuộm

⇒ Điện Biên Phủ ⇒ Lê Hồng Phong

⇒ Ông Ích Khiêm ⇒ Lê Trực

⇒ Nguyễn Thái Học ⇒ Lê Duẩn ⇒ V8

・ Ho Chi Minh Mausoleum

・ Ho Chi Minh Museum

・ One Pillar Pagoda

・ Temple of Literature

・ Vietnamese Air Force

Museum

・ Vietnam Fine Arts Museum Clockwise


⇒ Quan Su ⇒ Hai Bà Trưng ⇒ Nguyễn Khuyến

⇒ Văn Miếu ⇒ Quốc Tử Giám ⇒ Tôn Đức Thắng

⇒ Chu Văn An ⇒ Trần Phú ⇒ Ông Ích Khiêm

⇒ Lê Hồng Phong ⇒ Điện Biên Phủ ⇒ Lê Duẩn ⇒ V8


Figure 3.9.5 Loop Bus Routes in the Center of Hanoi


Line 2 Anticlockwise

Line 2 Clockwise

Line 1 Clockwise

Line 1 Anticlockwise


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(b) Operation of Circulating Bus Service in Suburbs

Circulating bus service could be introduced to the outlying suburbs to improve 3.370

localized round-trip mobility just as in the central parts of Hanoi. Circular bus would be routed

to call on schools, hospitals, residential communities, cultural facilities and other locally

important establishments that are located in the vicinity of a UMRT station. The service would

provide not only easy access to the UMRT station in a given area but also help foster an

environment where local residents can move about freely for daily needs.

The circulating route must be decided to meet local characteristics and needs within a 3.371

given area. For example, it must meet shopping needs and other daily activities in residential

communities. Bus stops would be provided in short intervals to reduce the distance

passengers must walk to access them. The route would include local sights of interest for the

promotion of tourism.

The vehicle type must be chosen to suit the local conditions and requirements. A 3.372

small bus would be appropriate when the streets on the route are narrow. In the residential

communities, electric bus would be more suitable to prevent environmental hazards.

There are two suitable areas where circular bus service could substantially improve 3.373

local short-trip mobility and promote tourism. One is the area around C3 (Tay Ho Tay Station)

and the other the area around Long Bien Bridge.

In the vicinity of C3 where government offices are located, the private sector is 3.374

developing or about to develop housing estates and commercial centers. The circular bus

service would meet the short round-trip needs of local communities and establishments in

addition to providing the transfer link to the UMRT station.

The area around Long Bien Bridge is selected primarily for tourism development. 3.375

Once UMRT starts its operation, the Viet Nam Railways will remove the rails off Long Bien

Bridge. The proposed bus service would circulate the area around this bridge and recently

completed Nhat Tan Bridge, both of which have strong tourist appeal because of their

historical backgrounds and pleasing landscape. At the moment, there is practically no

transport means tourists can readily rely on to access this area. Circular bus would meet

precisely this need.

The origin/destination point of the proposed route is V6 (Long Bien Nam Station). 3.376

After the removal of rails, Long Bien Bridge would provide an exclusive bus lane after

appropriate surface improvement. The route starts from V8, crosses the Hong by the

exclusive bus lane, goes via V5 and V4 to cross Duong Bridge, which was recently completed

to give access to Nhat Tan Bridge. After crossing Nhat Tan Bridge, the route touches Au Co

and Yen Phu and then returns to V6. Circulating bus is operated both ways, clockwise and

anticlockwise. The route touches C3 as well, providing convenient access from four UMRT

stations in all, namely V4, V5, V6 and C3, to two bridges. It would be possible to increase the

area’s tourist appeal by developing a park and other ambulatory facilities that would command

the best view of two bridges. There are a number of hotel accommodations to the west of Au

Co and Yen Phu. Bus stops would be placed near them to entice hotel guests to circular

excursions. Distinctly designed buses should be operated so that visitors unacquainted with

bus ride in Viet Nam can distinguish them easily from regular city buses.


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Figure 3.9.6 Proposed Bus Route for the Area around Long Bien and Nhat Tan Bridges


C3

V6

V4

V5


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5) Measures to Enhance Quality of Feeder Bus Service

(a) Bus Types

(i) New City Bus

Three proposed city bus lines would operate the fleet of the same bus type as the 3.377

existing ones. Considering the unfavourable environmental impact of the additional CO2

emissions, it would be necessary to introduce eco-friendly vehicle types like CNG bus and

hybrid bus.

Regarding those lines with a UMRT station as their origin/destination point, it would 3.378

be necessary to supply passenger-friendly information. For example, each bus would be

equipped with a liquid-crystal monitor displaying the UMRT network map and the timetable of

the earliest available trains for transfer passengers.

(ii) UMRT Relay Bus

Relay bus mainly connects suburbs with UMRT terminals at high speed. The 3.379

passenger transporting distance is necessarily much longer than average city bus. In order to

offer a comfortable ride, fleet vehicles must be of some coach type, usually employed for long

distance travels between cities. To guard against the high operation speed on wide roadways,

all passengers must be seated for the sake of safety. Standing passengers should not be

tolerated under any circumstance.

Each coach is equipped with a liquid-crystal monitor displaying the UMRT-related 3.380

information as already mentioned above. Regarding two lines going to Noi Bai Airport, each

coach must display relevant airline information as well, and have a large enough baggage

hold in the lower part of the body for out-going and in-coming flight passengers.

(iii) Loop Bus for the City Center

The loop bus fleet for the central parts of Hanoi must be easily distinguishable from 3.381

regular city bus. The vehicle type need be recognizably different, the outer surface painted

with vivid color. The interior furnishings must be also different in seat upholstery and ceiling

decoration to be acceptable to tourists. Each bus must be equipped with a liquid-crystal

monitor displaying information useful to tourists and voice messages naming the next stop

must be in English as well as in Vietnamese.

(iv) Circulating Bus for Suburban Areas

Bus types for area circulating service must vary in accordance with local conditions. In 3.382

areas like in the vicinity of C3 where a sizable growth of residential communities is expected

to take place in the future, the suitable type would be electric bus to avoid the impact of

additional CO2 emissions on residential population and environment. When the bus route

goes through narrow streets, the vehicle must be of small size. The bus type for the area

around two bridges must cater to the taste of tourists in its outer coloring and internal

furnishings. The body could be remodelled to install glass roof and side panel to offer bus

boarders a better view of the surrounding landscape.


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Figure 3.9.7 Examples of Bus Types and Equipment

9.3 9.4 CNG Bus Hybrid Bus

9.5 Relay Bus Type Interior of Relay Bus

LCD Monitor

Proposed Loop Bus Types

9.6 EV Bus Remodeled Bus for Better View



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(b) Bus Facilities

(i) UMRT Station Facilities

Those stations used as transfer nodes to and from city bus and relay bus must be 3.383

provided with appropriate bus-related facilities that would benefit transfer passengers. Guide

panels showing bus networks, locations of bus stops and other information are put up in the

station buildings and bus terminals. Bus stops must be roofed and well lit, furnished with

benches and trash cans. Relay bus facilities must be clearly segregated from those for city

bus, and bus stops must be provided with exclusive waiting space. Those stations that serve

as origin/destination points for loop bus or circulating bus must be provided with

tourist-oriented facilities such as waiting space, benches and guide panels on tourist

information.

(ii) Bus Stop Facilities along the Routes

Relay bus would share some of the bus stops used by city bus. In such cases, distinct 3.384

sign posts must be put up next to the existing ones, displaying information on relay bus

services and UMRT trains. Where electricity is available, a relay bus stop would be lit and

equipped with an electric bulletin board indicating the positions of buses in the running. At Noi

Bai Airport, exclusive waiting space is offered for passengers who would ride on two

airport-linked relay bus lines.

To distinguish from regular city bus, sigh posts of distinct designs must be put up at bus 3.385

stops for loop bus in the city center and circulating bus in suburban areas. Such sign posts

would show the bus-related information and the neighborhood map indicating the distance to

major sightseeing spots. The bus stops along the way would be serially numbered and the

numbers are shown on the sign posts so that tourists can recognize where to board or alight.

Figure 3.9.8 Examples of Bus Stop Facilities

Examples of Bus Waiting Space

LCD Monitor in Bus Waiting Space, Showing

Airline Information Numbered Bus Stops



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(c) Bus Operation

(i) City Bus and UMRT Relay Bus

The operation of both city and relay bus must be coordinated with the timetable of 3.386

UMRT trains. Naturally, bus schedules must be set to enable transfers to and from arrivals

and departures of UMRT trains. When the arrival of the last UMRT train happens to be late for

some reason, the last bus must delay its departure to pick up transfer passengers. When the

train service is stopped due to some accident, bus must shoulder the role of alternative

transport for stranded passengers.

(ii) Loop Bus and Circulating Bus

It is desirable to consider the opening time of major tourist attractions and commercial 3.387

establishments within the area for scheduling loop and circulating bus service. It would be

necessary to increase the frequency of service during the tourist season and on occasions of

opening sales events of new shopping centers.

(d) Fare System

(i) City Bus

A new fare system need be introduced to increase the ease of transfer between trains 3.388

and buses. For example, discount transfer tickets that combine bus and train rides would be

issued by ticket machines at the station. Bus passengers would be issued transfer chits

before alighting the bus they are on and get the discount UMRT tickets by showing the chits at

the station. In addition to discounting one-way tickets for transfer passengers, monthly or

seasonal passes need be duly discounted when they involve transfers between trains and

buses. If the system of prepaid ticketing IC cards usable for both train and bus rides is

introduced in the future, it would be possible to offer a variety of discounting incentives for

transfer passengers, such as discounting by hours of the day and specified season discounts.

(ii) UMRT Relay Bus

UMRT relay bus charges higher fare rates than city bus, because it offers high-quality 3.389

service by investing in the new fleet of coach type and various bus-related facilities and

requires adequate revenues to maintain the service. The fare system is similar to that of city

bus mentioned above. It gives ticket discounts for transfers and thereby raises the

convenience level for transfer trips. Two relay bus lines going to Noi Bai Airport would sell

discount tickets that combine air flight and bus ride with appropriate prior arrangements with

airline companies.

(iii) Loop Bus and Circulating Bus

Loop bus in the city center and circulating bus in the suburban areas charge lower 3.390

fare rates than city bus, because they primarily service short trips within a limited area. Bus

stops placed in short intervals and lower fare rates would stimulate easy going trips by bus.

The operation of loop or circulating bus is expected to generate short rides over two to three

bus stops and enhance the localized round-trip mobility within the respective service area.

In addition to lower fare rates, loop and circulating bus are advised to issue one-day 3.391

open tickets which the purchasers can use any number of times in the day. This type of ticket

is primarily targeted at tourists. One-day open tickets would free tourists of the tedious motion

of buying a ticket or paying a fare at every short ride they take for sightseeing around in the

service area. Loop and circulating bus services could issue discount tickets that combine with


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entry charges at major tourist spots or with discount coupons of local shopping centers. If it is

possible to issue one-day open tickets that would include both city bus rides and UMRT rides,

such a venture would greatly contribute to the promotion of public transport in Hanoi.

Figure 3.9.9 Examples of Discount Tickets in Other Countries

9.7 9.8 Discount Tickets that Combine

Railway and Bus Rides

Prepaid IC Cards for Unlimited Public Transport

Rides in Singapore Source: JICA Project Team

(e) Management

(i) City Bus

The operation and management of city bus is the mandate of DOT. The proposed new 3.392

lines will use the same service system as the existing ones and be placed in the mandated by

DOT.

Discount transfer tickets and the provision of alternative transport in case of UMRT 3.393

stoppage require collaboration between city bus and UMRT. These measures must be closely

worked out by two parties.

If the operation of the proposed new lines should run in the red, the deficit will be 3.394

made up by the subsidy from the municipal government of Hanoi.

(f) UMRT Relay Bus

The operation and management of relay bus should be placed under the Operation & 3.395

Management body of UMRT instead of DOT. This is because relay bus is primarily meant to

boost the utilization of UMRT in Hanoi. UMRT collaboration with relay bus is much more

crucial than with city bus. Service adjustments in the relay bus system must closely and

quickly dovetail various changes in the UMRT operational system and policy. If the relay bus

system should be managed by a body other than UMRT, deliberations over policy decisions

and implementation procedures that concern two separate managing bodies would be time

consuming to come to agreement. It is vital that the O&M body of UMRT takes the helm of the

relay bus service to ensure speedy decision making and implementation. Because the UMRT

is responsible for promoting relay bus, it would put into action various measures proposed to

increase transfers between UMRT trains and relay buses.

As long as one single body manages both train and bus services, some deficits of the 3.396

relay bus system might be made up by the revenue from train operation. The related

organizations must discuss beforehand the ways and means of handling financial problems

that might befall on the relay bus system. The O&M body of UMRT must finance the

construction and maintenance of relay bus facilities and equipment, because such costs


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would heavily burden the relay bus operation. The actual running of relay bus could be done

either by UMRT itself or by contracting some bus company like TRANSERCO. It is necessary

to weigh two alternatives carefully in terms of operational efficiency and other merits.

(ii) Loop and Circulating Bus

Loop bus in the city center and circulating bus in suburbs are proposed primarily for 3.397

the promotion of tourism and local short-trip mobility rather than the increased UMRT

utilization. Accordingly, the management of these localized services need be entrusted to

some tourism-related division or area-development division of HPC. Such managing bodies

would be better-suited to and more capable of the tasks already proposed elsewhere. These

managing bodies would finance the construction and maintenance of bus stops and other

related facilities in addition to the actual running of bus services. They would have to work

closely not only with the O&M body of UMRT and DOT but also with the managing bodies of

tourist spots and developers of tourist facilities or commercial centers and housing estates in

the service area. The operation of both loop and circulating bus is likely to be strained by

financial difficulties because of low fare rates. It would be necessary to consider some

subsidizing scheme by the municipal government coffers or by developers benefiting from

such bus services.

6) Feeder Bus Improvement Plan

(a) Measures Proposed for UMRT Stations

Table 3.9.6 lists various measures proposed so far in relation to each of the 18 UMRT 3.398

stations. The construction of new bus terminals and bus stops are proposed for six stations,

but at other listed stations it would be necessary to undertake various steps to enhance the

transfer convenience, such as relocation of existing facilities for better positions or improving

footpaths for transfer passengers.

Table 3.9.6 List of Proposed Measures for 18 UMRT Stations

Station

City Bus New Bus Service Development of Facilities

Supply/ Demand

Adjustment Rerouting New Route Relay Bus Loop Bus Bridge Bus

New Bus Terminal

New Bus Stops

Waiting Facilities

LCD Monitor

C1

C2 × ×

C3 × × × × × × × ×

C4

C5

C6

C7

C8

C9 ×

C10 × ×

V4 × × × × × × × ×

V5 ×

V6 × ×

V8 × × × ×

V9 ×

V10 ×

V11 ×

V12 × × × × × ×



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(b) Roadmap for Implementation

Table 3.9.7 shows a roadmap for scheduling the implementation of the proposed 3.399

measures for bus services in Hanoi.

Table 3.9.7 Proposed Schedule for Implementation

Proposed Measure Implementing Organization

Related Organization

Present Operation

Year of Line 2A&3

Line 1 and Line 2 Before

Operation Starting

Operation After

Operation

City Bus

Analysis current situation

DOT Bus Companies

Analysis before-after situation in the case of rerouting

Reconsideration of measures based on the analysis

Supply & demand adjustments, Provision of new route

Analysis after operation

Relay Bus

Establishment the Operation organization, deliberation among related organizations

O&M Association

DOT, Bus Companies

Procurement of vehicles

Operation

City Center

Loop Bus


Procurement of vehicles

Operation

Circulating Bus in

Suburbs


Procurement vehicles

Operation

Facilities

Survey of current condition of planned road

DOT O&M Association, Developers

Bus Companies, Police, Private Companies

Development/improvement of roads

Provision of bus stop

Development of bus terminal

Other Measures

PR campaign DOT, O&M Association

Propaganda Dept., Mass Media


Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi FINAL REPORT – MAIN TEXT I

3-197

3.10 Environmental and Social Considerations

1) Objectives and Approaches

A project aiming for economic and social development, in particular involving 3.400

infrastructure development, may cause a risk of negative impact on the environment or

socioeconomic environment, such as pollution, involuntary resettlement and negative impact

on livelihood in general. Environmental and social considerations (ESC) apply to JICA

projects in accordance with the Guidelines for Environmental and Social Considerations (April

2010) for appropriate consideration of environmental and social impacts. ESC means

considering environmental impacts including air, water, soil, ecosystem, flora and fauna, as

well as social impacts including involuntary resettlement, impacts on vulnerable people,

community safety, social structures, and so on.

Each project is classified by JICA into one of four categories according to the extent of 3.401

potential environmental and social impacts, taking into account an outline of the project, its

scale, the site conditions, and so on. HAIMUD2 project falls in category B, which means the

project may have adverse impacts on the environment or society, but these impacts are less

significant and are site-specific, and in most cases, they can be mitigated to some extent

more readily with thorough mitigation measures. In category B, ESC procedures require Initial

Environment Examination (IEE) and might need stakeholder participation, depending on the

scale and nature of the adverse impacts1. As for HAIMUD2 project, IEE was carried out for all

planned stations to evaluate the impacts.

Specific objectives of the IEE are to (i) analyze the existing conditions of the planned 3.402

station sites, (ii) identify possible environmental and social impacts that might be caused by

the implementation of planned physical construction, and (iii) recommend mitigation

measures to minimize the impacts. Following to literature reviews of the reports of HAIMUD

and related documents, a scoping was carried out, generally known as a process for

determining the issues to be addressed, the information to be collected and analysis required

to assess the environmental and social impacts, as shown in Figure 3.10.1.

Figure 3.10.1 Scoping Flowchart


1 Guidelines for Environmental and Social Considerations. JICA. April 2010.


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(i) Identifying the environmental indicators: Existing documents, such as the final report

of the “Project on Integrated UMRT and Urban Development for Hanoi in Vietnam,” and

environmental and social considerations of UMRT 2 and 3 were referred to as sources of

information to grasp the characteristics of the environmental and social consideration

practices in the past and in other projects. In addition, field reconnaissance and a survey

of related district offices (based on a questionnaire) were also carried out to understand

the natural and socioeconomic characteristics of the planned areas.

(ii) Examining facility concept plan and identifying a range of potential impacts that

will be caused by the planned development projects: Reports prepared by other

members of HAIMUD2 project team were referred to to understand the plans of stations

and related components of the station development projects. Factors, structures and

activities that may cause adverse impacts to natural and social environments during the

pre-construction, construction and operation were identified and tabularized.

(iii) Identifying environmental issues: This step is an inventory of the potential impacts that

are likely to arise, without considering the magnitude or importance of the impacts. The

scoping checklist in the ESC Guidelines was referred to as inventory of potential impacts.

The list of significant impacts is being finalized based on the matters of considered

importance by local administrations in the vicinity of the stations, and responsible

agencies and experts.


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2) Scoping Checklist

Table 3.10.1 shows the scoping checklist that lists up all potential impacts likely cause 3.403

adverse impacts by developing station-related facilities and access road improvement in their

surrounding areas. The checklist was compiled based on the Scoping Checklist published by

JICA2.

Development components of each station area development plan were reviewed 3.404

based on the Station Facility Concept Plan, Layout Plan and TOD Project List of respective

stations. It should be noted that station facilities will be built with the main railway truck and

stations within ROW area, so that environmental and social considerations are mostly and

fundamentally taken care of by the owners of the main construction, i.e. unless it is stated,

negative impacts on air, water, noise and vibration are taken into consideration by the main

construction already. Environmental and social considerations in this section are mostly about

station facilities and access road improvements.

Trunk and secondary road development and pre-planned urban development around 3.405

station area are considered as given conditions, therefore, involuntary resettlement and land

acquisition associated with those development are not taken into the consideration.

TOD specific considerations are added to give more attention on negative and 3.406

positive influences from the point of view of listed indicators. Socioeconomic impacts and

benefits of TOD development are elaborated in other chapters.

Table 3.10.1 Scoping Checklist for UMRT Station Development Project

Category Potential Impact

Main Check Items Description of Potential Impacts

Pollution

Air Quality - Whether air pollutants affect ambient air quality.

At the construction phase, construction machineries and transportation vehicles generate air pollutants and may cause adverse impacts to ambient air quality.

Increased traffic volume around the stations may generate more air pollutants to ambient air quality after the stations are open.

Water Quality

- Whether soil runoff from civil engineering work causes water quality degradation in downstream water areas.

- Whether surface runoff from roads or construction sites contaminate water sources.

- Whether discharged contaminated water from construction activities pollute surface water and/or groundwater.

Surface water may be contaminated during construction stage due to excavation, construction and transportation of waste materials out of the sites. Major sources of pollutants are construction materials, oil and grease emitted from construction equipment and machine that may be washed away by rain water and spilled into bodies of water, resulting in contamination of surface water..

Discharged water, including sewage, from the stations may also cause the deterioration of water quality of the vicinities.

Noise and Vibration

- Whether the magnitude of noise and vibrations caused by heavy machinery are within regulated standards.

- Whether noise and vibrations generated due to constructed facilities are within regulated standards.

During the construction phase, impacts of noise and vibration may arise from construction machineries, transport vehicles and construction works.

After the stations are open, more dynamic people flow and activities may cause noise at and

2 http://www.jica.go.jp/english/our_work/social_environmental/guideline/pdf/guideline100326.pdf


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around the stations.

Soil Pollution

- Whether appropriate mitigation measures are taken not to contaminate soil due to spilled oil and grease, hazardous waste and discharged water during the construction and from planned facilities.

During the construction stage, soil may be polluted due to spilled oil and grease from construction machinery, transportation vehicles and hazardous waste.

Solid

Waste

- Whether generated solid waste during the construction phase and from planned facilities are properly treated according to the regulations.

- Whether solid waste generated after the stations are open are managed and treated properly.

- Whether hazardous solid waste generated from construction sites and warehouses are properly managed and treated.

During the construction stage, various solid waste, i.e. domestic and construction waste, hazardous waste and large quantities of spoil will be generated, and may cause adverse impacts to water quality and public health, if proper measures and treatment are not taken.

Hazardous waste, such as paints and petrochemicals, will be generated during the construction and maintenance stages. Accidental spills of these hazardous wastes may cause significant adverse impacts to soil, groundwater and adjacent water bodies.

Offensive Odor

- Whether offensive odor is generated from exhaust fumes from construction machineries and transport vehicles.

- Whether offensive odor is generated from solid waste or malodorous substances used for construction.

At the construction phase, construction machineries and transportation vehicles generate air pollutants and may cause offensive odor.

During the construction stage, various solid waste, i.e. domestic and construction waste, hazardous waste and large quantities of spoil will be generated, and may cause offensive odor.

Natural Environment

Protected Areas

- Whether the project sites located in protected areas designated by laws and/or international treaties and conventions.

- Whether the project might affect the protected areas.

Protected area, such as conserved forest, coastline, and marine resources and so on are affected by construction.

Ecosystem (Flora, Fauna and Biodiversity)

- Whether the project site encompass protected habitats of endangered species designated by the laws and/or international treaties and convention.

- Whether significant ecological impacts are anticipated and adequate protection measures are needed to mitigate the impacts on the ecosystem.

- Whether significant impacts on trees and plants, protected by laws, on roadside and parks are anticipated, and adequate protection or mitigation measures are taken into consideration.

Protected habitats of endangered species designated by the laws and/or international treaties and convention are under threat because of development.

Fresh water turtle in Hoan Kiem Lake is one of designated species to be protected. During construction, water pollution, noise and vibration might somehow affect the habitat of the turtle.

Hydrology Hydrology - Whether a project may adversely affect surface water and groundwater flows.

Risks of water pollution are foreseen near pond, lake and river; yet, the project will not mostly adversely affect those hydrology.

Socio-economic Environment

Involuntary Resettle-ment

- Whether involuntary resettlement is caused by project implementation. If so, whether proper measures are taken to minimize the impacts caused by the resettlement.

- Whether an organizational and institutional

Station area facilities and planned ally improvement will be implemented either within the ROW of the main railway project, or within the area of already planned road development by the City, so involuntary resettlement is not


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framework are set up to properly implement the resettlement.

expected in the project.

Living and Livelihood

- Whether a project may adversely affect livelihood of people around project site.

- Whether mitigation measures are taken to ease the adverse effects, if it is necessary.

Business owners who run business near stations located in the crowded central urban may be temporary adversely affected due to decrease in number of customers during construction stage.

Heritage & Cultural Value

- Whether there is a possibility that a project may damage local archaeological, historical, cultural and religious heritage sites.

- Whether adequate measures are considered to protect those sites in accordance with the nation’s laws.

At the project sites, the south of West Lake and Ancient Quarter are considered historical and cultural heritages varied and rich area. In addition, there is a possibility of undiscovered historical and cultural heritages in underground. Thus, proper measures should be taken once relics are found, in association with the Vietnam Institute of Archaeology and the Management of Relics and Landscapes of Hanoi.

Landscape, Cultural & Historical Landscape

- Whether there is a possibility that a project may adversely affect local landscape.

- Whether cultural and historical landscape is taken into consideration at the stage of designing and locating facilities and equipment.

Landscape will be affected mainly by the construction of elevated sections of stations and associated facilities, but not much from the underground sections.

Entrance to underground stations and related station facilities, in particular in Ancient Quarter and near Hoan Kiem Lake shall be carefully designed to make sure they fit to cultural and historical landscape of those areas.

Since Bach Mai Stations will be located close to hospital complex, adverse impacts on landscape is anticipated.

Some stations and related facilities will be built close to existing building structure, so some impacts, such as blocking view and sunlight, is foreseen.

Ethnic Minorities and Indigenous Peoples

- Whether ethnic minorities and indigenous peoples are living in the rights-of-way, and are given considerations to reduce the impacts on culture and lifestyle of ethnic minorities and indigenous people.

- Whether a project complies with the nation’s laws for rights of ethnic minorities and indigenous peoples.

If ethnic minorities and indigenous people reside at the project sites, appropriate measures shall be taken; yet, so far, it is not known that any of them resides at the project sites.

TOD Specific

Accessibility - Whether access to stations are suitably considered in terms of convenience, comfort and safety

- Whether passengers’ convenience, comfort and safety for transferring to other transport modes are properly taken into consideration.

During construction, accessibility might be limited to some extent around planned station areas.

Accessibility to stations will improve once stations are open, since alleys will be improved and various traffic management and safety measures will be takin in place.

Traffic and Accident

- Whether adequate precaution and measures are taken to prevent traffic congestion where roads are temporarily closed and/or blocked during construction stage.

- Whether adequate precaution to prevent

Construction activities may cause traffic congestion where road width to and around stations are limited and temporarily closed by the construction.

Traffic of transport vehicles may adversely impact on operation of buses and traffic of others during construction stage, in particular, at the


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traffic accident and traffic congestion are sufficiently taken into consideration.

project sites in urban city.

Walk Environment

- Whether sidewalks/pedestrian walkways to and around the stations are developed and maintained for all people (including, children, elderly people, the physically disabled, people with wheelchair, and baby stroller users, etc.)

Walk environment during construction will be adversely affected by temporarily sidewalks and detour streets.

After stations are open, walk environment will improve because of alley and sidewalk improvement, traffic management and safety measures will be taken in place.

Safety and Security

- Whether safety and security of at and around stations, are properly taken into consideration.

- Whether safety and security of access roads/sidewalks to stations are properly taken into consideration.

- Whether stations and location of station facilities are well taken into consideration in terms of people’s flow and traffic line.

- Whether safety and security at and around stations in early morning and night time are properly taken into consideration.

During construction, sidewalks are temporarily closed so pedestrians may need to take detour roads or walk road side.

After stations are open, safety and security of pedestrians and drivers will better off because of wide range of traffic management and safety measures will be taken in place.

Universal Design

- Whether users’ convenience for using UMRT and other public transport modes at stations are well taken into account.

- Whether parking spaces for passengers of UMRT and users of stations facilities are appropriately located.

- Whether stations and station facilities are planned for the use of all people (including, children, elderly people, the physically disabled, people with wheelchair, and baby stroller users, etc.)

- Whether public amenities are planned at and around stations.

Universal design will be adopted to various designs of station facilities, so that users’ convenience for using the stations and stations facilities are ensured.

Others Operation and Monitoring Stages

- Whether proper monitoring measures are planned and taken in place to periodically monitor potential risks of various pollutions.

Hazardous liquid from solid waste or oil, grease and any other substances leak into the Hoan Kiem Lake.

Note: A: Significant impact is expected B: Impact is expected to some extent C: Extent of impact is unknown, further study is needed - : Limited impact/negligible impact Source: JICA Project Team


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3) Result of Environmental Scoping

Based on the abovementioned Scoping Checklist, potential impacts that may be 3.407

caused by the development of the stations and related facilities for each planned station are

summarized in Table 3.10.2 and Table 3.10.3.

Table 3.10.2 Summary of Environmental Scoping Result – Line 1

Category Indicator

Station Name (No.)

Gia

Lam

(V

4)

Ba

c L

on

g B

ien

(V

5)

Lo

ng

Bie

n N

am

(V

6)

Ha

no

i (V

8)

C.V

Th

on

g N

ha

t (V

9)

Ba

ch

Ma

i (V

10

)

Ph

uo

ng L

iet

(V1

1)

Gia

p B

at

(V1

2)

Pollution Air Quality - - - - - - - -

Water Quality B- / - - - - B-/B- - B- / - -

Noise and Vibration B- / - B- / - B- / - B- / - B- / - B- B- / - B- / -

Soil Pollution - - - - - - - -

Solid Waste - - - - - - - -

Offensive Odor - - - - - - - -

Natural

Environment

Protected Area - - - - - - - -

Ecosystem (Flora, Fauna and Biodiversity) - - - - - - - -

Hydrology - - - - - - - -

Socioeconomic

Environment

Involuntary Resettlement - - - - - - - -

Living and Livelihood - - B- / - - / B+ - - - -

Heritage and Cultural Value - - - - - - - -

Landscape, Cultural & Historical Landscape - - - - - B- - -

Ethnic Minorities and Indigenous Peoples - - - - - - - -

TOD Specific Accessibility - / A+ - / A+ B-/A+ - / B+ - / B+ - / A+ - / A+ - / A+

Traffic and Accident B-/A+ - / A+ - / B+ B-/B+ B-/B+ - / A+ B-/A+ B-/A+

Walk Environment - / A+ - / A+ - / B+ - / B+ - / A+ - / A+ - / A+ - / A+

Safety and Security - / A+ - / A+ - / B+ - / B+ - / A+ - / A+ - / A+ - / A+

Universal Design - / A+ - / A+ - / A+ - / A+ - / A+ - / A+ - / A+ - / A+

Others Operation and Monitoring Stages A+ A+ B+ B+ A+ A+ A+ A+

Note: A: Significant impact is expected B: Impact is expected to some extent C: Extent of impact is unknown, further study is needed -: Limited impact/negligible impact Source: JICA Project Team

(a) Line 1

(1) Gia Lam Station (V4)

Three relatively large ponds are located nearby the planned station, and a residential 3.408

area is also located within 100m, yet the number of houses is relatively small. Given that there

is little housing around the planned station, adverse impacts during construction are limited.

There are some roads crossing the railway tracks near the existing station, therefore during

construction, traffic crossing the railway track may be directly affected, and may cause traffic

congestion to some extent. However, once the station will be open, access roads to the


3-204

station will be developed as well as sidewalks, so the accessibility and the walking

environment of the station will improve significantly, compared to very narrowed and limited

roads to the station at present.

(2) Bac Long Bien Station (V5)

The planned station will be built in the middle of a housing area. Necessary 3.409

environmental and social consideration will be taken by the owner of Line 1 project, i.e. mainly

to mitigate noise and vibration, traffic and accident. There are no water sources around the

planned station, so water pollution is less likely to happen.

There is only one wide road around the planned station, so during construction, it is 3.410

inevitable that all construction and transportation vehicles use that road. Other than this road,

the project site is surrounded by alleys, so heavy trucks and construction vehicles may disturb

neighbors by passing on the road and alleys in the residential area. Necessary measures

should be carefully planned and taken for easing traffic and pollutions caused by heavy traffic.

Access roads to the station will be developed together with the station, so accessibility 3.411

to the station will be improved for all transport modes, i.e. walking, bicycle, motorbike and

vehicle. A new feeder service, city bus service, will give better access to residents who are not

within walking distance from the station.

People who commute from Long Bien to the city center will enjoy park & ride at this 3.412

station, so they will be able to avoid rush hours traffic jam by parking their motorbikes at the

station and use the railway to the city center.

(3) Long Bien Nam Station (V6)

(Option A: 186m) Kindergarten and schools are located nearby a planned station; 3.413

there are two kindergartens, one elementary school and one junior high school. During

construction, safety measures around the construction site shall be taken with special

attention to children.

Once the station will be open, access roads to the station, mainly alleys, will be 3.414

colored to mark highlight the fact that these alleys are used by students to go to schools, i.e. a

school zone. Pedestrian crosswalks and sidewalks will be improved to make sure children

and students walk to school safely.

(Option B: 75m) One side of the planned station has apartment buildings and the 3.415

other side is a traditional market and parking area. The market is planned to be redeveloped

along with the development of the elevated station. The station is not only very close to a

heavy traffic road, Yen Phu Street, but also close to a bus terminal; therefore, traffic control

during construction shall be carefully planned, along with the development of the Line 1

construction. Temporary detour roads are necessary to avoid anticipated traffic congestion, in

particular during rush hours.

Once the station will be open, access roads to the station will be upgraded to ensure a 3.416

safe pedestrian-friendly environment and also better traffic conditions for motorbikes and cars.

The bus station is planned to be directly connected to the station for users’ convenience and

safety.

(4) Hanoi Station (V8)

Several hospitals are located within 200-m radius from the planned station; thus, 3.417

adverse impacts in terms of noise and vibration may be anticipated during construction.


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Hanoi Station separates the east and the west in this area. The eastern par is a dead 3.418

end because of the station, except for Kham Thien Street and Hai Ba Trung Street to Nguyen

Khuyen Street. During construction, traffic control and detour roads shall be carefully planned

to avoid traffic congestion.

(5) C.V. Thong Nhat Station (V9)

A relatively large pond is located in the park next to NH1, where the planned station 3.419

will be built. During construction, hazardous substances shall be carefully taken into

consideration to avoid accidental leakage into the pond or through drainage or surface water

after rain. Hazardous materials shall be kept in containers and in a specific storage building.

The construction of pedestrian bridge and decks across NH1 road may disturb traffic 3.420

and cause noise and vibration to nearby university, since the university is located across Giai

Phong Street; thus, it is suggested to carefully schedule the construction to avoid examination

time. The construction of pedestrian bridge above the intersection of NH1 and Dai Co Viet

Street will be a major challenge in terms of traffic control during construction because Dai Viet

Street is the only east-west street around this area and traffic volume of NH1 is heavy all day

long. Needless to say, rush hours in the morning and in the evening should be avoided as

much as possible for major road closure for the construction. Detour roads shall be informed

widely not only to the residents around the area, but also to much wider areas using various

media, such as newspaper, radio, construction signboard and so on. During the peak period

of traffic, cooperation of traffic police shall be taken for smooth traffic flow.

(6) Bach Mai Station (V10)

The planned station will be built in front of the hospital complex, so noise and vibration 3.421

are unavoidable during construction. The construction hours must absolutely be discussed

and pre-determined with the management of hospitals as well as the community around the

station area, and strictly followed. The university is located on the opposite side from the

hospital, so similarly to C.V. Thong Nhat Station (V9), noise from construction shall be

avoided during examination periods.

After the station will be open, noise, to some extent, in the early morning and late at 3.422

night, at and around the station, is anticipated, caused by street vendors, children and young

people who might gather around the station, like people gather in parks, other open space

and in front of buildings. Light pollution is another concern for the hospitals. Because they are

located very close to the station, and the station will be lighted until late at night for safety and

security reasons, it may cause light pollution. Even out the operation hours, any station

becomes a place for people to come and go and sometimes to gather, so decent lighting is

necessary for safety and security reasons. A rule should be agreed between the hospital and

railway operator in advance regarding lighting.

(7) Phuong Liet Station (V11)

A river is located nearby the planned station, so cautious measures are necessary to 3.423

prevent hazardous substances to leak accidentally into the river through surface water during

and after rain.

During construction, traffic of NH1 may be disturbed when pedestrian bridges across 3.424

the road will be built. A careful plan to minimize the disturbance of traffic, in particular during

morning and evening rush hours, shall be taken into consideration.

In this area, there is no pedestrian bridge equipped with lifts at present, so the 3.425


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pedestrian bridges will particularly benefit people with physical disability, elderly people, and

people with wheel-chairs to cross the heavy traffic of NH1 road safely. Effective traffic control

measures to prevent jaywalking pedestrians crossing NH1 along with the new pedestrian

bridges will also have positive effects on decreasing the number of traffic accidents.

(8) Giap Bat Station (V12)

TOD projects are envisioned at this station area, so environmental and social 3.426

considerations for TOD driven urban development are elaborated in the Pre-F/S of Giap Bat

station.

Similarly to other stations, the station facilities are developed in association with the 3.427

railway and the station, basic environmental and social considerations and necessary

measures to be taken by the main project. Major concerns for traffic are same as for V9 to

V11 stations, i.e. disturbance of traffic on NH1 road during construction.

Table 3.10.3 Summary of Environmental Scoping Result – Line 2

No. Indicator

Station Name (No.)

Nam

Tha

ng L

ong

(C1)

Ngo

ai G

iao

Doa

n (C

2)

Tay

Ho

Tay

(C

3)

Buo

i (C

4)

Qua

n N

gua

(C5)

Bac

h T

hao

(C6)

Ho

Tay

(C

7)

Han

g D

au (

C8)

Hoa

n K

iem

Lak

e (C

9)

Tra

n H

ung

Dao

(C

10)

Pollution Air Quality - - - - - - - - - -

Water Quality - - - - - B- / - B- / - - B- / - -

Noise and Vibration B- / - - - B- / - B- / - B- / - B- / - B- / - B- / - B- / -

Soil Pollution - - - - - - - - - -

Solid Waste - - - - - - - - - -

Offensive Odor - - - - - - - - - -

Natural

Environment

Protected Area - - - - - - - - - -

Ecosystem (Flora, Fauna and Biodiversity) - - - - - - - - - -

Hydrology - - - - - - - - - -

Socio-econo

mic

Environment

Involuntary Resettlement - - - - - - - - - -

Living and Livelihood - - - - - - - - - -

Heritage and Cultural Value - - - - B- / - B- / - B- / - B- / - B- / - -

Landscape, Cultural & Historical Landscape - - - - - - B- /B- - B- /B- -

Ethnic Minorities and Indigenous Peoples - - - - - - - - - -

TOD Specific Accessibility - / A+ - / A+ - / A+ - / B+ - / B+ - / A+ - / A+ - / B+ - / A+ - / B+

Traffic and Accident - / A+ - / A+ - / A+ - / B+ - / B+ - / A+ - / A+ - / B+ - / A+ - / B+

Walk Environment - / A+ - / A+ - / A+ - / B+ - / B+ - / A+ - / A+ - / B+ - / A+ - / B+

Safety and Security - / A+ - / A+ - / A+ - / B+ - / A+ - / A+ - / A+ - / B+ - / A+ - / B+

Universal Design - / A+ - / A+ - / A+ - / A+ - / A+ - / A+ - / A+ - / A+ - / A+ - / A+

Others. Operation and Monitoring Stages A+ A+ A+ B+ B+ A+ A+ B+ A+ B+

Note: A: Significant impact is expected B: Impact is expected to some extent C: Extent of impact is unknown, further study is needed -: Limited impact/negligible impact Source: JICA Project Team


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(b) Line 2

(1) Nam Thang Long Station (C1)

The station will be built in front of a planned hospital, but noise and vibrations are 3.428

inevitable during construction, so it is better to start the construction of the station before the

hospital opens in order to minimize the disturbance. Houses and apartment buildings are

already located on the opposite side, so necessary measures to minimize noise and

vibrations, such as high soundproof fences, strict construction hours and restricted traffic of

transport vehicles shall be taken. Similarly to other stations, the facilities will be built in

association with railway and station, so major countermeasures to negative impacts during

construction will be taken care of by the owner of the main construction works. Because this

area has less traffic so far, adverse impacts on traffic and accidents will be negligible.

Sky bridge, pedestrian bridge, parking space for motorbike and bicycle are planned at 3.429

the station area, so positive impacts on TOD specific indicators are expected.

(2) Ngoai Giao Doan Station (C2)

Since the planned station area still is open space and no one lives around, no 3.430

negative impacts are anticipated during construction. Station facilities will benefit in every

aspect after the station is open, since there is no infrastructure and public amenity in the area

for now.

(3) Tay Ho Tay Station (C3)

Since the planned station area still is open space and no one lives around, no 3.431

negative impacts are anticipated during construction. Station facilities will benefit in every

aspect after the station is open, since there is no infrastructure and public amenity in the area

now.

(4) Buoi Station (C4)

The planned station will be built underground. At ground level, only motorbike and 3.432

bicycle parking are, bus stop and walking environment improvement development will be

done, so the negative impacts during construction should be limited. However, an educational

institute is located in front of the planned station, so proper consideration is necessary to

prevent noise and vibrations during construction.

After the station will be open, access road improvement around the station will benefit 3.433

pedestrians with a safer walking environment.

(5) Quan Ngua Station (C5)

The planned station will be built underground. There are no hospitals, schools and/or 3.434

heritage and cultural facilities nearby the planned construction area, so negative impacts in

terms of noise and vibrations will affect mainly residents and businesses around the station

area.

The southern area of West Lake is an historical area, and there is a possibility of 3.435

discovering historical and cultural heritages while digging underground. Pre-determined

measures should be agreed on by with the owner of Line 2, the Vietnam Institute of

Archaeology and the Management of Relics and Landscapes of Hanoi.

However, after the station will be open, the stadium, hospitals and schools within 3.436

walking distance will benefit from the station-related facilities in the area, such as


3-208

underground walkway, underground parking for bicycle, motorbike and vehicle, improved

alleys to schools and hospitals. Pedestrian sidewalks, underground walkway and lift to station

will be built and alleys will be upgraded to make sure all pedestrians and users, including

children, physically disabled people, elderly people, people with wheel-chair and

baby-strollers, will use these facilities comfortably, conveniently and safely.

(6) Bach Thao Station (C6)

The planned station will be built underground. Women’s Center and educational 3.437

institute are located nearby the station, and an apartment building is close. Underground

walkway to Bach Thao Botanical Garden and the southern area of Hoang Hoa Tham Street

will be a major cause of noise and vibrations to the neighbors during construction.

Underground walkways will cross under one of the busiest east-west corridors, i.e. 3.438

Hoang Hoa Tham Street. The construction shall be implemented with the already planned

road improvement project, which has been due for a long time, to avoid redundant

construction works and a prolonged road closure.

The southern area of West Lake is an historical area, and there is a possibility of 3.439

discovering historical and cultural heritages while digging underground. Pre-determined

measures shall be taken accordingly.

A total of five kindergartens and schools are located within 500-m radius from the 3.440

station. Access roads to the station and also streets around these schools will be improved

with particular consideration for safety of children. In addition, underground walkways will

enable pedestrians to go under Hoang Hoa Tham Street to go to the station, to the Botanical

Garden and residential areas, so traffic accidents should be prevented.

(7) Ho Tay Station (C7)

The planned station will be built underground, and the location is in a secured area 3.441

with important governmental buildings; thus, special measures shall be taken, according to

the plans made by the Line 2 owner.

Particular attention shall be taken to prevent water pollution since West Lake is 3.442

located nearby. If proper measures are not taken, West Lake may be contaminated during the

construction due to excavation, drilling and transportation of waste materials out of the sites.

In order to build underground walkways, part of the sidewalks and parks will be 3.443

excavated and some trees need to be cut down or temporarily moved during construction.

Whether trees should be cut down or preserved depends on the regulation by Hanoi City, so

inspection of trees will be necessary in advance.

A historical and cultural landscape, Quan Thanh Temple, which is a valuable religious 3.444

relic, is located about 180m northeast from the station. The tree in front of the temple is also a

valuable object, so two important social considerations are stressed out here, i.e. preserving

heritage and cultural value and keeping the cultural and historical landscape. A design of exit

of underground walkway, which will be built close to the temple, shall be synchronized with

the landscape of the valued temple and the surrounding area.

After the station will be open, people can go directly to the lake using the underground 3.445

walkway so there will be no need to cross heavy traffic roads, Thuy Khue – Quan Thanh and

Thanh Nien anymore, which will improve the safety of pedestrians and prevent traffic

accidents.


3-209

(8) Hang Dau Station (C8)

The planned station will be built underground. Considering the fact that the area is an 3.446

historical area, there is possibility of discovering historical and cultural heritages while digging

underground. Pre-determined measures shall be taken accordingly.

There are two hospitals located close to the station, so some impacts in terms of 3.447

noise and vibrations are expected during the construction stage. The station-related facilities,

in the area, are limited to alley, parking and bus stop improvement, so no severe negative

impacts are expected during construction.

(9) Hoan Kim Lake Station (C9)

The planned station will be built underground. Considering the fact that the area is an 3.448

historical area, there is a possibility of discovering historical and cultural heritages while

digging underground. Pre-determined measures shall be taken accordingly.

Although the owner of the main construction will take necessary measures for 3.449

preventing water pollution of Hoan Kiem Lake, it shall be stressed again that particular

attention and measures should be taken to prevent hazardous substances from accidentally

leaking into the lake through surface water during and after the rain, since the lake is the

natural habitat of extremely rare turtles.

The station area is not only a tourism attraction spot but also a historical and cultural 3.450

landscape; thus, is is important to preserve heritage, historical and cultural value of the

landscape. The design of exit of underground walkway shall be synchronized with the

landscape of the surrounding area.

It is planned to improve walkability in the area in general and especially within 500-m 3.451

radius from the station, as well as to improve walking conditions to cross the dyke road, so

that the overall walking environment is improved and traffic-related accidents decrease.

(10) Tran Hung Dao Station (C10)

The planned station will be built underground. The station is surrounded by 3.452

government and commercial buildings, so negative impacts, are expected during construction,

in terms of noise and vibrations.

Existing roads and sidewalks around the station are already wide enough and well 3.453

maintained, so the expected impacts on TOD specific indicators are limited to some extent

only. Lifts and underground walkways, underground parking will be designed considering

physically disabled people, elderly people, people with wheel-chair and others, so the positive

impacts of applying universal design will be significant, given that very few measures are

taken at the moment.


3-210

4) Mitigation Measures for Negative Impacts, Environmental Disaster and Reaction

(a) Project Preparation Stage

The project implementation schedule shall be communicated to all concerned 3.454

localities to make them fully aware of tbe expected negative impacts, disturbance. Contact

details should be provided in case they need to contact the executing agency and contractor.

Mitigation measures for negative impacts taken by the executing agency shall be fully

communicated well in advance to the people in the affected areas. Information dissemination

shall be carried out by different means, i.e. pamphlet, meetings with residents, signboards,

newspapers, the Internet and so on, much in advance before the commencement of the

construction. Environmental protection education program shall be carried out for workers

and staff working on the construction sites to ensure environmental protection and labor

safety.

Underground utilities, such as electricity cables, telecommunication cables, water 3.455

supply pipeline, and drainage system at and around the project sites will be relocated

temporarily. The executing agency shall coordinate with the government agencies in charge

and the companies and/or specialized management units to prepare the appropriate

relocation alternatives. Likewise for underground utilities, the executing agency shall

coordinate with the companies and/or specialized management units in charge to temporarily

relocate the affected trees and plants, power lines, lightning system, telecommunication

system, architectural structures located on and/or crossing the project sites during the

construction stage, and work out an alternative to restore those utilities upon the completion

of the construction work. It should be stressed that the executing agency along with the

companies in charge should inform the users in advance and strive to minimize the

disturbance in terms of disconnection due to the relocation.

(b) Project Construction Stage

Air Quality: Exhaust emissions from heavy machinery and transportation vehicles 3.456

and dust are major pollutants during construction stage. The following measures are

recommended as mitigation measures:

The construction shall be implemented in a safe and clean environment in accordance

with Decision No.55/2009/QD-UBND and Decision No.02/2005/QD-UB of HPC. Dust

and gas emissions should be minimized to ensure that air quality complies with the

National Technical Standards QCVN05:2010/BTNMT and QCVN 06:2009/BTNMT.

Emitted dust shall be mitigated through watering during the days of low humidity

and/or strong wind (in average, 4 to 5 times per day). Watering shall be done section

by section and site cleaning will be done immediately after watering. 3-m high fences

shall be installed around the construction sites (at every station location and depot

during the construction) to limit the emissions of dust.

Daily cleaning of the constructions sites, especially for the site entrance, shall be done

to limit excavated soil, solid waste and construction materials scattered on the

construction sites. Construction machines and transportation vehicles shall be

cleaned/washed before exiting the construction site in case of strong wind to reduce

dust emissions.

A proper schedule of soil excavation and hauling shall be prepared, in which hauling

routes and suitable transportation means, canvas to cover the hauling trucks, shall be


3-211

adopted. Soil hauling shall be carried out on specific routes and time. Hauling in rush

hours shall be limited.

Protection walls against noise and dust shall be temporarily erected, especially to

protect sensitive areas such as schools, relics, and hospitals and so on.

Water Quality: Surface water (lakes, ponds, etc., nearby the construction sites) may 3.457

be contaminated during the construction stage due to excavation, drilling and transportation

of waste materials out of the sites. The following measures are recommended as mitigation

measures:

Hygiene of the construction sites shall be carefully monitored and kept in well

manners, and to carefully cover the materials storage yards, dumping sites,

chemicals storage yards, oil and petrol station, etc., and to avoid rain water passing

through those storages.

Wastewater from construction and operations activities shall be collected and

processed to designated drainage pipelines to ensure compliance with the National

Technical Regulation specified by QCVN14:2008/BTNMT and QCVN25:2009/BTNMT.

Form drainage lines properly and monitor periodically to prevent wastewater leakage

from the construction sites. The wastewater shall be treated at the construction sites if

it is necessary before it is drained to the common drainage system.

Hazardous and toxic chemicals, oil and grease products shall be stored in tight

storages and it should avoid contact with rain when fueling into construction

equipment and machine to ensure that leaking content is minimal and without

overflowing. Hazardous and used oil products shall be taken to specific treatment

facility as stipulated by law for the proper treatment and disposal.

Noise and Vibration: Noise during the construction and operation shall be minimized 3.458

to ensure the compliance with National Technical Regulation QCVN 26:2010/BTNMT.

Vibrations during the construction and operation shall be minimized to ensure the compliance

with National Technical Regulation QCVN 27:2010/BTNMT. The following measures are

recommended as mitigation measures:

3-m high protection fences shall be installed around the construction sites to prevent

noise and dust and protect sensitive areas, such as schools, relics, residential areas,

and so on.

Heavy machinery and transportation vehicles with high intensity of noise and vibration,

such as drilling machines, rollers, excavations shall be allowed to operate in the

daytime only (operation from 0:00 to 5:00 shall be minimized, or prior consensus from

the people around the project sites must be obtained).

Method and a period of monitoring of noise and vibration shall be pre-determined

before the construction phase and the results shall be announced.

Soil Pollution: Excavated soil and/or soil at and around the project sites may be 3.459

contaminated by spilled oil and grease from construction machinery, transportation vehicles

and a leakage of hazardous waste. The following measures are recommended as mitigation

measures:

Excavated and/or surplus soil shall be properly stored or placed far from potential

pollutants, such as oil, grease and hazardous chemicals.


3-212

Hazardous and toxic chemicals, oil and grease products shall be stored in tight

storages

Solid Waste: Neglected solid waste from daily life activities and construction 3.460

materials may cause offensive odor, pests, and negative impacts on hygiene at and around

the project sites. The following measures are recommended as mitigation measures:

Solid waste from daily activities and construction materials, in particular the ones that

may cause offensive odor, shall be collected daily and treated according to the

regulations set forth under Decree No.38/2015/ND-CP, Decree No.59/2007ND-CP

and Decision No.11/2010/QD-UB, Decision No.56/52010/QD-UB, as amended by

supplementary of Article 13 of Decision No.11/2010/QB-UB.

Considering the latest Decree on Management of Waste and Discarded Materials

dated April 24, 2015, it is suggested to select licensed hazardous solid waste disposer

and pre-determined when, how to collect and how to treat hazardous solid waste.

Offensive Odor: Offensive odor produced by exhaust gases from vehicles is 3.461

unavoidable considering the nature of the project; however, there are some recommended

mitigation measures.

Intensive offensive odor from exhaust fumes can be alleviated by scheduling traffic

carefully so it does not happen that many transportation vehicles pass through in a

very short time.

No out-of date machine and transport vehicles shall be allowed because they may

cause high level of exhaust fumes and noise pollution. Scheduled maintenance of

heavy machinery and construction machine shall be carried out to prevent excessive

exhaust fumes and noise pollution.

Solid waste from daily activities and construction materials, in particular waste that

may cause offensive odor shall be collected daily and treated according to the

regulations set forth under Decree No.59/2007ND-CP.

Protected Area: At the planned project sites, there is no designated protected area 3.462

as categorized in the Environmental Protection Law; however, Hoan Kiem Lake is considered

a highly ecologically sensitive area since it is inhabited by rare water turtle belonging to the

family of Trionychidae. This turtle species is listed in the Vietnam Red Data Book (2007).

According to the Wildlife Conservation Association in Vietnam, the turtle of Hoan Kiem Lake is

included in the list of 25 most endangered species of fresh water turtles in the World.

Ecosystem (Flora, Fauna and Biodiversity): At the project sites, natural vegetation 3.463

is almost abolished by drastic impacts of agricultural and urban development. According to

surveys conducted for Line 1 and Line 2 under the feasibility studies, the endemic flora

species of the tropical zones have disappeared, and have been replaced by other types of

crops plants, and naturally inhabited green trees have been replaced by economic activities

for livelihood. Hanoi City, instead, has planted street trees and preserved flora species at the

Botanical Garden. The fauna in the project areas is poor in species, i.e. only some bird

species are seen in small quantities and there is no endangered species, except for the family

of fresh water turtle in Hoan Kiem Lake.

Hydrology: Factors related to hydrological situation, such as changes in flows and 3.464

changes in riverbeds due to land reclamation or changes in flow of drainage which may affect

lakes and ponds are negligible or not foreseen from the planned project.


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Involuntary Resettlement: Land acquisition and involuntary resettlement is 3.465

anticipated for the Line 1 and Line 2 railway construction and for already determined planned

trunk road development and associated projects by the Department of Transport, which are

deemed pre-conditioned for this HAIMUD2 project. Under this project, all planned facilities, i.e.

station plazas, bus and taxi terminals, bus stops, sky bridges, access road improvement etc.,

are planned within the ROW of Line 1 and 2 projects and/or already determined planned road

and associated development projects. Therefore, land acquisition is not required for minimum

and basic plans.

Living Conditions and Livelihood: People’s daily life will be affected by various 3.466

negative factors mentioned above during the construction stage. Besides the

abovementioned pollutions, people’s activity will be disturbed physically and non-physically.

People who live around the project sites will be forced to detour due to construction; on the

other hand, in terms of non-physical disturbance, business activities may be impacted

because the access to restaurants, shops and hotels, etc., will become limited or closed due

to the construction. The following measures are recommended as mitigation measures:

Construction activities shall be carried out and finished section by section in order to

avoid as much as possible closing a wide area, and then grounds shall be soon

restored for daily life and business activity.

Signboards, guided paths and temporary parking (in case parking space in front of

shops is blocked) shall be installed for the convenience of customers and the

business owners.

Contract details of the executing agency and the contractor shall be posted at each

construction site to make sure people have somebody to contact in case of an

emergency or complaint.

Signboards for construction shall be placed around the construction sites to warn

pedestrians and drivers. In particular, proper lightning shall be used to make

signboards visible at night.

Special attention should be paid to children and physically disabled people, in

particular, to visually impaired people.

Heritage and Cultural Value: The cultural and historical heritage may be temporarily 3.467

affected due to vibrations, noise and air pollution around the project sites. Mitigation

measures have been suggested, such as surrounding the sites with fences, restricting

construction hours and using smaller construction machinery with less vibration. An

Environmental Impact Assessment (EIA) has been conducted thoroughly as part of the

feasibility study for Line 1 and 2. The EIA identified cultural and historical heritages to be

affected along the planned construction alignment and planned station areas. Under the EIA,

intensive discussions and surveys in association with the Vietnam Institute of Archaeology

and the Management of Relics and Landscape of Hanoi were conducted. If any relic or

artifact is to be found, cooperation with the project owner will be ensure for the reposition of

relics and artifacts to the Museum of Hanoi.

Landscape, Cultural and Historical Landscape: During the construction stage, 3.468

negative impacts on the landscape are highly anticipated since fences surrounding the project

sites will be built to prevent accidents and pollutions.


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Entrance to underground stations and related station facilities, in particular in the

Ancient Quarter and near Hoan Kiem Lake, shall be given careful consideration of

harmony, in particular to the historical landscape of the area.

During the construction stage, fences and/or protective sheet harmonized with

surrounding landscape and nature, such as design of trees, natural scenery and

artworks, should be taken into consideration at Bach Mai Station where the hospital

complex is located nearby.

Trees and plants cut or removed from the project during the construction stage shall

be replanted in accordance with the city’s regulations.

Ethnic Minorities and Indigenous Peoples: Ethnic minorities and indigenous 3.469

peoples do not reside at the project sites according to the EIA of Line 1 and 2; thus, special

considerations for them are not required at the project sites.

Traffic and Accidents: Excessive traffic congestion and accidents must be 3.470

prevented with carefully planned precaution and preventive measures. The followings are

suggested:

Operation time of transport vehicles shall be in compliant with the city’s regulations,

and shall avoid the transport during the rush hours in the morning and in the evening.

The project sites where bus routes are running or passing nearby, transport vehicles

shall not come-and-go at rush hours or temporarily park on road side for queuing.

Detour sidewalks and roads shall be carefully planned, taking business activities at

and around the project sites into consideration. Sidewalks are customarily used for

parking space for motorbikes for street vendors, restaurants and shops, so temporary

parking spaces for such business shops shall be taken into consideration when detour

sidewalks and roads are planned. Although detour sidewalks are for temporary use

during the construction stage, the sidewalks shall be developed and maintained for all

pedestrians, i.e. children, elderly people, wheel-chair users, physically impaired

people, and baby strollers, and so on.

People shall be informed in advance about the construction schedule and locations,

scheduled operation hours of transport vehicles and other major come-and-go

activities at and around the project sites. This information should also be

communicated through mass media to inform about detour roads and traffic

congestion at certain locations.

Traffic signboards shall be properly located around the project sites to lead to detours

and warn drivers and pedestrians about the construction. Special construction

signboards shall be placed and security guards shall be assigned at the gate of

construction sites where transport vehicles come-and-go frequently. Sufficient and

appropriate lightning for traffic and construction signboards, as well as for fences shall

be placed at night time. Proper lighting reduces risks of crime at the construction site?

Not only does it discourage prowlers, but if gives neighbors or passersby an option to

monitor any suspicious activity.

The road closure area shall be clearly determined to prevent traffic vehicles to

entering into the construction site accidentally.

Cooperate with traffic police for guiding on traffic deviation with an aim to reduce traffic

volume crossing over the construction sites.


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Walking Environment: Likewise Traffic and Accident, well planned precautious and 3.471

preventive measures for pedestrians shall be taken during the construction stage around the

constructions sites.

Operation time of transport vehicles shall be in compliant with the city’s regulations,

and shall avoid the transport during the rush hours in the morning and in evening.

Detour sidewalks shall be carefully planned, taking into consideration all business

activities at and around the project sites. Even for a temporary use, sidewalks shall be

developed and maintained for all pedestrians, i.e. children, elderly people, wheel-chair

users, physically impaired people, baby strollers, and so on.

Traffic signboards shall be properly located around the project sites to indicate detours

and warn drivers and pedestrians about the construction. Special construction

signboards shall be placed and security guards shall be assigned at the gate of

construction sites where transport vehicles come-and-go frequently. Sufficient and

appropriate lighting for traffic and construction signboards, as well as for fences shall

be placed at nighttime.

Cooperate with traffic police for guiding on traffic deviation with an aim to reduce traffic

volume crossing over the construction sites.

Safety and Security: Safety and security is a fundamental issue not only for the 3.472

workers at construction sites, but also for pedestrians, drivers and residents. Safety and

security measures of workers and at project sites shall be taken by the contractors, respecting

promulgated regulations and guidelines; whereas, people passing by, drivers, business

establishments and residents shall under the responsibility of the project owners as well as

the contractors. The community, in cooperation with the project owners, shall also pay

attention to the project sites to prevent accidents.

Project sites shall be surrounded by fences or safety barricade (net, rope, etc.) to

prevent intruders to come in. Especially, special attention should be paid to children

who tend to sneak in and play on the construction sites.

At and around the project sites, there must be sufficient and appropriate lighting at

night to prevent crimes and accidents. The project sites become vacant at night even

in central urban area, therefore it is suggested to keep some lighting on all night to

keep intruders and prowler out of the sites. It is advisable to set security cameras

around the project sites if construction supply and other equipment are stored on-site.

Construction signboards, traffic signboards and information boards shall be properly

placed at and around the project sites. If necessary, security guards shall be deployed

at and around the project sites.

(c) Operation and Monitoring Stages

Once the railway will be operating, negative impacts derived from station area 3.473

facilities themselves are not foreseen, except for noise from business activities and people

gathering at and around the station. In Hanoi, customarily people tend to gather in parks,

open spaces and around commercial buildings at night. Station areas are therefore likely to

become such places, so special attention shall be paid to elevated stations where hospitals

and residential areas are very close to the stations.

Periodical monitoring at and around Hoan Kiem Lake Station is required to make sure 3.474

that there are no hazardous leakages from solid waste or oil, grease and any other

substances leaking into the lake.

Documents

3.7 TOD C oncept Plans in South Urban Cluster - JICA › pdf › 12248811_05.pdf · 2016-02-26 · 3.257 Landuse around the intersection is diversified . There are Thong Nhat Park