Vol1 Summary

JAPAN INTERNATIONAL COOPERATION AGENCY (JICA)

MINISTRY OF TRANSPORT, SOCIALIST REPUBLIC OF VIETNAM (MOT) HO CHI MINH CITY PEOPLE’S COMMITTEE (HCMC-PC)

THE STUDY ON URBAN TRANSPORT MASTER PLAN

AND FEASIBILITY STUDY IN HO CHI MINH METROPOLITAN AREA

(HOUTRANS)

FINAL REPORT

Volume 1: Summary

June 2004

ALMEC CORPORATION

The exchange rate used in the report is: J. Yen 110 = US$ 1 = VND 15,500

(average in 2003)

PREFACE

In response to the request from the Government of the Socialist Republic of Vietnam,

the Government of Japan decided to conduct the Study on Urban Transport Master Plan and Feasibility Study in Ho Chi Minh Metropolitan Area and entrusted the study to the Japan International Cooperation Agency (JICA).

JICA selected and dispatched a team to Vietnam between August 2002 and June 2004, which was headed by Mr. IWATA Shizuo of ALMEC Corporation.

The team conducted the study in collaboration with the Vietnamese counterpart team including field surveys, traffic demand forecast, formulation of a master plan and feasibility studies on the selected priority projects, and then held a series of discussions with the officials concerned of the Government of Vietnam. Upon returning to Japan, the team duly finalized the study and delivered this report.

I hope that this report will contribute to the development of urban transport in Ho Chi Minh Metropolitan Area and to the enhancement of friendly relationship between our two countries.

Finally, I wish to express my sincere appreciation to the officials concerned of the Government of Vietnam for their close cooperation extended to the team.

June 2004

MATSUOKA Kazuhisa

Vice President

Japan International Cooperation Agency

June 2004

MATSUOKA Kazuhisa Vice President

Japan International Cooperation Agency

Tokyo

LETTER OF TRANSMITTAL

Dear Sir,

We are pleased to formally submit herewith the final report of the Study on Urban

Transport Master Plan and Feasibility Study in Ho Chi Minh Metropolitan Area in the Socialist Republic of Vietnam.

This report compiles the result of the study which was undertaken both in Vietnam and Japan form August 2002 to June 2004 by the Team, organized by ALMEC Corporation.

We owe a lot to many people for the accomplishment of this report. First, we would like to express our sincere appreciation and deep gratitude to all those who extended their extensive assistance and cooperation to the Team, in particular the Ministry of Transport as well as the Ho Chi Minh City People’s Committee both in Vietnam.

We also acknowledge the officials of your agency, the JICA Advisory Committee and the Embassy of Japan in Vietnam for their support and valuable advice in the course of the Study.

We wish the report would contribute to the promotion and sustainable development of urban transport in Ho Chi Minh Metropolitan Area.

Very truly yours,

IWATA Shizuo Team Leader The Team for the Study on Urban Transport Master Plan and Feasibility Study in Ho Chi Minh Metropolitan Area

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VOLUME 1: SUMMARY

TABLE OF CONTENTS

EXECTIVE SUMMARY

SUMMARY

1 Introduction ......................................................................................................................1-1

2 Current Transport Situation, Problems and Issues .........................................................2-1

3 Transport Policy for Metropolitan HCM............................................................................3-1

4 Land Use and Transport Development Scenario ............................................................4-1

5 Transport Demand Forecast............................................................................................5-1

6 Formulation of Long-term Transport Network..................................................................6-1

7 Development and Promotion of Public Transport Services.............................................7-1

8 Transport Master Plan .....................................................................................................8-1

9 Short-term Action Plan.....................................................................................................9-1

10 Feasibility Studies ..........................................................................................................10-1

11 Conclusion and Recommendations...............................................................................11-1

APPENDICES

1 Study Organization, Workshops and Seminars Conducted

2 Evaluation Summary of the Policy Test Project

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LIST OF TABLES

Table 2.1 Socio-economic Indicators by Area .......................................................................2-2 Table 2.2 Population Growth in the Study Area ....................................................................2-3 Table 2.3 Total Travel Demand in the Study Area .................................................................2-6 Table 2.4 Access to Alternative Transport Modes, 2002.....................................................2-15 Table 2.5 Average Travel Time and Evaluation by Mode....................................................2-17 Table 2.6 Average Travel Time and Users' Assessment.....................................................2-18

Table 4.1 Future Socio-economic Framework for 2020........................................................4-4 Table 4.2 Fourth Scenario Population Framework................................................................4-6

Table 5.1 Distribution of Future Demand, 2020 ....................................................................5-2 Table 5.2 Growth of Distributed Demand, 2002 and 2020....................................................5-2

Table 6.1 Impact on Traffic of Do-nothing and Do-committed Networks ..............................6-2 Table 6.2 Description of Different Scenarios.........................................................................6-4 Table 6.3 Roads and UMRT Development by 2020..............................................................6-6 Table 6.4 Inter-city Transport Projects Related to Master Plan ............................................6-6 Table 6.5 Comparison of Alternative Network Performance .................................................6-8 Table 6.6 Road Availability by District, 2002 and 2020 .........................................................6-9 Table 6.7 Impact on Air Quality..............................................................................................6-9

Table 7.1 Evolution of Bus Transit in HCMC.........................................................................7-2

Table 8.1 Proposed Strategies and Actions of HOUTRANS.................................................8-6 Table 8.2 Summary of Major Master Plan Projects...............................................................8-9 Table 8.3 Ongoing and Committed Projects .......................................................................8-11 Table 8.4 Ongoing and Proposed Major Projects in the Master Plan.................................8-12 Table 8.5 List of Primary Road Projects ..............................................................................8-13 Table 8.6 List of Secondary Road Projects .........................................................................8-14 Table 8.7 List of Urban Expressway Projects......................................................................8-15 Table 8.8 Estimated Cost of Flyovers/Interchanges ...........................................................8-16 Table 8.9 List of UMRT Projects..........................................................................................8-19 Table 8.10 Necessary Width of Land for Railway Structure..................................................8-20 Table 8.11 Assessment of Local Traffic Conditions by District .............................................8-24 Table 8.12 List of Regional Expressway Projects .................................................................8-27 Table 8.13 Overall Investment Plan ......................................................................................8-29

Table 9.1 Structure of Short-term Action Plan.......................................................................9-2 Table 9.2 Required Improvements on Bus Corridors (Within Ring Road No.2) ...................9-5 Table 9.3 Required Improvements on Bus Corridors (Outside Ring Road No.2).................9-7 Table 9.4 Proposed Traffic Safety Improvement Measures..................................................9-8

Table 10.1 Construction Cost of Ring Road No.2 .................................................................10-3 Table 10.2 Ridership of UMRT Line 1 ...................................................................................10-6 Table 10.3 Construction Cost of UMRT Line 1......................................................................10-8 Table 11.1 Fund Requirement...............................................................................................11-3

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LIST OF FIGURES Figure 1.1 Study Area Boundary.............................................................................................1-1 Figure 1.2 Overall Study Framework ......................................................................................1-2 Figure 1.3 Study Organization ................................................................................................1-3 Figure 2.1 Location of Study Area in the Region ....................................................................2-1 Figure 2.2 Existing Transport Network in the Region .............................................................2-2 Figure 2.3 Population Growth and Density of the Study Area by District ...............................2-5 Figure 2.4 Comparison of Road Area Occupancy..................................................................2-9 Figure 2.5 Number of Lanes in Urban Areas..........................................................................2-9 Figure 2.6 People's Concerns on and Assessment of Urban Transport Services ...............2-16 Figure 2.7 Estimated Traffic Volume and Volume Capacity Ratio in the Study Area ...........2-18 Figure 3.1 Development of Ho Chi Minh City .........................................................................3-1 Figure 4.1 Analytical Framework for Urban Growth Management .........................................4-1 Figure 4.2 Urban Development Directions .............................................................................4-3 Figure 4.3 Land Conditions.....................................................................................................4-3 Figure 4.4 Comparison of Land Conditions and Current Land Uses .....................................4-4 Figure 4.5 Proposed Future Metropolitan Structure of the Study Area ..................................4-5 Figure 4.6 Preliminary Conceptual Land Use Plan ................................................................4-6 Figure 5.1 Transport Demand Forecast Procedure................................................................5-1 Figure 5.2 Generated and Attracted Trips, 2002 and 2020 ....................................................5-3 Figure 5.3 Growth of Demand by Direction, 2002-2020.........................................................5-3 Figure 5.4 Trip Distribution, 2002 and 2020 ...........................................................................5-4 Figure 6.1 Network Analysis/Planning Framework.................................................................6-1 Figure 6.2 Assignment of Future Demand on Do-committed Network ..................................6-3 Figure 6.3 Traffic Assignment on Future Network by Scenario ..............................................6-5 Figure 6.4 Master Plan Network, 2020 ...................................................................................6-7 Figure 6.5 Impact of Recommended Network on Future Travel Coverage (Travelled Area by Car within One Hour).............................................................6-8 Figure 8.1 Structure and Components of the Transport Master Plan.....................................8-2 Figure 8.2 Indicative Target for Modal Share in 2020.............................................................8-3 Figure 8.3 Transport Master Plan Network...........................................................................8-10 Figure 8.4 Location of Ongoing and Committed Projects.....................................................8-11 Figure 8.5 Location of Primary Road Projects......................................................................8-13 Figure 8.6 Typical Cross-section of Primary Roads (Urban Area) .......................................8-13 Figure 8.7 Location of Secondary Road Projects.................................................................8-14 Figure 8.8 Typical Cross-section of Secondary Roads (Urban Area) ..................................8-14 Figure 8.9 Location of Urban Expressway Projects..............................................................8-15 Figure 8.10 Typical Cross-section of Urban Expressways .....................................................8-15 Figure 8.11 Location of Flyover and Interchange Projects (Urban Area)...............................8-16 Figure 8.12 Proposed Bus Corridors ......................................................................................8-18 Figure 8.13 UMRT Network ....................................................................................................8-19

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Figure 8.14 Typical Cross-section of Underground, Elevated and At-grade Rail Section......8-20 Figure 8.15 Location of Busway Projects ...............................................................................8-21 Figure 8.16 Proposed Green Network in Urban Core Area....................................................8-25 Figure 8.17 Location of Regional Expressways .....................................................................8-27 Figure 8.18 Typical Cross-section of Regional Expressways.................................................8-27 Figure 8.19 Location of Hoa Hung – Trang Bom Section.......................................................8-28 Figure 9.1 Proposed Bus Corridors ........................................................................................9-5 Figure 10.1 Components of Ring Road No.2 Project .............................................................10-1 Figure 10.2 Estimated Traffic Volume.....................................................................................10-2 Figure 10.3 Typical Cross-section of Ring Road No.2 ...........................................................10-3 Figure 10.4 Location of UMRT Line 1.....................................................................................10-5 Figure 10.5 Estimated Traffic Volume along UMRT Line 1.....................................................10-6 Figure 10.6 Typical At-grade Cross-section of UMRT Line 1 .................................................10-7

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ACRONYM

AADT Annual Average Daily Traffic AASHTO American Association of State Highway and Transportation Officials AC Asphalt Concrete ADB Asian Development Bank APD Architecture and Planning Department ASEAN Association of Southeast Asian Nations ATC Area Traffic Control BOT Build-Operate-Transfer BR-VT Ba Ria-Vung Tau CAO Chief Architect Office CBD Central Business District CP Counterpart CPRGS Comprehensive Poverty Reduction and Growth Strategy DBST Double Surface Treatment DCI Department of Culture and Information DFID Department for International Development DLH Department of Land and Housing DOC Department of Construction DONRE Department of Natural Resource and Environment DOSTE Department of Science and Technology DOT Department of Transport DPI Department of Planning and Investment EIA Environment Impact Assessment E&M Electronics and Mechanics EIRR Economic Internal Rate of Return EPZ Export Processing Zone FIRR Financial Internal Rate of Return F/S Feasibility Study GDP Gross Domestic Product GIS Geographical Information System GOJ Government of Japan GOV Government of Vietnam GPS Global Positioning System GRDP Gross Regional Domestic Product HCM Ho Chi Minh HCMC Ho Chi Minh City HDI Human Development Index HEPZA HCMC Export Processing and Industrial Zones Authority HIS Household Interview Survey HOUTRANS The Study on the Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area HPI Human Poverty Index ICD Inland Clearance/Container Depot IRR Internal Rate of Return IT Information Technology

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ITS Intelligent Transportation Systems IWT Inland Waterway Transport IZ Industrial Zone JICA Japan International Corporation Agency JBIC Japan Bank of International Cooperation J/V Joint-venture HCMC-PC Ho Chi Minh City People’s Committee IER Institute of Economic Research LED Light Emitting Diode LS Learning Session MOC Ministry of Construction MOCPT Management and Operation Center of Public Passenger Transport MOF Ministry of Finance MOT Ministry of Transport MPI Ministry of Planning and Investment M/C Motorcycle M/P Master Plan MRDR Mekong River Delta Region NESR Northeastern South Region NGO Non Governmental Organization NH National Highway NMV Non-motorized vehicle NPO Non Profit Organization NTSP National Traffic Safety Program OD Origin-Destination ODA Official Development Assistance O&M Operation and Management PC People’s Committee PCU Passenger Car Unit PBSC Public Benefit Service Companies PLC Public Lighting Company PMU Project Management Unit PMU-IUT Project Management Unit of Investment in Urban Transport PPC Provincial People’s Committee PPP Public Private Partnership PR Provincial Road PTP Policy Test Project RAO Road Area Occupancy RFID Radio Frequency Identification RND Road Network Density ROW Right of Way RR Ring Road SC Steering Committee SFEZ Southern Focal Economic Zone SOE State-owned Enterprise STRADA System for Traffic Demand Analysis

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S/W Scope of Work SWM Solid Waste Management TDSI Transport Development Strategy Institute TDM Traffic Demand Management TMU Transport Management Unit TSSV Transport Science Society of Vietnam TUPWS Transportation and Urban Public Works Services TWG Technical Working Group UMRT Urban Mass Rapid Transit UNESCO United Nation Educational, Scientific and Cultural Organization UNDP United Nations Development Program UPI Urban Planning Institute VC Volume-Capacity VCR Volume-Capacity Ratio VITRANSS The Study on the National Transport Development Strategy in the Socialist Republic of Vietnam VMS Variable Message Signboard VND Vietnam Dong VOC Vehicle Operating Cost VUTIP Vietnam Urban Transport Improvement Project VR Vietnam Railway

The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report

Executive Summary

1

Executive Summary Scope of the Study

Objectives: The JICA-assisted “The Study on Urban Transport Master Plan and Feasibility Study in Ho Chi Minh Metropolitan Area” was conducted with the following main objectives:

・ Formulation of a comprehensive Master Plan up to 2010 and 2020 for the urban transport system in the HCM metropolitan area, and a Short-term Action Plan up to 2005;

・ Conduct of feasibility studies on selected priority projects; and,

・ Conduct of technology transfer on database development, modeling, and plan formulation to the Vietnamese counterpart staff during the course of the study.

Study Area: The study covered the entire HCMC and the surrounding districts of Dong Nai, Binh Duong and Long An provinces from a regional development viewpoint. The study area has a population of 7.5 million, of which 5.3 million reside in HCMC.

Study Process: The study commenced in August 2002 and was completed in June 2004.1 The study was conducted under a multilevel Steering Committee headed by the Vice Minister of Transport and the Vice Chairman of the HCMC People’s Committee and with the extensive involvement of the Vietnamese counterpart agencies through Technical Working Group meetings, a series of seminars, technical workshops, learning sessions, Task Force meetings on the Policy Test Project, training course on transport demand forecast and planning, and joint work with the direct counterparts coordinated by the TDSI-South and the TUPWS. As a result, these activities strengthened the Vietnamese side’s ownership of the study. In addition, the development of a set of updated database contributed to the successful completion of the study.

Urban and Transport Issues

Study Area in South Vietnam: The study area serves as a socio-economic hub not only for the southern region but for the entire country as well. The significance of the study area’s role in the region requires an effective integration of its urban transport system with the regional transport system. It will increasingly become important to strengthen the transport network in the study area for the city to become more competitive in the international market.

Socio-economy and Urban Development: The population of the study area is estimated to reach 13.5 million by 2020 (10.0 million for HCMC). Per capita GDP will increase from US$ 1,400 to US$ 4,000-5,000 (current Bangkok level) during the same period, and rapid, large-scale and long-term changes are foreseen in the society. Although Vietnam is said to have been successful in poverty alleviation, the income gap is reported to be expanding. If urbanization continues without an effective city planning, the quality of living environment and city services may deteriorate, and another gap may emerge in the quality of life of the citizens.

Motorization and Transport Demand: The total transport demand in the study area was estimated to be about 19.1 million trips a day (excluding 3.9 million walk trips); 13.4 million trips was accounted for HCMC only (also excluding 2.5 million walk trips). The study area is characterized by a high trip rate and extremely high ownership rate of motorcycles. In HCMC, 78% trips are by motorcycle while car usage is still low at 1.2 %. The share of private transport including that of bicycle (14%) thus becomes 93% which is unique in Asia countries in general. 1 The Draft Final Report was submitted in March 2004.

The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Executive Summary

2 2

Main Transport Components

Overall Situation: The transport system in the study area should be described not only in terms of infrastructural resources, such as ports, airports, railways and roads, but also in terms of function. Also, in light of the role of HCMC in the region, the linkage of the urban transport system with the regional transport system must be considered. The study area absolutely lacks transport infrastructure, and also has various problems such as deficient network, insufficient intermodal linkage, inadequate maintenance, and poor structural standards. An approach based on the development of transport infrastructure requires huge investments and a long period, in addition to land acquisition which has become increasingly more difficult.

To tackle the transport problem efficiently, a comprehensive approach is necessary where a number of measures are to be conducted at the same time, i.e. efficient use of existing infrastructure, demand management, effective network, intermodal integration, improved arrangement for development implementation, securing of stable fund source, etc. At present, road transport plays a dominant role in the study area, while the role of water transport and railway is insignificant.

Road Development: The study area has a road network with a total length of 1,250km. However, its quantity and quality are both insufficient. Road area occupancy is low, about 3% in the suburban areas in contrast to 10-20% in the central area.2 The length of roads that have six lanes or more is only 73km. The roads in the central area and its vicinity, and major arterial roads including the national roads are paved and relatively well maintained. However, the roads in rural areas and local roads are in poor condition. Although road development is essential to construct a good urban area, land acquisition has become difficult 3 and the fund source is limited 4 . Improvement of policy and strategy formulation is therefore needed.

Traffic Management: In addition to insufficient infrastructure development, which has brought about a number of problems relating to road itself, there are a variety of system shortcomings in terms of both hardware and software. The quality and quantity of enforcement, i.e. the human resources, are insufficient. Intersections, traffic signals, traffic signs/markings, pedestrian crossings, etc. need improvement. Traffic and parking controls are practiced to some extent, but are insufficient to rectify traffic and to ensure traffic safety. Information and education campaigns among the citizenry on traffic information and safety education are limited. Considering the rapid motorization and the change in vehicle composition (increase in cars), the improvement of traffic management and its operating capacity is an urgent issue.

Road-based Public Transport: Expansion and strengthening of public transport services in the study area is one of the determinants of the future urban transport system. The establishment of a bus system is the core issue that must be addressed as well as the development of a suitable set of policies. The public transport system in the study area is dominated by road-based services including ordinary buses (40-60 seats), lambro (11-12 seats), taxis, cycles (man-driven 3-wheel vehicles), and motorcycle taxis. The share of bus and lambro in the total transport demand is only 2% at present. The existing railway that is operated for inter-city travel northward from Saigon Station is not used for urban travel. Water transport is used locally only along rivers.

2 Average road density is 3.95 km/ km2. However, it is low at 0.48km/km2 in five newly developed areas and at

0.29km/km2 in the peripheral area. The gap between the central area and the suburbs is large. 3 In the ongoing East-West Highway Project, land acquisition cost is reported to be 40% of the total cost. 4 In 2000, the total transport expenditure was VND 900 billion, of which VND 360 billion was for maintenance. The

expenditure for new development was about VND 540 billon.


Executive Summary

3

Performance of Existing Urban Transport System5

Accessibility and Mobility: Based on the Household Interview Survey (HIS) conducted in 2002 in HCMC, 94% of households owned motorcycles (60% with two motorcycles or more) and 50% owned bicycles. Households with a monthly income of US$ 500 or more owned three motorcycles on average. The situation was the same in the adjacent provinces (90% owned motorcycles and 40% owned two motorcycles or more). Thus, on an individual basis, more than 60% of people owned his/her transport means (motorcycle/bicycle). And even non-owners could use the vehicles of other household members or could be picked up and sent off by others. As a result, mobility for the population was considered high.

Citizen’s Perception: The HIS showed that the citizen’s perception on transport policy was different for various issues. The most important issues were considered to be “traffic safety”, “roads and facilities”, and “traffic enforcement” with over 40% rating. Relatively important issues were “travel conditions”, “traffic control measures”, “public transport service”, and “air pollution from vehicles”; and less important issues were “walking condition, “parking at destination”, and ”parking at home”. People’s satisfaction with the different issues, however, did not correspond with the relative importance of the issues.

Traffic Safety: The number of traffic accidents is increasing. In 2001, HCMC accounted for 1,220 fatalities and 1,900 serious injuries with 2,500 accidents. Ninety-two percent (92%) of the causes were misconduct of motor vehicle drivers such as speeding, drunk driving, and reckless driving. Motorcycles accounted for 78% of the causes and 66% of victims of traffic accidents. Pedestrians shared 15% in the causes, but 17% in the victims. Bicycle’s share in the causes was only 1.6%, but 11% in the victims. The major problems in relation to traffic safety included: (1) reckless behavior of drivers and pedestrians, (2) weak enforcement, (3) insufficient walking environment, (4) deficient reporting system and database of traffic accidents, and (5) lack of traffic safety education. Environment: The major problem of air pollution arises in HCMC from exhaust gas of road traffic and various factories scattered in residential areas. More specifically, particulate matter (PM) and carbon monoxide (CO) from vehicles, PM from cement factories, sulfur dioxide (SO2) from thermal power plants, and PM from other factories are the pollutants.

Traffic Congestion: In mega cities of developing countries, reduction in traffic congestion often becomes one of the most challenging policy issues, as economic loss due to congestion reportedly reaches 2-3% of GDP. Moreover, traffic congestion affects the poor more seriously, posing a social problem in addition to the economic losses. Congestion is considered to have negative impacts on people’s health due to aggravation of air pollution. In HCMC, traffic congestion is still limited geographically and in terms of duration. Average travel time is short with a relatively high travel speed. More road users were satisfied or feeling “so-so” about this situation.

Policy Test Project

Policy Test Project (PTP): This project aimed to test a set of integrated measures designed to improve bus services and bus operating environment (refer to Table1), as well as to learn lessons for the formulation of the HOUTRANS bus transport development strategy. The PTP was carried out as a joint effort by the Study Team and the HCMC government agencies between August 2003 and October 2003.

5 Mainly based on the results of the Residents’ Perception Survey in the HOUTRANS’ HIS.


4 4

Test Corridor: Tran Hung Dao Street with a length of 5km was selected as the project corridor. It connects two major bus terminals of Ben Thanh in the urban center and Cho Lon in the suburban center. Existing Bus Route No.1 operating on this corridor was improved as the test bus route.

Table 1 Measures Implemented in the Policy Test Project

Stage 1 (Aug.1 – Sep.14) Stage 2 (Sep.15 – Oct.31) Bus Operation - Increase of frequency

- Expansion of operating hours - Fixed departure time

- Continuation of measures in Stage 1 - Introduction of air-con buses - Bus exclusive/priority lanes - Park and bus ride at terminal - Circular bus service in city center

Traffic Management & Enforcement

- Traffic management at major intersections

- Prohibition of onstreet parking - Enforcement of traffic rules & driving

behaviors

- Continuation of measures in Stage 1 - Prohibition of 4-wheeled vehicles from

narrow road section

Traffic Safety & PR of the Project

- On-site traffic safety campaign - PR on site and through TV and newspapers

Source: Study Team Assessment: The implementation of the PTP provided a comprehensive examination of the project impact on bus operation, user experience, and corridor traffic condition. Major findings are highlighted as follows:

・ The project as a whole was accepted and appreciated by the public including bus operators, passengers, road users, and roadside residents;

・ The bus priority lane functioned and showed applicability for bus transport development; ・ Bus service enhancements appealed to the people. As a result, the number of bus passengers

increased by about 80% during the implementation of the PTP; ・ Measures, such as improvement in marketing and enforcement, were effective and functioned

well in promoting public transport and road safety. ・ Park & Bus Ride facility provided convenience to people using bus transport but it was limited; ・ Various minor intersection traffic measures functioned with moderate impact; ・ Prohibition of on-street parking effectively supported the bus priority scheme. Urban Transport Master Plan

Role and Structure of the Master Plan: The Transport Master Plan up to 2020 for the HCM metropolitan area not only depicts what the city should be by year 2020, but also lays down the path towards that future with the transport sector as the main driver. A set of coherent strategies was formulated to make the journey from the present to the future in a logical and sustainable manner. The Transport Master Plan comprises a long-term structural plan, a five-year short-term action plan, and a 10-year medium-term investment plan.

For this, a mechanism to integrate vision and actions and measures to monitor its process and to coordinate between related agencies were worked out (refer to Figure 1). In order to connect the vision with specific actions, seven basic objectives and 35 strategies were identified. Then, 105 particular actions and projects based on the strategies were proposed (refer to Table 2).

Vision and Goal: A bleak future can be expected for the study area, unless some strategic interventions are made along the way. Free-wheeling use of motorcycles and road space may still be tolerable for a small city, but not tenable in a conurbation of more than 10 million people with heightened expectations, active social lives, and diversified activities. An aging urban population


Executive Summary

5

Vision and Goal

Strategies• Subsector issues and crosscutting issues • Sector development strategy • Regional development strategy

Actions/Projects• List of actions • Projects/Programs

Implementation Plan• Schedule • Project profile

Monitoring

• Progress/ Process

• Outputs/ Outcome

Objectives

Coordination

• Alignment with central agencies

• Coordination with other agencies

• Central gov’t - Prov’l & local gov’t - Private sector/ NGOs - Donors

Implementation • Government undertaking • Private sector participation

Source: Study Team

will also demand a different quality of transport services. The future HCMC should be livable as well as globally competitive and attractive for industries, leading Vietnam’s international trade, and the transport sector must be designed to make that possible. The overall vision of urban transport is: “Ensure mobility and accessibility to urban services that are vital for the people and the society by providing a transport system characterized by safety, amenity, and equity and sustained by an efficient public transport system”

Figure 1 Structure and Components of the Transport Master Plan

Source: Study Team Indicative Target for Modal Share: A combination of supply-type and demand-type strategies is required to alter, radically, the modal shares of transport along the lines of the conceptual diagram illustrated in Figure 2. It should be noted that the modal shift is indicative. If the 50% share for public transport is not attainable, the resulting plan would overestimate the requirement for bus-rail capacity, but underestimate vehicular volume on roads, thereby affecting the feasibility of many road projects.

Figure 2 Indicative Target for Modal Share

Present (2002) Future (2020)

18 million trips/day

Car/Truck

MotorcycleRail

Bus

36 million trips

50% (indicative)


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Table 2 Proposed Objectives, Strategies and Actions

Objective Strategy Action A11: Identification of stakeholders on key transport policies (traffic safety,

bus promotion) A12:Establishment of implementation system in coordination with NGOs,

civic groups and communities

A1 Conduct of consecutive transport campaigns

A13:Campaign on key policies and its monitoring A21:Traffic safety education at primary/secondary schools A22:Traffic safety campaign at community level

A2 Expansion of transport education

A23:Expansion of traffic education to drivers A31:Strengthening of Transport Science Society of Vietnam (TSSV) and its

activities A32:Strengthening of transport study in colleges and research institutes

A3 Strengthening of transport studies

A33:Holding of domestic and international symposia and seminars on transport issues

A41:Extension of policy test project (bus corridor development) A42:Conduct of Policy Test Project on TDM (D53)

A4 Implementation of Policy Test Project

A43:Model program on integrated urban & transport development (B43) A51:Establishment of transport information system A52:Establishment and operation of website

A. Promotion of social understanding on present and future urban transport problems and issues at

A5 Information disclosure

A53:Publicity through mass media B11: Establishment of Metropolitan Transport Conference (tentative) B12:Integration of planning between regional and urban transport

B1 Policy coordination within metropolitan area

B13:Integration of spatial planning between HCMC and adjoining provincesB21:Establishment of urban planning system B22:Integration of city M/P and transport M/P

B2 Integration of city M/P and transport M/P

B23:Institutionalization of integrated M/P B31:Establishment of hierarchical road system B32:Strategic development of arterial road system (RRs, expressways,

primary and secondary roads)

B3 Development of systematic road network

B33:Establishment of effective development method for road projects B41:Establishment of development method B42:Integrated urban development with mass transit development

B4 Promotion of integrated urban & transport development B43:Conduct of pilot projects (A43)

B51:Improvement of development permission system B52:Introduction of traffic impact assessment

B. Management of sustainable urban growth and development

B5 Guidance for ideal urban development

B53:Establishment of method to improve residential environment in high-density built-up area

C11:Formulation of long-term mass transit development plan C12:Establishment of modal policy

C1 Development of mass transit system

C13:Establishment of development method of mass transit system C21:Establishment of bus operating business system C22:Development of bus corridors

C2 Development Bus transport system

C23:Strengthening of bus operation and management capacity C31:Establishment of management system C32:Improvement of supporting infrastructure/facilities

C3 Exploitation of para-transit and NMVs

C33:Supporting system for small-scale operators/drivers C41:Actual condition survey and database development C42:Improvement of water transport infrastructures and river environment

C4 Exploitation of water transport system

C43:Promotion of water transport for local and tourism transport C51:Formulation of subsidiary policy for public transport users C52:Expansion of bus services for students and workers

C. Promotion and development of attractive public transport

C5 Promotion of public transport use and expansion of services C53:Introduction of new services

D11:Improvement of vehicle registry system and introduction of information technology (IT)

D12:Review of registration fee and user charges

D1 Establishment of comprehensive management system for motorized vehicles D13:Adjustment of production quantity

D21:Improvement of traffic regulation and management D22:Strengthening of capacity of traffic enforcers (training system)

D2 Strengthening of traffic regulation & management D23:Strengthening of coordination with communities & NGOs

D31:Actual condition survey and database preparation D32:Formulation of measures for port-related transport

D3 Effective response to freight transport

D33:Formulation of measures on overloaded trucks D41:Conduct of actual condition survey and database preparation D42:Establishment of provision mechanism for parking space

D4 Establishment of parking policy

D43:Establishment of policy on parking fee D51:Specification of TDM measures D52:Establishment of organizational setup for implementation of TDM

D. Effective Management of Traffic and Demand

D5 Introduction of TDM

D53:Conduct of Policy Test Project on TDM (A42)


Executive Summary

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(Continuation of Table 2)

Objective Strategy Action E11: Preparation of planning manual E12:Regulation of roadside use and development

E1 Management of transport corridors

E13:Establishment of corridor management system E21:Actual condition survey and database preparation E22:Formulation of Green Network Plan

E2 Improvement of transport environment for pedestrian and bicycle users E23:Specification for facility and design standards

E31:Transport system planning for the city center E32:Establishment of transport management system for the city center

E. Comprehensive development of transport space and environment

E3 Redistribution of transport space & improvement of traffic environment in city center E33:Pilot project on transport management in the city center

E41:Establishment of environmental guidelines E42:Formulation of measures to reduce air pollution sources

E4 Alleviation of air pollution

E43:Improvement of fuel quality E51:Establishment of District Transport Plan E52:Development and management system for intradistrict transport

infrastructures

E5 Establishment of district transport development strategy

E53:Establishment of provision system for intradistrict transport services F11: Preparation of guidelines F12: Human resource development for audit system operation

F1 Establishment of traffic safety audit system

F13: Establishment of Traffic Safety Audit System F21: Establishment of traffic accident database F22: Identification of black spots and improvement guideline preparation

F2 Improvement of traffic accident black spots

F23: Improvement and monitoring of black spots F31: Conduct of actual condition survey F32: Improvement of licensing system

F3 Improvement of licensing & vehicle inspection system

F33: Improvement of vehicle inspection system F41: Improvement of enforcement skills F42: Strengthening of penalty and fine systems

F4 Strengthening of traffic enforcement system

F43: Strengthening of coordination with NGOs and NPOs F51: Conduct of actual condition survey F52: Strengthening of emergency contact and communication system

F. Enhancement of traffic safety

F5 Strengthening of first aid system

F53: Strengthening of transport and receiving system for emergency patients by emergency care service

G11:Implementation of institutional reform G12:Conduct of personnel training program

G1 Reform of transport-related organizations

G13:Introduction of IT G21:Improvement of competitive conditions G22:Expansion of project area for private sector

G2 Promotion of private sector participation

G23:Establishment of support system for private sector G31:Establishment of public-private partnership (PPP) scheme G32:Expansion of maintenance system

G3 Improvement of Infrastructure development & management system G33:Fostering of local consulting firms and construction industry

G41:Conduct of transport surveys and update of Karte G42:Fostering of transport planners

G4 Strengthening of planning capacity

G43:Review of planning and design standards G51:Dissemination of user’s pay principle G52:Expansion of public funding capacity

G. Strengthening of transport sector administration and management capacity

G5 Securing of development fund

G53:Effective use of ODA Source: Study Team

Master Plan Transport Network and Projects

Master Plan Network: Based on the analysis of a series of alternative scenarios including modal share as well as network configuration, a future transport network was formulated. In this network, the following were assumed to be guaranteed through adequate policy intervention: (a) public transport would share 50% of the total demand; (b) buses would be operated efficiently with a high load factor; (c) car use would be limited to more or less 20% of total traffic demand; (d) basic traffic management and maintenance would be practiced adequately; and (e) there would be no serious traffic bottleneck in the network.

The Master Plan network will be composed of roads, including at-grade primary and secondary roads, and elevated urban expressways, as well as mass transit systems including urban rail and


8 8

busway. The Master Plan network will have 703km of new roads covering 238km of primary roads, 419km of secondary roads, 46km of urban expressways, and 138km of mass transit lines (refer to Table 3 and Figure 3).

Network Performance: The likely traffic conditions and transport situation when the Master Plan network would be completed was simulated using the model. While total demand would increase from 3.1 million PCU-trips to 7.3 million or 2.4 times between 2002 and 2020, PCU-km and PCU-hours would increase 2.8 times and 2.5 times, respectively. This means people would have to travel longer and spend more time traveling. Overall traffic congestion level would increase from 0.7 to 0.9, but average travel speed would be expected to increase due to network improvement and development of high-standard roads such as urban expressways and ring roads. With this improved network, the distance people could reach from the city center would also lengthen.

Composition of Master Plan Projects: The Master Plan projects were worked out based on the network study and the identified actions to form main packages of projects and programs for implementation. The Master Plan projects cover infrastructure, transport and traffic operation and management, institutional development, integrated urban development, and so on. The selected projects are mainly of the infrastructure type because the required financial resource is large. The Master Plan includes both ongoing/committed projects and new ones.

Committed Infrastructure Projects: Committed infrastructure projects, including ongoing projects in the study area, are mainly roads. They were deemed as essentially unalterable under the Master Plan.

New Projects Proposed in the HOUTRANS: Major projects/programs proposed in the study are broadly categorized into four groups: roads, traffic management, public transport development, and transport environment program. A total of 16 projects were prepared.

Total Estimated Costs: The estimated total costs of the Maser Plan projects/programs would be about US$ 14 billion.

Table 3 Roads and UMRT Development by 2020

M/P Project Increase Area Infrastructure 2002

(km) Widen-ing1) New

2020 (km) km Ratio

2020/2002Primary 206 113 128 476 271 2.3 Secondary 309 213 251 647 338 2.1 Road Urban EXP. - - 46 46 46 - HCMC

UMRT - - 106 106 106 - Primary 185 27 110 295 110 1.6 Road Secondary 297 172 168 569 272 1.9 Adjoining

Provinces UMRT - - 32 32 32 -

Primary 391 140 238 771 380 2.0 Secondary 606 385 419 1,216 610 2.0 Road Urban EXP. - - 46 46 46 -

Study Area Total

UMRT - - 138 138 138 - Source: Study Team 1) Includes roads reclassified and upgraded from a lower to a higher category due to widening.


Executive Summary

9

Figure 3 Proposed Master Plan Network

Source: Study Team


10 10

Table 4 Ongoing and Proposed Major Projects in the Master Plan

Project / Program Description (Action)1) Estimated

Cost (US$ mil.)

(1) Primary 38 roads with 382km (B3, D3) 3,361(2) Secondary A total of 757km (B3) 2,656(3) Urban Expressway 7sections with 26km (B3) 1,861Road

(4) Flyover 53 locations (B3) 1,401(5) Capacity Building Training, equipment, etc. (A1, D2) 10

(6) CBD Traffic Management Traffic signals, parking, pedestrian path, transit mall etc. (A1, A42, D2, D4, D5, E2, E3) 100Traffic

Management (7) Bus Corridor Management

Channelization, pavement, bus facilities, road space reorganization, etc. (A41, C22, D3, E1) 50

(8) Urban Rail 4 routes with 82km (C1) 2,850(9) Busway 3 routes with 57km (C1) 173(10) Bus Modernization Bus fleet, management system (A1, C2, C3, C5) 222(11) Transit Terminal UMRT, inter-city bus etc. (A43, B4, C1, C2) 200

Public Transport

(12) Urban Water Transport Terminal, vessels (C4) 10(13) Local Traffic

Improvement Traffic management, facilities, pavement, feeder transport etc. (E5, G5) 300

(14) Green Network Pedestrian path, street lighting, trees, street furniture etc. (E2, E3) 20

(15) Air Quality Improvement Monitoring facilities vehicle inspection etc. (E4) 20

Transport Environment

(16) Traffic safety Campaign, drivers education (A1, A2, A41, F1, F2, F3 F4, F5) 20

Total 13,254Source: Study Team

Table 5 Summary of Investment Cost of Master Plan Projects Cost

Category VND bil. US$ mil. % A. Ongoing and Committed Projects 12,570 811 5.8

1) Roads 143,825 9,279 66.0 2) Traffic Management 2,480 160 1.1 3) Public Transport 53,553 3,455 24.5 B. New Projects

4) Transport Environment 5,580 360 2.6 Total 218,008 14,065 100.0

Source: Study Team

Table 6 Possible Funding Sources Item US$ billion

1) HOUTRANS Master Plan 2) Other work (30% of 1)

14.0 4.2

Estimated Fund Requirement 2004-2020 Total 18.2

1) Existing Funding Mechanism1) 1.9 -4.7 2) Private Sector Participation

• Urban expressway (40%) • UMRTs (40%) • Secondary roads (20%)

0.7 1.2 0.5

3) Economic Measures on TDM • Increase in vehicle registration fee

US$ 300 for motorcycles US$ 3,000 for cars

• Increase in parking fee2) VND 3,500 for motorcycle VND 6,000 for cars

• Area licensing3) VND 7,500/entry for motorcycles VND 15,000/entry for cars

• Increase in fuel price (1.5 times) 4)

1.0 7.9

3.9 1.9

0.3 0.8 2.1

Possible Fund Source 2004-2020

Total 21.3-24.1 Source: Study Team 1) 1.25% of HCMC’s GDP (2004-2020). 3) Includes 11 districts in the city center (districts 1,3,5,10,11& part of 6). 2) ½ of motorcycles and cars. 4) From US$ 0.37/liter to US$ 0.56/liter.


Executive Summary

11

Line1Line2

Line3Line4

Figure 4 Location of Primary Road Projects

Source: Study Team

Figure 5 Location of Secondary Road Projects

Source: Study Team

Figure 6 Location of Urban Expressway Projects Figure 7 Location of UMRT Projects

0 2.5 5

km Source: Study Team Source: Study Team

0 10km

20

S7

S1

S2

S13

S3

S4S1

1

S11

S10

S8

S15

S9

S14

S5 S6

S12

S16

0 10 20km

P1

P11

P12

P13

P14P15

P2

P3

P4

P5

P6

P7

P9P8 P9

P10


12 12

Feasibility Study on Ring Road No.2

Ring Road No.2 (RR2) is a priority project of the city authority. It will form the first high-standard ring road by completing missing links in order to connect the existing National Highway No.1 and the road network in southern HCMC. RR2 when completed is expected to function as the backbone in the future expanded urban area. This road is extremely important both from the transport and urban development viewpoints.

From the transport viewpoint, it will prevent industrial traffic to/from factories and ports from using the roads in the city center. From the urban development viewpoint, it will provide ample opportunities for new developments along the road, especially new urban centers in the areas where the ring road intersects with major radial corridors. The ring road will give a great opportunity to encourage the development of a polycentric urban structure. The project is composed of the following components:

(a) New construction of eastern section (23.5km including Phu My Bridge) (b) Widening of southwestern section (5.0km including Phu DInh Bridge) (c) Construction of flyovers (a total of 11 locations)

Traffic demand in 2020 was estimated to be 70-100 thousand PCUs/day in the east section. The entire RR2’s basic cross-section was designed to have six lanes and service roads. While the total project cost to complete RR2 amounted to US$ 1,272 million, the priority sections (missing links in the east and southwest sections) alone would require US$ 882 million. The project is economically viable, generating an EIRR of 29%. The adoption of an appropriate public-private partnership (PPP) scheme was proposed, wherein the private sector will invest a part of the project.

Figure 8 Ring Road No.2 Project

Source: Study Team

DONGN

Legend : Ring Road No.2 (planned)

: Primary Road : Secondary Road

: Flyover (existing)

: Ring Road No.2 (existing)

: Flyover (planned）

:Major interchange

NH1APR16 NH13

NH22

HL13

PR25

PR1

PR15

NH1K

NH50 Nguyen Van Linh

NH1A

Hanoi Highway

PR34

East-West Highway

Hung Vuong

Phu My Brdge

Phu Dinh Bridge


Executive Summary

13

Feasibility Study on UMRT Line1 (East)

While the ring road will create a new corridor, the Urban Mass Rapid Transit (UMRT) Line 1 is meant to expand passenger capacity along an existing and well-established corridor that links HCMC and Bien Hoa City, the capital of Dong Nai province where industrial activities are concentrated. The corridor is expected to function as a vital link between two major urban centers and other economic and population subcenters in-between.

UMRT Line 1 will provide a high-quality and high-capacity public transport system serving as the backbone of a public transit network. The project is composed of the following:

(a) Urban rail segment between Ben Thanh and Cho Nho (13.7km) which will initially be developed as a busway before being upgraded into a railway.

(b) Busway segment between Cho Nho and Bien Hoa (14.5km), operating harmoniously with the rail component.

The ridership of urban rail and busway in 2020 was estimated at 526,000 and 240,000 passengers a day, respectively. Based on the estimated demand, natural conditions, roadside conditions and social environment, preliminary engineering design of facilities of urban rail, busway, depot, terminals, etc. and operation plan were conducted. The total project cost was estimated at US$ 710 million (operation and maintenance cost was US$ 7.4 million a year). The project is economically viable, generating an EIRR of 20%. The adoption of an appropriate PPP scheme to minimize the risk of the private sector was proposed.

Figure 9 UMRT Line1 (East) Project

Source: Study Team

0 2.5 5km

Ben Thanh

Ton Duc Thang

Saigon Brige

Thu Duc

Bien Hoa

Ben Thanh - Ton Duc Thang 2.2 Underground Urban Rail

Ton Duc Thang- Saign Bridge 2.0 Elavated

Saign Bridge - Thu Duc 9.7 At-grade

Thu Duc - Bien Hoa 15.0 At-grade Busway/U.Rail

Section Length(km) Structure Mode

Urban Rail

Urban Rail

Phuoc Long Section Length (Km) Structure Mode

Ben Thanh - Saigon Zoo 1.8 Underground

Saigon Zoo - An Binh 7.5 Elevated

An Binh - Cho Nho 4.4 At-grade

Urban Rail

Cho Nho - Bien Hoa 14.5 At-grade Busway

An Binh

Huong Saigon Bridge

Thi Nghe

People’s

Saigon Zoo

Thao Dien

Line 3

Line 2

Line 4

Line 1 (West)

Line 1Urban Rail (13.7km)

Line 1Busway(14.5km)VNR

Hoa Hung Hanoi Highway

NH1

Cho Nho

Thu


Volume 1: Summary

1-1

1 INTRODUCTION

1) Study Objective and Study Area

Objective: The overall goal of the study, entitled “The Study on the Urban Transport Master Plan and Feasibility Study in Ho Chi Minh (HCM) Metropolitan Area” (HOUTRANS), was to formulate a long-term strategy to ensure mobility and accessibility for the people and to propose concrete measures and actions that will provide the targeted level of urban transport services. The objective is broken down into three operative objectives, to wit:

(1) To formulate a comprehensive master plan up to 2010 and 2020 for the urban transport system in the HCM metropolitan area;

(2) To formulate a Short-term Action Plan up to 2005 based on the Master Plan and to conduct a feasibility study on selected priority project(s); and,

(3) To conduct technology transfer on database, modeling and plan formulation to the Vietnamese counterpart staff during the course of the study.

Study Area: The study area is composed of: (a) HCM City (HCMC), (b) districts of adjacent provinces which form or will form part of the metropolitan area, and (c) other areas related to (a) and (b) from a regional development viewpoint.

In particular, the study area covered the entire HCMC and three districts of Dong Nai province, two districts of Binh Duong province and eight districts of Long An province. Based on the 1999 census, the study area had a population of 7 million, of which 5 million resided in HCMC (see Figure 1.1).

Figure 1.1 Study Area Boundary

Source: Study Team

The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary

1-2

Year /Month

StudyStage

ReportSubmission

Survey Item Technology

Transfer

11

2002/8

9

10

11

12

2003/1

2

7

8

9

10

3

4

5

6

4 5

12

2004/1

2 3

PolicyDialogue

18

Form

ulat

ion

of

Loc

al T

rans

port

Pla

n of Local

Vision andRole of

Urban Transport and Specification

of Planning Issues

Analysis of Urban/TransportDevelopment Scenarios

16

Urban/TransportDevelopment

Scenarios

TransportDemandForecast

Socio-economic Framework

Assessment ofAlternativeScenarios

Conduct of SupplementarySurveys

Planning

Conduct andMonitoring

Evaluation of Priority Project(s)

Planning/Basic Design of Priority Project(s)

Discussion on the Inception Report

Preparation of the Progress Report (Draft)

Preparation of and Discussion on the Interim Report

Preparation of and Discussion on the Draft Final Report

1st Seminar

3rd Seminar

4th Seminar

Preparation / Submission of the Final Report

Comments on the Draft Final Report of the Vietnamese Side

Preliminary Analysis of Present Conditions in the Study Area

Conduct ofTransport/Social Surveys

Assessment of Present/Future Conditionsand Transport Problems

Overall Evaluation and Recommendations

Formulation of Alternative Plans - Overall Transport System - Subsector Plan

Evaluation of Alternative Plans - Initial Environmental Examination - Economic/Financial Analysis

Iden

tific

atio

n of

the

Rol

e an

d Is

sues

of U

rban

Tra

nspo

rt

Form

ulat

ion

of th

eSh

ort-t

erm

Act

ion

Plan

Preparation of the Inception Report

Form

ulat

ion

of th

e M

aste

r Pla

nC

ondu

ct o

f Fea

sibi

lity

Stud

yO

vera

ll Ev

alua

tion/

Rec

omm

enda

tions

TransportSurveys

SocialSurveys

Evaluation

Formulation of the Master Plan (Long-/Medium-term Plans and Short-term Action Plan (final))

Formulation of the Preliminary Short-term Action Plan

Tran

spor

tIn

frast

ruct

ure

Tran

spor

tSe

rvic

es

Nat

ural

/Soc

ial

Envi

ronm

ent

1

2

6

3

4

7

8

10

9

11

12

Preparation of and Discussion on the Progress Report13

2nd Seminar 14

21

23 24

25 26

27

29

28

3130

32

Sele

ctio

n of

Prio

rity P

rojec

t(s)

Selection of Priority Project(s) for F/S19

Policy Dialogue

5

17

Tran

spor

tD

eman

d

Urb

anD

evel

opm

ent

Development of UrbanTransport Database

Formulation of the Master Plan

Conduct of Feasibility Study

Data Processingand Analysis

Preparation

Conduct of Policy Test

Project

Development Targets, Evaluation Indicators and Strategies

20

Traf

ficM

anag

emen

t

Transport Policy and InstitutionsPresent Demand Analysis

and Preliminary Demand

Forecast

Inception Report

Progress Report

Interim Report

Draft Final Report

FinalReport

Tech

nolo

gy T

rans

fer (

Surv

ey, A

naly

sis

and

Dat

abas

e)Te

chno

logy

Tra

nsfe

r (Pl

an F

orm

ulat

ion,

etc

.)Te

chno

logy

Tra

nsfe

r(P

roje

ct E

valu

atio

n, e

tc.)

Preparation of TransportDatabase on Present

Conditions

Survey and Preliminary Planning

Master Plan

Supplementary

Surveys - Business Establishments - Motorcycle Travel Behavior - GIS Data - Data on Local Transport

15

Study Schedule and Framework: The study commenced in August 2002 and ended in May 2004. The scope of the study included the entire transport and traffic system of the study area with the exception of internal distribution of goods, solid waste, etc. The overall framework of the Study is shown in Figure 1.2.

Figure 1.2 Overall Study Framework

Source: Study Team


Volume 1: Summary

1-3

STUDY TEAM

JICA Advisory Committee

JICA MOT/HCMC-PC

Steering Committee

JICA Study Team Counterpart Team

Technical Working Group

2) Study Organization and Implementation

Study Implementing Organization: The study organization was composed of the JICA Advisory Committee and the JICA Study Team on Japan’s side and the Steering Committee (SC), Technical Working Group (TWG), and the Counterpart (CP) Team on Vietnam’s side (refer to Figure 1.3 and Appendix 1).

Coordination and involvement of the Vietnamese side were significant during the course of the study. There have been regular discussions with the SC, TWG and CP, while various related agencies have been directly involved in the study. As of the end of January, a total of four, nine and 55 SC, TWG and CP meetings, respectively, were conducted.

Figure 1.3 Study Organization

Source: Study Team

Seminars / Workshops: Workshops and seminars were organized frequently on specific planning issues in order to discuss them in detail with all related persons (refer to Appendix 1). Resulting discussions and suggestions were incorporated in the study.

Intensive Training in Demand Forecasting: An intensive training in demand forecasting was conducted for Counterpart Team members and TDSI staff on 14-16 January 2004 and 13-20 February 2004.

Website and Newsletter: In addition to the above activities, the Study Team developed a website (http://www.houtrans.org) and published three issues of the newsletter “HOUTRANS” in English and Vietnamese.


Volume 1: Summary

2-1

2 CURRENT TRANSPORT SITUATION, PROBLEMS AND ISSUES

2.1 Generation of Transportation

1) Study Area in the Southern Region

The study area serves as a socio-economic hub not only for the southern region but for the entire country as well. The significance of the study area’s role in the region requires an effective integration of its urban transport system with the regional transport system. It will increasingly become important to strengthen the transport network in the study area for the city to become more competitive in the international market.

Development Core of Vietnam and the Southern Focal Economic Zone (SFEZ): The SFEZ functions as the growth engine of the Vietnamese economy. The study area forms the core of the SFEZ, and leads the development and growth of the region including the less developed Mekong River delta region and the central highlands by strengthening these areas’ linkage with the region.

Integration of Inter-city and Urban Transport Systems: It is not only necessary to tackle the transport problems of the area itself but also to address transport development on the regional level to promote the growth of the whole region. More specifically, the integration of the urban transport network with the inter-city network as proposed in “The Study on the National Transport Development Strategy in the Socialist Republic of Vietnam” (VITRANSS) and the improved accessibility to the international transport hubs (ports, airport, industrial estates, inland container/clearance depots or ICDs, etc.) are necessary.

Figure 2.1 Location of Study Area in the Region

Source: Study Team


2-2

Table 2.1 Socio-economic Indicators by Area

Population Economy5) Industry Structure (%) Social Aspect6)

Area 1995 (000)

2001 (000)

Growth Rate

(%/year)

GDP5) (VND Bil.)

Per Capita GDP

(VND 000) Primary Secondary Tertiary HDI HPI

HCMC 4,640 5,285 2.2 52,342 9,904 1.9 46.0 52.1 0.798 10.6 Adjoining Areas1) 1,949 2,193 2.0 9,282 4,233 26.2 43.3 30.5 - - Study Area Total 6,589 7,478 2.1 61,624 8,241 5.6 45.6 48.8 - -

SEFZ2) 7,833 9,052 2.4 85,862 9,485 4.9 56.7 38.4 - - Northeastern South Region3) 10,695 12,362 2.4 95,112 7,694 8.7 53.1 38.2 0.751 14.8 Mekong River Delta Region 4) 15,532 16,519 1.0 55,365 3,352 40.7 22.2 39.1 0.669 25.5 Vietnam Total 71,996 78,686 1.5 273,582 3,477 23.1 35.9 39.1 0.696 20.1

SEFZ 84 83 - 72 - - - - - - NESR+MRDR 25 26 - 41 - - - - - -

Share of Study Area

Vietnam 9 10 - 23 - - - - - - Source: Worked out by the Study Team based on various data. 1) including 3 districts of Binh Duong, 3 districts of Dong Nai and 8 districts of Long An. 2) including the 4 provinces of HCMC, Binh Duong, Dong Nai and Ba Ria - Vung Tau (BR-VT) 3) including the 8 provinces of HCMC, Binh Duong, Dong Nai, Ninh Thuan, Binh Phuoc, Tay Ninh, Binh Thuan,

BR-VT 4) including the 12 provinces of Long An, Dong Thap, An Giang, Tien Giang, Vinh Long, Ben Tre, Kien Giang,

Can Tho, Tra Vinh, Soc Trang, Bac Lieu and Ca Mau 5) at constant 1994 prices 6) HDI (Human Development Index) is an indicator of quality of human life, combining average life, level of

education and income level. HPI (Human Poverty Index) is an indicator to show poverty, illiteracy, unemployment and average life.

Figure 2.2 Existing Transport Network in the Region

Source: Study Team


Volume 1: Summary

2-3

2) Socio-economic and Urban Development Characteristics

The population of the study area is 7.5 million at present (5.3 million for HCMC alone), and is estimated to reach 13.5 million by 2020 (10.0 million for HCMC). Per capita GDP will increase from US$ 1,400 to US$ 4,000-5,000 (current Bangkok level) during the same period, and rapid, large-scale and long-term changes are foreseen in the future. Vietnam is said to have been relatively successful in poverty alleviation. However, the income gap between the rich and the poor is reported to be expanding. If urbanization continues without effective city planning, the quality of the living environment and city services may deteriorate, and another gap may emerge in the quality of life of the citizens. Transportation can contribute to improve this situation in two (2) aspects. One is by providing well-planned roads and mass transit systems to improve urbanization and city structure, and the other is by supporting socio-economic activities of the citizens through the efficient provision of better transport services. These impacts are noticeable in both short and long terms.

Rapid Increase in and Aging of Population: The study area includes 9.5% of the national population. The annual population increase of 2.1% is higher than the national figure of 1.5% and is expecting to accelerate further because of migration. Aging of the city population is progressing.

Economic Growth and Income GDP: Per capita gross domestic product (GDP) of HCMC is about three (3) times the national average. Its growth is remarkable and leads the national economy, while the income gap between provinces and cities is feared to have become more serious.

Relatively Few Urban Poor: The percentage of the poor is relatively low at 3-5% in HCMC.1 The 2002 HOUTRANS person-trip survey revealed that the ownership rate for motorcycles was 91%. Although the poverty ratio is decreasing every year, actions to further reduce poverty will be further needed considering the expected large population inflow in the future.

Table 2.2 Population Growth in the Study Area

Population (000) Population Growth (%/year) Adjoining Area Adjoining Area Year

HCMC Binh Duong Dong Nai Long An

Study Area Total

HCMC Binh Duong

Dong Nai Long An

Study Area Total

1989 3,924 - - - - - - - - - 1995 4,640 316 697 936 6,589 2.8 - - - - 1996 4,749 325 715 946 6,735 2.3 2.8 2.6 1.1 2.2 1997 4,853 335 731 957 6,876 2.2 3.1 2.2 1.2 2.1 1998 4,958 346 748 969 7,021 2.2 3.3 2.3 1.3 2.1 1999 5,064 357 765 983 7,169 2.1 3.2 2.3 1.4 2.1 2000 5,175 363 788 996 7,322 2.2 1.7 3.0 1.3 2.1 2001 5,285 381 803 1,009 7,478 2.1 5.0 1.9 1.3 2.1

Source: Statistical Yearbooks of HCMC, Binh Duong, Dong Nai, and Long An

1 Save the Children (UK), “A Participatory Poverty Assessment – HCMC”, 1999.


2-4

Formation of Metropolitan Area: The study area is yet to form a coherent metropolitan area given the weak linkage between HCMC and its surrounding municipalities. The proportion of primary industries in the economy is low at 1.9% in HCMC, but is still high at 26.2% in the adjacent provinces. However, a contiguous metropolitan area will soon emerge because of the rapid growth of HCMC including its progressing urbanization and the relocation of manufacturing industries and ports to adjacent provinces. Transport infrastructure will determine the spinal structure of the metropolitan area.

Changing Urban Structure: Distribution of population and industries is changing due to the increase in population and the change in socio-economic conditions.

(a) Seven (7) Districts in Central HCMC: Population density exceeds 400 persons per hectare in districts 1, 3, 4, and 5, and population has started to decrease at around 1% per annum. And in the suburban areas, such as Cu Chi, Hoc Mon, Nha Be, and Can Gio, population growth has been low.

(b) North and Northwest of HCMC: Rapid population growth at about 4-5% per annum is seen in the districts of Tan Binh, Go Vap, Binh Chanh, and 12. This is due to good accessibility to the central business district (CBD), low land prices, and favorable land conditions.

(c) South and East of HCMC: In districts 2, 7, and 9 along National Highway No.1, residential development for the middle-income class is being undertaken by developers including SOEs. However, the pace of development is rather slow.

(d) Northeast of HCMC: In Thu Duc and District 9, population is stably increasing due to the ongoing development of industrial estates, a university, specialized schools, and housing estates. In Thuan An and Di An of Binh Duong province, industrial estates are also being developed.

(e) Adjacent Provinces: Population is rapidly increasing in the surrounding areas of HCMC, particularly in the north and northeast directions. The southern three (3) districts of Binh Duong province show an increase rate of 5% per annum, and the two (2) districts of Bien Hoa and Dong Nai province, 2.4% per annum. Meanwhile, population increase is modest in Long An province.

(f) Insufficient Mechanism of Urban Growth Control: The current urbanization and subsequent change in urban structure are pushed by the market. The present master plan of HCMC2 will not be effective in the absence of institutional arrangements to realize the plan. The rapidly expanding demand-supply gap of land and the complex implications of land rights contribute to the problems. In order to ensure the effectiveness of transport policies in a mid-term and long-term perspective, the establishment of realistic institutional/legal arrangements for city planning and urban development is an urgent issue.

2 The current master plan was formulated four (4) years ago. It is already inconsistent with the current

urbanization; in the northwest of HCMC the population already exceeds the 2005 planned population, while in the east and south of HCMC the population is less than half of the plan.


Volume 1: Summary

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Figure 2.3 Population Growth and Density of the Study Area by District

Source: Statistical Yearbooks of HCMC, Binh Duong, Dong Nai, and Long An

Photo 2.1 Aerial Views of Urban Areas

Urban Center Bien Hoa Saigon South Rural Area Source: Taken by the Study Team


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3) Motorization and Transport Demand

Transport Demand: The total transport demand in the study area was estimated to be about 19.1 million trips a day (excluding 3.9 million walk trips); 13.4 million trips was accounted for HCMC only (also excluding 2.5 million walk trips). The study area is characterized by a high trip rate and extremely high ownership rate of motorcycles. In HCMC, 78% trips were by motorcycle while car usage was still low at 1.2 %. The share of private transport including that of bicycle (14%) thus reached 93% which was unique in Asia and in developing economies in general. In the adjacent provinces, the situation was similar but with less motorcycle trips (67%) and more bicycle trips (26%). The share of public transport seemed about the same in HCMC and its adjacent areas (some 93%). Experiences in other Asian cities indicate that motorcycle users will shift to private cars as

incomes increase and when alternative public transport is not provided.

Extremely High Ownership and Use of Motorcycles: The number of motorcycles registered in HCMC doubled to more than 2 million during the period 1996-2002. The HOUTRANS person-trip survey showed that more than 90% of HCMC households owned motorcycles and that 53% owned two (2) or more motorcycles. These figures were also high in adjacent provinces at 88% and 41%, respectively. Seventy-five percent (75%) of the total transport demand was thus shared by motorcycle (78% in HCMC and 67% in provinces).

Steadily Increasing Cars: The number of cars was small at 66 thousand in 2002. However, the increase rate was nearly 10% in the last few years. As income levels go up, the demand for car will show an accelerated growth. Automobile manufacturing industry is one of the major targets of Vietnam, and foreign investments have been active in this industry.

Walk Trips and Bicycle Use: The bicycle was rapidly replaced by the motorcycle in HCMC as a favored mode, with its share of trip-making drastically dropping from 32% in 1996 to 14% in 2002. Although bicycle use was still relatively high in the provinces at 26%, its share would further decrease unless proper countermeasures are taken to improve safety conditions. Walking showed a similar tendency to bicycle; however, it should remain as one of the important means of transport at the local level.

Table 2.3 Total Travel Demand in the Study Area1)

HCMC Adjoining Areas

Study Area

1996 2002 Growth

Rate (%/yr) 2002 2002

Population (000) 4,8391) 5,410 1.9 2,244 7,653

No. of Trips/day (000) 8,229 13,383 8.4 5,678 19,060

Trip Rate (No. of trips/day/person) 1.70 2.47 6.5 2.53 2.49

Source: 1996 HCM Transport Survey (MVA) and 2002 HOUTRANS HIS 1) Excluding walk trips.


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High Trip Rate: The trip rate of the study area was very high at 2.5 (excluding walk trips), which was higher than that of major Asian cities3 and was comparable to advanced countries. This may be attributed to the high ownership rate of motorcycles. Among high-income households, the trip rate reached 3.0-3.5, and this trend is expected to continue.

High Peak Ratio: The peak traffic was seen at 6-7 AM (13%) and 7-8 AM (10%). At these hours of the morning, about ¼ of the daily traffic was concentrated. The evening peak ranged from 3 PM to 7 PM, showing a wide and moderate peak. The 6-7 PM peak was due to the heavy concentration of “to school” trips (48%) and “to work” trips (34%). In the evening peak, “private” trips shared a large percentage, next to “to home” trips.

Relatively Short Travel Time: Average travel time in the study area was 18 minutes; 63% within 15 minutes and 9% over 30 minutes. This relatively short travel time was realized due to a compact urbanized area, the door-to-door motorcycle service, and the yet-to-be-serious road traffic congestion.4

Concentration of Traffic in CBD: A compact urbanized area brings about a concentration of traffic in the CBD. The central eight (8) districts5 generated/attracted 28% of the total traffic in the study area and 40% of HCMC. The population density in this area was 430 persons per hectare at night and 510 persons per hectare in the daytime, showing high activity density and narrow space despite the convenience in accessibility.

Photo 2.2 Typical Scenes of Traffic Situation in HCMC

Source: Taken by the Study Team

3 It is 1.8 in Manila and 1.1 in Jakarta. 4 In Manila, for instance, the average travel time is 47 minutes excluding walk trips. 5 A 43km2 area comprising districts 1, 3, 4, 5, 6, 10, 11, and Phu Nhuan.


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2.2 Main Transport Components

The transport system in the study area should be described not only in terms of infrastructural resources, such as ports, airports, railways, and roads, but also in functional terms, i.e. how such resources are used. Also, in light of the role of HCMC in the region, the linkage of the urban transport system with the regional transport system must be considered. The study area absolutely lacks transport infrastructure, and also has various problems such as network deficiency, insufficient intermodal linkage, lack of maintenance, and poor structural standard. An approach based only on development of transport infrastructure requires huge investment and a long period, in addition to land acquisition which has become more and more difficult. To tackle transport problems efficiently, a comprehensive systems approach is necessary where a number of measures are conducted at the same time, i.e. efficient use of existing infrastructure, demand management, effective network construction, intermodal integration, improved arrangement for development implementation, securing stable fund source, etc. In the study area, road transport plays a dominant role at present while the role of water transport and railway is insignificant.

1) Road Development

Overall Situation: The study area has a road network with a total length of 1,250km. However, its quantity and quality are both insufficient. Road area occupancy is low, about 3% in the suburban areas in contrast to 10-20% in the central area (Figure 2.4). 6 The length of roads that have six lanes or more is only 73km (Figure 2.5). The roads in the central area and its vicinity, and major arterial roads including the national roads are paved and relatively well maintained. However, the roads in rural areas and local roads are in poor condition. Although road development is essential in constructing a good urban area, land acquisition has become difficult 7 and fund sources are limited. 8 Improvement of policy and strategy formulation is needed.

Fundamental Problems of Road Network: In addition to the lack of quantity and uneven distribution, the road system of the study area lacks hierarchy and its network is fragile. The problems can be pointed out also from the viewpoint of pedestrians. Continuity is not seen in the network of major roads (28m or wider), and traffic is not efficiently distributed on this network. In addition, most roads do not have sidewalks, and the width of lanes and shoulders is narrow. This is one of the reasons why the number of lanes can hardly be secured without additional land acquisition.

Urban Roads: Although major streets are well developed, most of the urban roads are narrow with different cross-sections and standards. There is a discrepancy between the determined role and the actual function of a road. The lack of road hierarchy affects the determination of the role and function of each road.

Roads in Population-increasing Areas: Road development does not keep pace with rapid urbanization, e.g. in the area between National Highway (NH) No.1 and the city

6 Average road density is 3.95km/km2. However, it is low at 0.48km/km2 in five newly developed areas and at

0.29km/km2 in the peripheral area. The gap between the central and the suburban areas is large. 7 In the ongoing East- West Highway Project, land acquisition cost is reported to be 40% of the total cost. 8 In 2000, the total transport expenditure was VND 900 billion, of which VND 360 billion was for maintenance.

The expenditure for new development was about VND 540 billon.


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center. The road network is deficient, pavement is seldom sufficient and surface condition is poor.

Regional Network: As a whole, the circumferential road is insufficient only in its connection with NH1. Bridges to the east and south of HCMC and airport/port access are also lacking.

Main Issues: In conclusion, the most critical issues in relation to road development are: (1) reconstruction of roads’ functional classification and hierarchy; (2) strengthening of legal/institutional arrangement for road development; and (3) securing of fund sources.

Figure 2.4 Comparison of Road Area Occupancy

15.4

23.2 25.0

16.620.0

11.9

2.90.6

0.0

10.0

20.0

30.0

Tokyo New York WashingtonDC

London Paris HCMC (inner core)

HCMC(InnerFringe)

HCMC (All)

%

Note: Culled from various sources.

Figure 2.5 Number of Lanes in Urban Areas1)

Source: TUPWS 1) Excluding national roads.


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2) Traffic Management In addition to insufficient infrastructure development, which has brought about a number of problems relating to road itself, there are a variety of system shortcomings in terms of both hardware and software. The quality and quantity of enforcement, i.e. the human resources, are insufficient. Intersections, traffic signals, traffic signs/markings, pedestrian crossings, etc. need improvement. Traffic and parking control is practiced to some extent, but is insufficient to rectify traffic and to ensure traffic safety. The information and education campaign activities among the citizenry on traffic information and safety education are limited. Considering the rapid motorization and the change in vehicle composition (increase in cars), the improvement of traffic management and its operating capacity is an urgent issue. The following further describes some of the problems:

Lack of Traffic Signals: Traffic signals are currently in operation at 341 intersections (out of about 1,300). Most of them are old and of different types, having been provided by more than seven different manufacturers. Two types of area traffic control (ATC) also exist. 9 Periodic adjustment of control parameters is not conducted, and the control performance of signalized intersections is not satisfactory.

Traffic and Traffic Flow Control: In the central area, including districts 1 and 3, one-way restriction is widely practiced, taking advantage of the grid pattern of roads. This structure is rather old and whether it is the most efficient for future requirements (e.g. need for public transport priority) is not clear. In the congested areas in the vicinity, one-way control has been implemented or otherwise proposed. The dangerous left turn of motorcycles has been recognized, but no left turn control has been introduced in some intersections. Many traffic control actions are individual and spot-wise with no systematic approach.

The current traffic rule allocates the outer lanes to motorcycles/bicycles and the inner lanes to four-wheeled vehicles. This rule functions well on road stretches. However, at intersections, the crossing movement of right-turning cars and left-turning motorcycles has become a serious problem. As car traffic increases in the future, this problem will worsen.

For three-wheeled vehicles and trucks, running or entry in the study area is controlled. For motorcyles/ bicycles, however, no control is implemented although its necessity is being realized.

Photo 2.3 Unorganized Traffic Flow at Intersections

Source: taken by the Study Team

9 French ATC signals were installed at 48 intersections by French aid, and different ATC signals are being

installed at 121 intersections under the World Bank-funded “Viet Nam Urban Transport Improvement Project”.


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Traffic Accidents: The importance of securing traffic safety has been recognized more and more seriously by the citizens and the government due to the fact that the number of traffic accidents is soaring as traffic increases. Although various efforts have been made such as strengthening of enforcement by the police and education campaign for traffic safety, the driving manner remains poor. Helmet use by motorcycle users is required only on national roads, and it is quite common for 3-4 passengers to ride a motorcycle without wearing helmets. Measures to enhance traffic safety are required. However, unless the citizens follow traffic and traffic safety rules, the effect will be very limited whatever measure is taken.

Importance of Integrated Approach: Various measures are needed for the entire study area, by corridor10 and by spot. For each level, an integrated approach should be taken from the viewpoint of rectifying traffic, alleviating congestion, addressing motorcycle-related issues, prioritizing buses, improving driving behavior, etc.

• Facility (intersection, traffic signal, traffic sign/marking, chatter bar, etc)

• Management (traffic control, signal phasing, parking control, traffic flow management, bus operation support, etc.)

• Miscellaneous (enforcement, driving manner, traffic safety perception, etc.)

Photo 2.4 Motorcycle Traffic and Accidents

Mixed Traffic Separation of 2- and 4-wheeled Vehicles

Parking on Sidewalk Traffic Accidents Source: Taken by the Study Team

10 Policy test was conducted along Tran Hung Dao Street in this study.


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3) Road-based Public Transport

Expansion and strengthening of public transport services in the study area is one of the determinants of the future urban transport system. How to establish a bus system is the core issue to address this subject as well as to develop a suitable set of policies. The public transport system in the study area is dominated by road-based services including ordinary buses (40-60 seats), lambro (11-12 seats), taxis, cyclo (man-driven three-wheeled vehicle), and motorcycle taxis or xe om. The share of bus and lambro in the total transport demand is only 2% at present. The existing railway that is operated for inter-city travel northward from Saigon Station is not used for urban travel. Water transport is used locally only along rivers.

Bus: As a priority measure of the city government, new bus units were purchased and some policy initiatives are being introduced such as rerouting and bus priority measures on road. However, there are still problems to be solved, as follows:

(a) Operation and Management of Bus Services: The institutional mechanism related to the operation and management of bus services is largely controlled by the city. This is logical since the policy of a major shift to public transport must necessarily be driven by the public sector. However, it also hinders the independent operation of bus services by prohibiting bus operators to respond timely and efficiently to market needs.

(b) Bus Network and Bus Units: Up to the beginning of January 2002, the bus transport network in HCMC had 76 routes with a total length of 1,409km. Of these routes, 28 were served by mini buses, medium buses and large buses. A larger number of the routes, 48 of the 76, were served by lambros (small three- and four-wheeled vehicles).

(c) Bus Operators: There are only two fleet operators with experience of systematic bus operations; the SOE Saigon Bus and the joint venture Saigon Star. All other operators are by nature one-vehicle operators although they are organized in cooperatives. This is the major structural problem of the bus system in HCMC and the main obstacle for the development of a full-scale bus mass transit system.

(d) Current Situation of Bus Operations and Services: The "Model Bus" scheme was experimented in HCMC as one of the measures to promote public transport. The basic concept of the Model Bus is to lower the fare level of existing bus routes at a flat fare of VND1,000 (about US$ 0.07) in order to encourage patronage. Then, the bus fare was increased to VND 2,000 in December 2003 when the city started to introduce new buses.

Subsidy is given by the city to the operators based on the difference between the latter’s operating cost and revenue. At present, 48 routes are operated by the Model Bus while the remaining 25 routes adopt the conventional distance-proportional fare system.

(e) Introduction of New Bus Units: In Vietnam, vehicles more than 20 years old have been banned since 2003. In response to this regulation, HCMC submitted a plan to the central government in 2002 to replace 1,300 bus units. However, due to procedural delays, the plan materialized only in January 2003 wherein the purchase of 300 new bus units was actualized. HCMC intends to promote bus patronage to take advantage of these new units, although a specific action plan is yet to be clarified.


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Public Transport Service Other than Bus: This includes taxi, cyclo and xe om. In 2002, the number of taxis accounted for about 3,600 of which 40% was accounted for by private companies, 28% by state-owned enterprises (SOEs), 20% by cooperatives, and 12% by joint ventures. Cyclos have been banned in the CBD and on major roads. However, an estimated 30,000 of them are still operating in HCMC, although their number is decreasing. Xe oms are out of the city’s control, and the actual situation is not well defined. However, its service coverage is wide, functioning as a supplementary mode of public transport for buses. Policy direction for motorcycle taxis is yet to be clarified.

Photo 2.5 Public Transport Modes in HCMC

New Bus Lambro

Ben Thanh Bus Terminal Xe Om Source: Taken by the Study Team

4) Water Transport

HCMC has a water transport network composed of large and small rivers. Its role is noticeable in linking HCM with the Mekong Delta. It also plays an important role in cargo transport between the ports and their respective hinterlands and in tourism for specific routes. The share is limited in the entire urban transport system. However, its function is important as a secondary means of local transport, and its role is being reviewed as roads get more congested.

5) Cargo Transport

There are a number of ports in the study area which play a pivotal role in the SFEZ by dealing with international cargo flows. However, the major ports, located in the central area, are affecting urban traffic. Eleven (11) ports located along the Saigon River generate about 15,000 trucks a day (including 6,600 container trucks) which is equivalent to more than 40,000 PCUs. Although the share is small at only 2% of the total urban traffic demand (about 2 million PCUs), its concentration in certain routes has been problematic. As most of the destination of port traffic is located in the hinterland, such as Mekong Delta and Dong Nai province, relocation of these ports is being pushed by city authorities.


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6) Inter-city Transport

The inter-city transport system around HCMC is essential for both HCMC and the SFEZ. The direction is shown in the VITRANSS11, and the integration of inter-city and urban transport systems should be further pursued.

(a) Airport: The number of passengers at Tan Son Nhat International Airport, which was 5.5 million in 2002 (60% international), is increasing rapidly. A new terminal building is under construction using financing from the Japan Bank for International Cooperation. However, the accessibility of this airport is worsening year after year. Construction of a new international airport is proposed in Long Thanh (35km east of HCMC in Dong Nai province) as a long-term plan. Implementation of this project will strongly influence urban and regional development in a similar manner as the ports’ relocation.

(b) Vietnam Railway: A 29km railway exists between Saigon and Bien Hoa. This is the southern end of the national north-south line of 1,727km connecting HCMC with Hanoi. It has a single track, is at grade and non-electrified. Six long-distance trains are operated daily in this section. However, there is no stop en route and no commuter service exists. The right of way (ROW) is 11m or more. However, there are residential houses along its track in the central area. The MOT has a plan of double tracking and elevating this section. Thus, the possibility to introduce suburban services should be taken into account in order to have an integrated urban transport system.

(c) Port: A deep-water port development project is ongoing in Thi Vai/ Cai Mep through a JICA assisted feasibility study in consistency with the national policies. In parallel to this project, the port group located in central HCMC is going to be relocated to Hiep Phuoc/Cat Lai. This restructuring of the port system has significant impacts on the location of industries and cargo/business traffic flows. Urban and regional development should take these impacts into account in the mid term and the long term, e.g. transport network construction in accordance with the port system restructuring and the use of land space after relocation.

(d) Road: SFEZ borders with Cambodia, and its role is unique in the entire ASEAN transport network. There are two flagship projects: the ASEAN Railway12 and the ASEAN Highway. In relation to the latter, a project is ongoing using ADB’s finance to improve NH13 and cross-border procedures.

(e) Inter-city Bus Services: Five inter-city bus terminals exist in HCMC at present.13 Inter-city buses operate to /from various provinces. Ben Thanh and Cho Lon terminals are located in the central area of HCM. Facilities are insufficient in every terminal from the viewpoint of both operators and passengers. Improvement and restructuring of these terminals are needed in conjunction with urban public transport facilities.

11 A JICA-assisted study that works as the master plan for national transport system. 12 Planned railway between Singapore and Kunming. One of the major candidate routes is Singapore – Malaysia

– Thailand – Cambodia – Vietnam – China. 13 TUPWS operates Ben Thanh and Cho Lon terminals. Others are operated by SOEs.


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2.3 Performance of Urban Transport Systems

1) Approach

In preparing the urban transport plan, it is an important point of view to use a set of clear indicators to express the performance of the present situation and plans/policies. This is to enhance the transparency of the plans/policies for attaining efficient allocation of limited resources and for promoting consensus. In the study, performance indicators for the transport system and services were presented, in addition to the objective indicators based on data and the subjective indicators obtained mainly from transport users.

2) Mobility and Accessibility14

As of 2002, 94% of households in HCMC owned motorcycles (60% with two motorcycles or more) and 50% owned bicycles. On average households with a monthly income of US$ 500 or more owned three motorcycles. The situation was the same in the adjacent provinces (90% owned motorcycles and 40% owned two motorcycles or more). Thus, on an individual basis, more than 60% people owned his/her transport means (motorcycle/bicycle). And even non-owners could use the vehicles of other household members or could be picked up and sent off by others (Table 2.4). As a result, mobility for the population was considered high.

The average trip length and travel time in HCMC was 6.8km and 22 minutes, respectively, indicating an average travel speed of 18.5 km/h. 15 Compact city, high mobility of motorcycles, and still ample capacity of roads enabled this high accessibility. 16 With regard to travel time, the satisfactory range differed by mode: up to 15 minutes for walking, 20 minutes for riding bicycles, 30 minutes for using cars and motorcycles, and 50 minutes for buses.

Table 2.4 Access to Alternative Transport Modes, 2002

Category HCMC (%) Adjoining Areas (%)

Study Area (%)

1. Persons owning vehicles 62.5 61.0 62.1 2. Persons not owning vehicles 37.5 39.0 37.9

Family vehicle (22.3) (22.9) (22.5) Sent off/Picked up by others (41.9) (33.7) (39.5) Public Transport (3.9) (1.7) (3.2)

Alternative Modes

Others (31.9) (41.7) (34.7) Source: HOUTRANS HIS

14 Mobility is an indicator showing the extent of availability of transport means to access the needed services.

Accessibility is an indicator showing the condition (time, cost, safety, comfort, etc.) to reach the needed services. 15 Excluding intrazonal trips. 16 In Manila, average trip length is 11 km, average travel time 47 minutes, and average travel speed 14km/h

(MMUTIS).


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40%

50%

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Roads a

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Traffic en

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Travel c

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Traffic co

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Air poll

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Walking c

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2

3

4

5

Ass

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aver

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Most ImportantAssessment Point

Very Good

Good

So-so

Bad

Very Bad

3) Citizen’s Perception

The citizen’s perception on transport policy is different for various issues (Figure 2.6). The most important issues were: “traffic safety”, “roads and facilities” and “traffic enforcement” with over 40% ratings. Relatively important issues were: “travel conditions”, “traffic control measures”, “public transport service”, and “air pollution from vehicles”; and less important issues were: “walking condition”, “parking at destination”, and ”parking at home”. People’s satisfaction with the different issues, however, did not correspond with the relative importance of the issues. For example, “traffic safety” was considered to be the most important issue but was rated as “bad”. On the other hand, “parking at home” was not a very important issue but one of the few ones which were considered to be fairly well fulfilled (above “so-so”). Public transport services were not much of a concern of the people which is logical because of the very limited bus share in transport demand and supply.

Figure 2.6 People’s Concerns on and Assessment of Urban Transport Services

Source: HOUTRANS HIS

4) Traffic Safety

According to the MOT’s “National Traffic Safety Program (NTSP) for the Period 2001-2005”, about 145,760 traffic accidents were reported all around the country from 1990 to 1999. These accidents killed 48,436 and wounded 155,649 (excluding victims of maritime and air traffic accidents). It was also reported that total economic loss caused by traffic accidents is estimated at about US$ 200 million per year. In 2000, around 23,300 traffic accidents occurred, killing 7,924 and injuring 25,693.

The number of traffic accidents is increasing. Fatalities from road traffic accidents have exceeded 13,000 in Vietnam. In 2001, HCMC accounted for 1,220 fatalities and 1,900 serious injuries with 2,500 accidents. Ninety-two percent (92%) of the causes were misconduct by motor vehicle drivers such as speeding, drunk driving, and reckless driving. Motorcycle accounted for 78% of the causes and 66% of victims of traffic accidents. Pedestrians shared 15% in the causes, but 17% in the victims. Bicycle’s share in the causes was only 1.6%, but 11% in the victims. The major problems in relation to traffic safety included: (1) reckless behavior of drivers and pedestrians, (2) weak enforcement,


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(3) insufficient walking environment, (4) deficient reporting system and database of traffic accidents, and (5) lack of traffic safety education.

5) Environment

The major problem of air pollution arises in HCMC from exhaust gas of road traffic and various factories scattered in residential areas. More specifically, particulate matter (PM) and carbon monoxide (CO) from vehicles, PM from cement factories, sulfur dioxide (SO2) from thermal power plants, and PM from other factories are the pollutants.

Since 1996 the Department of Science and Technology (DOSTE) has conducted environmental monitoring. Air pollution has been identified as one of the most serious problems that hurt the people’s health, although air pollution still remains below the threshold as a whole in HCMC excluding the area along major roads. The situation will worsen rapidly in the future as traffic congestion becomes chronic.

At present, the “Air Quality Improvement Project Phase 1” is ongoing led by the United Nations Development Program (UNDP), and its Phase 2 will be carried out by the Asian Development Bank (ADB). The reduction of air pollution largely depends on the implementation of the projects proposed in this Master Plan.

6) Traffic Congestion

In mega cities in developing countries, reduction in traffic congestion often becomes one of the most challenging policy issues, as economic loss due to congestion reportedly reaches 2-3 % of GDP. Moreover, traffic congestion affects the poor more seriously, posing a social problem in addition to the economic loss. Congestion is considered to have negative impacts on people’s health due to the deterioration of air quality. In HCMC, traffic congestion is still limited geographically and in terms of duration. The average travel time is short with a relatively high travel speed. More road users were satisfied or feeling “so-so” about this situation (Table 2.5 and Table 2.6).

Figure 2.7 shows traffic volumes and congestion in different parts of the central road network. Although motorcycles accounted for a major part of traffic, its impact on congestion was not much different from that of other transport modes because of different PCU values – motorcycle shared only 60% of the traffic, while four-wheeled vehicles and bicycle shared 20% each.

Table 2.5 Average Travel Time and Evaluation by Mode

Mode Modal Share (%)

Ave. Travel Time (min)

Evaluation Score1)

Walking 17.1 10.0 3.43 Bicycle 14.4 13.6 3.26 M/C (Driving) 51.8 18.1 3.26 M/C (Passenger) 10.0 16.5 3.32 Xe Om 0.7 19.2 3.17 Car 1.2 36.9 3.30 Bus 1.4 32.8 3.24 Others2) 3.4 33.1 3.24 Total 100.0 16.9 3.30

Source: HOUTRANS HIS 1) The scores were calculated by averaging the points, as follows; 1-Very Bad; 2-Bad, 3-So-so; 4-Good;

and 5-Very Good 2) Others include semi-public modes except xe om.


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Table 2.6 Average Travel Time and Users’ Assessment

Trips/day Assessment (%)

Type of Trip 000 %

Ave. Trip Length (km)

Ave. Travel Time (min)

Ave. Travel Speed (kph)

Good & V. Good So-so Bad &

V. Bad

A. Interdistrict Trips To work trips 1,602 7.0 8.8 27.8 19.0 25.4 67.8 6.9 To School trips 532 2.3 7.3 23.9 18.5 27.3 67.1 5.6 Other trips 5,157 22.5 8.5 26.5 19.3 26.4 67.0 6.6

B. Intradistrict Trips To work trips 2,267 9.9 3.2 12.9 14.8 33.0 63.2 3.8 To School trips 1,470 6.4 2.5 12.1 12.6 34.7 62.1 3.1 Other trips 11,878 51.9 2.7 11.9 13.7 36.0 61.0 3.0

Source: HOUTRANS HIS

Photo 2.6 Traffic during Morning Peak Hours


Figure 2.7 Estimated Traffic Volume and Volume Capacity Ratio in the Study Area1)

Source: Study Team 1) Estimated based on traffic assignment of present demand.


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3 TRANSPORT POLICY FOR METROPOLITAN HCM

1) Historical Context

In many ways, the HCMC of today is a child of history. Like many great cities of the world, it started as a settlement on the banks of a river (circa 1650s) because the main transport mode of that century was water-based. In the 18th century it grew into an important trading post (with Cho Lon as the center). The French colonization left its imprints on the city – in its civic buildings, and in its grand boulevards and rotundas a la Paris.

Motorization occurred slowly in the last 50 years, partly due to the dislocations caused by the Indochina wars, and in their wake, a short period of economic isolation. City residents resorted to bicycles, and made the best out of old bus assets. The re-integration of Vietnam into the world economy and the Doi Moi reforms in the early 1990s led to major changes in the transport sector. The city’s bus company was broken up then turned over to private operators. However, the sudden removal of support, without concomitant changes in regulatory policy, led to the stagnation of the public transport system. Because of that and the liberalized environment, commuters shifted to the use of motorcycles.

Figure 3.1 Development of Ho Chi Minh City

1905

1679 1867

Source: Tu Lieu & Hinh Anh, Saigon Gia Dinh Xua, 1996


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2) Prospects for the Metropolis

Growth in terms of population, size of the built-up areas, complexity of economic activities, and household income levels has been most rapid in HCMC. The population in the study area will more than double to 13.5 million (of which 10 million will be in HCMC). A large part of this growth will be accounted for by in-migration. Per capita GDP is expected to reach US$ 5,000, or about 3 times that of current levels. Some of the resulting dramatic changes that will ensue are: (a) expanded urban boundaries; (b) longer trip lengths,1; (c) displacement of low-income households from the central areas.

Like the experience of other cities in developed and developing countries, such a scale of urban growth will entail painful adjustments on the organs of the State as well as on the residents of the city. Undisciplined and unbridled use of motorcycles and private cars could become costly in terms of congestion, safety, and environment.

3) Government Objectives

HCMC and its adjoining areas would remain as Vietnam’s main link to the global economy. The country’s global competitiveness will therefore rely on the efficiency of the transport system in the greater metropolitan Saigon. The overall goal of urban transport is:

“Ensure mobility and accessibility on needed urban services for its people and society, through safety, amenity and equity - towards the development of a public-transport-based city with a 50% share in the total urban transport demand.”

Seven specific objectives in the master plan were identified to meet the preceding goal:

• Promotion of social understanding about urban transport problems and issues • Effective management of urban growth and development • Promotion and development of attractive public transport • Effective management of traffic and travel demand • Comprehensive development of transport space and environment • Enhancement of traffic safety • Strengthening of urban transport administrative and management capacities so as to

better utilize available resources in a most effective way.

4) Sector Constraints

The biggest constraint is funding hence, the need to turn to the private sector. Even if it has unlimited resources, the city cannot continuously expand the provision of roads without destroying the fabric of the city. Besides, as shown by other cities, adding more roads only leads to a vicious cycle of more cars and more congestion.

Another growing concern is the increasing difficulty in land acquisition and resettlement in developing infrastructures. While the study area absolutely needs basic roads, the cost of right-of-way (ROW) acquisition poses a big hindrance as it often reaches 20 to 40% of construction costs. An alternative approach must be found, one that will give project-affected persons (PAPs) a proper and fair treatment at the same time efficiently and effectively develop the planned infrastructures.

Getting more commuters on public transport is a must. It is starting from a low base of 1 Excluding intra-zonal trips.


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public transport users. Unlike many developing cities which struggled against the eroding high share of public transport, HCMC must do battle in the opposite direction – enticing commuters to take the bus (and not their motorcycles). Old habits are difficult to break, and residents of HCMC have gotten used to individualized modes of transport. Without government involvement, change is unlikely.

A third constraint is weak institutional capability to cope with urban and transport challenges under a shifting policy environment. One way to overcome the lack of funds is to improve government’s ability to harmonize land use with transport development. This, however, entails expertise and processes that are also scarce in the public sector.

5) Ongoing Initiatives

HCMC is a city in a hurry. It has begun to entertain proposals for a metro rail system, even before it could fully modernize its aging bus fleet and its management systems. It is also pushing for the early relocation of major ports along the Saigon River, and the international airport. These major projects have strategic and long-term implications – not only to the master plan, but also to the city’s future. If done too early, the competitiveness of its industries could suffer and other projects with higher returns elbowed out of their rightful priorities. The more prudent course is to make haste slowly.

6) New Policy Directions

HCMC has to embark on a new direction, if it is to succeed in addressing the complex urban challenges of the future. There are three main policy themes: greater reliance on the private sector, a transport-mediated urban growth, and metropolitan form of collaboration.

The first theme is but an outgrowth of the national policy towards a market-based economy. Private sector participation can become more pervasive in the supply of transport services, perhaps not as much in the provision of transport infrastructure. Both require reforms in the public sector -- in the method of procuring infrastructure projects, in price regulation, and in the operation of SOEs. A level playing field has to be created - between private and public entities, between foreign and local companies.

On the second theme, urban planning has to move away from the rigid concept of static master plans and adopt a flexible framework wherein private and public stakeholders can make their own optimal choices and decisions. Instead of focusing on spatial arrangement of different land uses, urban controls could seek to evolve a desired transport network by preserving roads’ ROWs (specifically, alignment and width) - especially in urbanizing areas outside the city center.

Inter-city collaboration will become necessary as the urban areas spread outside the political boundary of HCMC and spill over to its adjoining areas. A metropolitan-type of institution needs to be forged by HCMC, Binh Duong, Dong Nai, and Long An authorities.


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4 LAND USE AND TRANSPORT DEVELOPMENT SCENARIO

1) Methodology

Urban development and land-use patterns are affected by three main factors, namely: (1) availability of transport infrastructure and services, (2) enforcement of land use control and other regulatory arrangements to regulate urban development, and (3) availability of lands with good natural conditions suitable for development.

Development takes place in areas where accessibility to needed services is ensured and physical and environmental conditions fit development agendas. At the same time, market forces are regulated by city planning and development controls to achieve a most effective use of the entire urban land and space. Interaction between the two determines actual development patterns wherein the transport network plays a critical role in determining urban structure and promoting land use in urban areas. Thus, the core planning issue is how to provide a transport network taking into account development conditions, potentials, planned land use, and envisioned urban environment. The transport sector is one of the most critical and influential factors in managing urban growth and space.

To provide a realistic planning base in formulating the Transport Master Plan, an analysis was made to assess alternative scenarios on the future urban growth of the study area. Major factors considered in this exercise included current urban development trends, land conditions, existing Urban Master Plan, institutional capacity to control urban development, and impact of the transport sector on urban development and vice versa (see Figure 4.1).

Figure 4.1 Analytical Framework for Urban Growth Management

Current Urban Development Trends

and Patterns

Consolidation And

Planning Directions

Preparation of Alternative Growth

Scenarios with Socio-economic

Indicators

Recommended Integrated Growth

Scenario Source: Study Team

Analysis of Impact on Transport

Urban Growth Management Policy

Analysis of Land Conditions

Indicators for Assessment of

Development Suitability

Review of Future Land Use and Development Plans

Assessment of Institutional Capacity for Urban

Development Control/Management


4-2

2) Current Urban Development Trend

The study area was broadly classified into six types comprising:

(a) Inner Core: A relatively small area with very high population density both in day and night time, including districts 1, 3, 4, 5, 6, 10, 11, and Phu Nhuan (44 km2, 1.8 million population and population density of 408 persons/ha).

(b) Inner Fringe: Fast developing fringes of the inner core but without provision of adequate infrastructure, including districts 8, Binh Thanh, Tan Binh, Go Vap (98 km2, 1.7 billion, 176 persons/ha).

(c) Emerging Periphery: Newly developing areas surrounding the inner fringe with sprawling and ribbon development along a number of arterial roads, including districts 12, Thu Duc, Binh Chanh, (605 km2., 1.2 million, 19 persons/ha).

(d) Suburban Area: Moderately fast developing semi-urbanized area including Hoc Mon and Nha Be districts in HCMC and Thuan An and Di An districts in the adjoining province of Binh Duong (321 km2 0.8 million, 14 persons/ha).

(e) Satellite Urban Area: Provincial centers with urban accumulation including Thu Dau Mot, Bien Hoa and Tan An districts in adjoining provinces (321 km2, 1.5 million, 24 persons/ha).

(f) Rural Area: Slowly developing agricultural and forest areas (2,840 km2, 1.5 million, 5 persons/ha).

Development is particularly significant in the following areas and directions where many buildings are illegally constructed or do not comply with their original plans (see Figure 4.2):

• Inner fringe and emerging peripheries including Tan Binh, Go Vap. • Northeast direction between HCMC and Bien Hoa including the area along Ha Noi

Highway such as Thu Duc, 2, 9, Thuan An, and Di An districts. • Northwest direction mainly in District 12 and adjoining areas. • West direction along National Highway 1A, in Binh Chanh and adjoining areas.

3) Development Direction of Urban Master Plan

The main reasons for the difference in urban development directions between those intended in the Urban Master Plan and the current trend are primarily the following: (1) market forces were not factored in the former, (2) land development conditions were not sufficiently incorporated in the land-use plan, and (3) institutions that control developments were not effective. Development directions expected in the Urban Master Plan are towards the northeast, south, southeast, and northwest (see Figure 4.2).


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Current Master Plan Figure 4.2 Urban Development Directions

Source: Study Team

4) Assessment of Land Conditions

Conditions which affect urban development include natural conditions such as soil and flooding due to rainfall and tide, accessibility to the city center and availability of utilities such as water supply, drainage, land price, etc. An overlay of land condition on existing land use indicates that there is a significant difference in land condition between quickly urbanizing areas and others. Urbanization has been taking place mostly in areas where land conditions are good, little affected by flooding, and with good soil (see Figures 4.3 and 4.4). Development conditions and potentials were assessed by area using existing geographic information system (GIS) maps and other information to reflect the estimated future land-use patterns and socio-economic conditions.

Figure 4.3 Land Conditions

Source: Prepared by Study Team based on existing data.


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Figure 4.4 Comparison of Land Conditions and Current Land Uses

Source: UPI & prepared by Study Team based on existing data.

5) Future Socio-economic Framework

The socio-economic framework for 2020 was worked out on the basis of existing government plans as well as the analysis made by the Study Team (see Table 4.1). This framework provides a basis for estimating the distribution of these parameters in the study area.

Table 4.1 Future Socio-economic Framework for 2020

2002 2020 Growth Rate(%/year) Indicators

HCMC Province Study Area Total HCMC Province Study Area

Total HCMC Province Study Area Total

Area (km2) 2,093 3,097 5,191 2,093 3,09 5,191 - - - No. of Households (000) 1,335 593 1,928 2,778 972 3,750 4.2 2.8 3.8 Population (000) 5,409 2,244 7,653 10,000 3,500 13,500 3.5 2.5 3.2 Average HH member 4.1 3.8 4.0 3.6 3.6 3.6 - - - No. of Students (000)1) 1,187 445 1,632 1,865 565 2,430 2.5 1.3 2.2

(% to Population) (21.9) (19.8) (21.3) (18.6) (16.1) (18.0) - - - Elementary (000) 438 212 650 564 230 794 1.4 0.5 1.1 Middle (JH) (000) 306 161 467 495 203 698 2.7 1.3 2.3 Secondary (SH) (000) 156 63 219 280 115 395 3.3 3.4 3.3 College/Univ. (000) 287 9 296 526 17 543 3.4 3.6 3.4

No. of Workers (000) 2,370 990 3,360 5,400 1,890 7,290 4.7 3.7 4.4 (% per Population) (43.8) (44.1) (43.9) (54.0) (54.0) (54.0) - - - Employment structure (%) 100.0 100.0 100.0 100.0 100.0 100.0 - - -

Primary 4.7 16.6 8.2 1.0 10.0 3.3 - - - Secondary 32.6 36.0 33.6 32.0 40.0 34.1 - - - Tertiary 62.7 47.4 58.2 67.0 50.0 62.6 - - -

Veh. Ownership (% to HH) - - - Car 1.7 1.4 1.6 19.2 17.4 18.7 - - - Motorcycle 92.6 88 91.2 76.4 77.7 76.7 - - - - More than 1 58.8 41 53.4 58.0 59.2 58.3 - - - - One 33.8 47 37.8 18.4 18.5 18.4 - - - Bicycle Only 4.4 10 6.0 2.7 3.2 2.8 - - - Non-motorized Vehicle 1.3 1 1.3 1.7 1.7 1.7 - - -

Source: HOUTRANS HIS 1) Student structure is from 2001 statistics.

Binh Chanh Area Thu Duc Area


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6) Comparison of Alternative Scenarios

The three scenarios prepared are as follows:

(1) Monocentric Urban Growth: Current trends will continue. Concentration in the city center will slow down. Development towards the outer areas will accelerate particularly along major corridors where development conditions are favorable. Planned development will be insignificant.

(2) Polycentric Urban Growth: While high concentration in the existing city center will remain, development of new centers in the outer areas will take place as planned in the Urban Master Plan without much influence from land conditions.

(3) Third Scenario: This scenario assumes that urban areas will grow basically in accordance with trends, although the planned development in the outer areas and strategic locations will be promoted.

(4) Fourth Scenario: Together with concerned agencies, the above three scenarios were assessed both from the transport and urban development viewpoints to determine their appropriateness and feasibility. Then, the third scenario was further modified taking into consideration the very high population density in the city center, the location of industrial estates/areas, and the development of new CBDs and satellite towns to device the fourth scenario, which is the scenario recommended in further planning the transport network (see Figure 4.5, Table 4.2, and Figure 4.6).

Figure 4.5 Proposed Future Metropolitan Structure of the Study Area

Source: Study Team


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Table 4.2 Fourth Scenario Population Framework

Population in 2020 (000) Population Density1) (per./ha) Night Day2)

Day/Night Ratio Night Day2)

Inner Core 1,691 2,898 1.71 403 690Inner Fringe 2,899 1,929 0.67 313 208Emerging Peripheral 3,904 3,517 0.90 71 64Suburban 584 652 1.12 32 36Rural 922 1,004 1.09 10 11

HCMC

Subtotal 10,000 10,000 1.00 57 57Satellite Urban 1,194 1,137 0.95 38 37Suburban 516 520 1.01 37 37Rural 1,791 1,843 1.03 7 7

Surrounding Provinces

Subtotal 3,500 3,500 1.00 12 12Study Area Total 13,500 13,500 1.00 29 29

Source: Study Team 1) Population density was calculated based on land area but excluding river areas. 2) Daytime population includes number of workers at workplace, students at school place, the unemployed,

housewives, etc.

Figure 4.6 Preliminary Conceptual Land Use Plan

Source: Study Team


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5 TRANSPORT DEMAND FORECAST

1) Methodology

The conventional four-step model using JICA STRADA1(System for Traffic Demand Analysis) was adopted for the demand forecast. The steps are: (1) Trip Generation and Attraction Model – to estimate the number of trips generated by and attracted to each zone; (2) Trip Distribution Model – to estimate the number of trips traveling between zones; (3) Modal Share Model – to estimate the number of trips made using different transport modes; and (4) Traffic Assignment Model – to estimate the number of trips on the transport network by different transport modes (see Figure 5.1). To analyze traffic, the study area was divided into 265 zones.2

In model building and application, considerations were given to the following:

(1) Multilayer Model: To facilitate testing the urban growth scenario in an interactive way wherein land-use pattern and traffic impacts can be easily analyzed, a simplified model was built and used, while a more detailed one was used for the full-scale network analysis.

(2) Calibration of Model: The model was calibrated to such extent that the traffic estimate using the model could explain the current traffic characteristics.

(3) Analysis of Motorcycle PCU: While motorcycle traffic is critical in network analysis, a supplementary study was made to determine a more realistic PCU figure to be applied in the study area.

Figure 5.1 Transport Demand Forecast Procedure

Source: Study Team 1) Adopting capacity restraint assignment procedure involving volume capacity ratioV/CR,, travel speed, etc.

1 JICA STRADA is a computer software developed by JICA for application in transport demand analysis and

assignment. 2 The zoning system used for HCMC was basically the same as that used in the 1996 study conducted by the MVA,

a traffic and transportation consultancy, to allow comparisons.

Input Output

Future Socio-economic

Framework

Trip Generation and Attraction

Trip Distribution

Generated andAttracted Trips by

Zone

OD Matrix

Modal Split

Traffic Assignment Assigned TrafficFuture Network

OD Matrices byModes

STEP 1

STEP 2

STEP 3

STEP 4

Evaluation Performance Indicators1)

STEP 5

Interzonal Impedance

Vehicle Ownership


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2) Future Traffic Demand

Future traffic demand was forecast in detail on the basis of the Fourth Scenario, using the second layer model. The results are briefly as follows:

(1) Total Demand: The 22 million trips/day (2002) including walk trips will increase to 41 million trips/day (2020) of which 36 million trips will be motorized.

(2) Generation and Attraction: While traffic generating sources will be decentralized according to the fourth urban growth scenario, a high concentration of traffic will remain in the city center (see Figure 5.2).

(3) Traffic Distribution: Concentration of traffic generating sources in relatively narrow areas will lead to short travel length. Average trip length of existing traffic is 6.6km which is estimated to increase to 9km in the study area, while that of Manila with about 10 million population is about 11km. Nevertheless, increase in traffic demand between the city center and the outer areas will be more notable, especially towards the northeast, northwest, and west (see Tables 5.1 and 5.2, and Figures 5.3 and 5.4).

Table 5.1 Distribution of Future Demand, 2020 000trips/day

East North West South Area CBD Inner Outer Inner Outer Inner Outer Inner Outer

Out side Total

CBD 2,933 699 52 950 94 651 88 740 39 11 6,257Inner 699 2,954 331 758 88 117 19 269 14 36 5,285East Outer 52 331 2,792 150 20 4 2 39 5 46 3,440Inner 950 758 150 3,604 323 472 41 216 9 33 6,555North Outer 94 88 20 323 2,812 37 9 17 13 67 3,480Inner 651 117 4 472 37 1,543 270 209 32 11 3,347West Outer 88 19 2 41 9 270 2,508 51 96 21 3,103Inner 740 269 39 216 17 209 51 1,185 128 9 2,861South Outer 39 14 5 9 13 32 96 128 977 22 1,335

Outside 11 36 46 33 67 11 21 9 22 10 266Total 6,257 5,285 3,440 6,555 3,480 3,347 3,103 2,861 1,335 266 35,929Source: Study Team

Table 5.2 Growth of Distributed Demand, 2002 and 2020

Ratio of 2020/2002

East North West South Area CBD Inner Outer Inner Outer Inner Outer Inner Outer

Out side Total

CBD 1.1 2.1 2.4 1.8 3.4 1.8 3.3 1.7 2.2 0.4 1.4Inner 2.1 1.9 8.5 3.0 8.8 4.7 9.5 6.0 7.0 1.7 2.3East Outer 2.4 8.5 1.5 8.8 10.0 2.0 - 13.0 5.0 2.7 1.8Inner 1.8 3.0 8.8 1.5 3.9 3.0 8.2 4.2 9.0 1.6 1.8North Outer 3.4 8.8 10.0 3.9 3.0 7.4 9.0 8.5 6.5 4.2 3.2Inner 1.8 4.7 2.0 3.0 7.4 1.7 4.0 2.9 5.3 1.4 2.1West Outer 3.3 9.5 - 8.2 9.0 4.0 1.7 4.6 5.6 5.3 1.9Inner 1.7 6.0 13.0 4.2 8.5 2.9 4.6 1.1 4.6 1.0 1.6South Outer 2.2 7.0 5.0 9.0 6.5 5.3 5.6 4.6 1.5 4.4 1.8

Outside 0.4 1.7 2.7 1.6 4.2 1.4 5.3 1.0 4.4 0.4 1.7Total 1.4 2.3 1.8 1.8 3.2 2.1 1.9 1.6 1.8 1.7 1.9Source: Study Team

3 Including volume/capacity ratio (V/CR), travel speed, etc.


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5km 10km

30km20km

(000 trips)5,000

20022020

East

South

West

North

Figure 5.2 Generated and Attracted Trips, 2002 and 2020

Source: Study Team

Figure 5.3 Growth of Demand by Direction, 2002-2020

2002

2020

CBD

North

East

South

West

Inner

Outer

774

1,786

1,220

2,598

258

1,144

1,022

2,068

838

1,762

114

166

1,156

470

226

942

61 120

89

197

103 195

(000 trips/day)

Source: Study Team


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Figure 5.4 Trip Distribution, 2002 and 2020

Source: Study Team

500 250 100 (000 trips/day)

2002

500 250 100 (000 trips/day)

2020


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6 FORMULATION OF LONG-TERM TRANSPORT NETWORK

The recommended growth scenario gives an orientation that is premised on an integrated transport network structure with future land use. Based on that, a detailed planning work was undertaken to further elaborate the transport network. This was done by first assigning future traffic demand on the "Do-nothing" and "Do-committed" networks1 to assess the demand-supply gap. Afterwards, alternative network plans were prepared and tested to devise the most appropriate network, hewing closely to a realistic future traffic situation. The performance of the alternative networks was evaluated at city-wide level as well as by corridor and classified area.2

Figure 6.1 Network Analysis/Planning Framework

Source: Study Team

1 The "Do-nothing" network refers to the existing network without any addition in the future, while the

"Do-committed" network includes the completion of ongoing and committed projects 2 A total of eight corridors in the CBD and 4 areas alongside each corridor (32 classified areas).

Recommended Growth Scenario and Future

Demand (2010 & 2020)

Do-nothing / Do-committed Network Analysis

Non-Infra Improvement

• Traffic management • Bus service development

Comprehensive Improvement

• At-grade roads • Expressways

• Corridors • CBD

Roads Traffic Mgmt.

• Bus • UMRT

Public Transport

Recommended Network and Improvement Measures

Assessment • Demand-Supply

Gap • Target Service

Level • Affordability • Others

Recommended Growth Strategy


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1) Analysis of "Do-nothing" and "Do-committed" Network

Traffic Situation under "Do-nothing" Scenario: The existing road network can no longer accommodate the expected future traffic demand which will be about 2.4 times more than now (see Table 6.1). Traffic congestion will worsen from a volume/capacity ratio (V/CR) of 0.7 to 2.1 and travel speed will decrease (from 23.8kph to 11.4kph) and the costs of transport will increase dramatically (8.8 times). Congestion will spread all over the study area and the people can travel only half way within an hour’s travel time (see Table 6.1 and Figure 6.2).

Traffic Situation under "Do-committed” Scenario: Even if ongoing projects with a total investment cost of US$ 333 million will be completed,3 the traffic situation in the future will only slightly improve (see Table 6.1 and Figure 6.2).

Impact on Household Expenditure: According to the HIS, in 2002 an average household spent about 17% of household earnings (VND 2.6 million/month) on transport. If the traffic situation will not improve, in 2020 each household must spend 24% of its monthly earnings (about VND million) on transport.

Impact on Environment: The negative impacts of congestion and poor transport services on society will cut across all aspects. Economic competitiveness will reduce, livability will deteriorate, safety will be threatened, and air pollution will worsen, and in all of these, the poor will be the worst affected. The total emission of nitrogen oxide (NOx) will increase by more than seven times if nothing is done, while that of carbon dioxide (CO2) by about six times between 2002 and 2020 (see Table 6.2).

Table 6.1 Impact on Traffic of Do-nothing and Do-committed Networks

2020 Ratio 2020/2002 2002

Do Nothing1) Do Committed1) Do Nothing Do Committed

Traffic Demand (mil. PCU) 3.1 7.3 7.3 2.4 2.4 PCU-km (mil.) 26.9 77.2 77.8 2.9 2.9

Traffic Load PCU-hrs (mil.) 1.1 6.7 5.9 6.1 5.4

Ave. Travel Speed (kph) 23.8 11.4 13.3 0.5 0.6 Travel

Features Ave. V/C Ratio 0.7 2.1 1.8 3.0 2.6 VOC 2.6 11.0 10.2 4.2 3.9

Passenger Time Cost 4.7 53.6 46.0 11.4 9.8

Transport Cost (mil

US$) Total 7.3 64.6 56.2 8.8 7.7

NOx (ton/day) 17.0 124.4 123.5 7.3 7.3 Air Quality

CO2 (ton/day) 1,858 11,484 10,891 6.2 5.9 Source: Study Team 1) Assumed modal share (%) of M/C, car, bus: 50/20/30. Average occupancy: M/C - 1.3, car - 1.9, bus -

36.

3 See Chapter 6.2 for ongoing/committed projects.


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Figure 6.2 Assignment of Future Traffic Demand on Do-committed Network

V/CR (Congestion Rate)

Traveled Area by Car within 1 Hour

from City Center

2002 Existing Situation

2020 Do-nothing Situation

2020 Do-

committed Situation

Source: Study Team 1) It was assumed that travel will be by car.

20km 40km

20km 40km

20km 40km


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2) Scenario for Analysis

While the transport network structure was studied in an integral manner with future land use and urban structure, the performance of the transport network was expected to be affected by traffic composition and control. For this reason, various scenarios were tested to assess their impact on network performance (see Table 6.2). The results are as follows (see Figure 6.3):

(1) The most critical factor which will affect infrastructure capacity and performance will be the quantity of buses in operation and the quality of their services as well as the traffic volume of cars. An efficient bus system and control of car traffic will be an important policy to avoid excessive investments in infrastructure.

(2) At-grade roads alone cannot meet future traffic demand. It is also likely that construction of at-grade roads in already urbanized areas will be constrained by land acquisition and resettlement which will increasingly become more difficult. Especially to improve accessibility to the CBD and along key corridors, development of segregated urban rail and elevated expressways will become necessary.

(3) The above results were derived based on the assumption that bus would share 30% of total demand. This means if the current low modal share of bus would continue in the future the requirement for infrastructure would be enormous. Moreover, infrastructure alone would hardly improve the situation.

It is important to note that the requirement for increased infrastructure capacity is greatly related to how it is used. Particularly important points are the development of an efficient public transport, demand control, and monitoring of vehicle traffic based on an adequately planned network.

Table 6.2 Description of Different Scenarios

Modal Policy Strategy Description Mode Share

(%) Average Occupancy

A At-grade Road Only Base Scenario B At-grade Road + Urban

Expressway1) + UMRT2)

MotorcycleCar Bus/Rail

50 20 30

1.3 1.9 36

1 Present Modal Share3) MotorcycleCar Bus

90 5 5

1.3 1.9 36

2 Trend Modal Share3) MotorcycleCar Bus/Rail

65 25 10

1.3 1.9 36

3 Strong Bus Improvement3) MotorcycleCar Bus/Rail

30 20 50

1.3 1.9 50

Alternative Scenario

4 Increase in Car Usage3) MotorcycleCar Bus/Rail

40 30 30

1.3 1.9 36

Source: Study Team 1) Toll fee on urban expressway: 15,000VND/ride; on interregional expressway: 1,000VND/km. 2) Fare on UMRT: 5,000VND/ride +500VND/km. 3) Network is the same as that under Base Scenario B.


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Figure 6.3 Traffic Assignment on Future Network by Scenario 1)

Base Scenario (A) Base Scenario (B)

Alternative Scenario 1 Alternative Scenario 2 (Present modal share) (Trend modal share)

Alternative Scenario 3 Alternative Scenario 4 (Strong bus improvement) (Increased car use)

Source: Study Team 1) Refer to Table 6.2 for further description of alternative scenarios.

Traffic Flow(

VCR<1.00VCR<1.20VCR<1.501.50<VCR

(


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3) Recommended Future Urban Transport Network

Based on the analysis of a series of alternative scenarios including modal share as well as network configuration, a future transport network was formulated. In this network, the following were assumed to be guaranteed through adequate policy intervention: (a) public transport will share 50% of the total demand; (b) buses will be operated efficiently with high load factor; (c) car use will be limited to more or less 20% of total traffic demand; (d) basic traffic management and maintenance will be practiced adequately; and (e) there are no serious traffic bottleneck in the network.

The Master Plan network will be composed of roads, including at-grade primary and secondary roads, and elevated urban expressways, as well as mass transit systems including urban rail and busway. The Master Plan network will be a total of 703km of new roads covering 238km of primary roads, 419km of secondary roads, 46km of urban expressways, and 138km of mass transit lines (see Table 6.3 and Figure 6.4). In the study area, there are a number of important inter-city transport projects which were considered in network planning, particularly the Vietnam Railway (VR) line between Hoa Hung and Bien Hoa and an inter-city expressway (see Table 6.4).

Table 6.3 Roads and UMRT Development by 2020

M/P Project Increase Area Infrastructure 2002

(km) Widen-ing1) New

2020 (km) km Ratio

2020/2002Primary 206 113 128 476 271 2.3 Secondary 309 213 251 647 338 2.1 Road Urban EXP. - - 46 46 46 - HCMC

UMRT - - 106 106 106 - Primary 185 27 110 295 110 1.6 Road Secondary 297 172 168 569 272 1.9 Adjoining

Provinces UMRT - - 32 32 32 -

Primary 391 140 238 771 380 2.0 Secondary 606 385 419 1,216 610 2.0 Road Urban EXP. - - 46 46 46 -

Study Area Total

UMRT - - 138 138 138 - Source: Study Team 1) Includes roads reclassified and upgraded from a lower to a higher category due to widening.

Table 6.4 Inter-city Transport Projects Related to Master Plan

Sector Project Planned By

Road 1. My Tho - Nhon Trach Expressway (127km) 2. Bien Hoa - Vung Tau Expressway (81km)

HOUTRANS MOT Project

Railway

1. Hoa Hung - Bin Trieu Section: Elevated, double track 2. Vung Tau Line: Construction (Bien Hoa - Vung Tau) 3. Mekong Delta Line: Construction (An Binh - Tan Kien - My Tho -

Can Tho) 4. ASEAN Railway: Construction (Di An - Loc Ninh, Tan Thoi Hiep -

Trang Bang)

MOT Project MOT Project MOT Project MOT Project

Port 1. Thi Vai, Cai Mep (Thi Vai River) 2. Hiep Phuoc (Soai Rap River) 3. Cat Lai (Dong Nai River)

MOT Project MOT Project MOT Project

Airport 1. Long Thanh (Dong Nai) MOT Project Source: Study Team


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Figure 6.4 Master Plan Network, 2020

Source: Study Team


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4) Performance of Master Plan Network

The likely traffic conditions and transport situation when the Master Plan network would be completed was simulated using the model. While total demand will increase from 3.1 million PCU-trip4 to 7.3 million or 2.4 times between 2002 and 2020, PCU-km and PCU-hours will increase 2.8 times and 2.5 times, respectively. This means people will have to travel longer and spend more time traveling. Overall traffic congestion level will increase from 0.7 to 0.9, but average travel speed is expected to increase due to network improvement and development of high-standard roads such as urban expressways and ring roads (see Table 6.5 and Figure 6.5). With this improved network, the distance people can reach from the city center (PC hall) will also lengthen (see Figure 6.5).

Overall transport cost of the users will increase by 3.7 times due to increase in demand, travel distance, and travel time. However, the impact on household expenditure will slightly improve. The percentage of transport expenditure of an average household in 2002 was estimated to be 17% according to the HIS and this will become 16% in 2020 when the Master Plan network is completed. This means that a household that spent about VND 440,000 a month for transport in 2002 will spend about VND 1.3 million in 2020.

Table 6.5 Comparison of Alternative Network Performance 2002 20201) Ratio 2020/2002

Traffic Demand (mil. PCU) 3.1 7.3 2.4 PCU-km (mil.) 26.9 75.6 2.8 Traffic Load PCU-hrs (mil.) 1.1 2.7 2.5 Ave. Travel Speed (kph) 23.8 28.4 1.2 Travel

Features Ave. V/C Ratio 0.7 0.9 1.3 VOC 2.6 6.2 1.6 Passenger Time Cost 4.7 20.9 4.4

Transport Cost (mil

US$) Total 7.3 27.1 3.7 Source: Study Team 1) Assumed modal share (%) of M/C, car, bus: 50/20/30. Average occupancy: M/C - 1.3, car - 1.9, bus -

36. Toll fee on urban expressway: 15,000VND/ride; on interregional expressway: 1,000VND/km. Fare on UMRT: 10,000VND/ride.

Figure 6.5 Impact of Recommended Network on Future Travel Coverage

(Travelled Area by Car within One Hour)

4 It was assumed that traffic would be composed of 50% of motorcycle, 20% of car, and 30% of bus with an

average load factor of 1.3, 1.9, and 36 passengers for motorcycle, car and bus, respectively.

Source: Study Team


Volume 1: Summary

6-9

With the implementation of the Master Plan network, the availability of roads will improve. At city level, the total length will double, although the length per population will increase by 10% only. At district level, the availability of roads will vary significantly by area depending on the urban growth strategy that will be taken. Nonetheless, the roads are expected to increase in all the districts (see Table 6.6).

Table 6.6 Road Availability by District, 2002 and 2020 Road Availability1) Growth (2020/2002)

Length/pop. (km/mil.) Road Length (km)1) % to Area 2002 20202)

Length to population District

2002 20202) 2002 20202) Day Time

Night Time

Day Time

Night Time

Length % to Area Day

TimeNight Time

District 1 23 31 8.2 10.8 55 102 34 144 1.3 1.3 0.6 1.4 District 3 19 23 9.4 10.8 64 85 47 117 1.2 1.1 0.7 1.4 District 4 3 6 2.0 3.9 20 16 48 35 1.9 1.9 2.4 2.2 District 5 16 17 9.8 11.9 50 76 33 85 1.1 1.2 0.7 1.1 District 6 13 25 4.8 9.0 46 48 92 91 1.9 1.9 2.0 1.9

District 10 11 16 5.0 7.0 40 46 44 79 1.4 1.4 1.1 1.7 District 11 16 16 6.0 7.7 76 66 103 71 1.0 1.3 1.4 1.1

Inne

r Cor

e

Phu Nhuan 7 9 3.4 5.4 44 37 73 51 1.4 1.6 1.7 1.4 District 8 14 32 0.9 4.3 49 39 100 79 2.3 4.8 2.0 2.0

Binh Thanh 16 35 3.0 5.5 43 38 102 67 2.2 1.8 2.4 1.8 Tan Binh 33 60 1.7 4.6 54 49 80 51 1.8 2.7 1.5 1.0 In

ner

Frin

ge

Go Vap 16 38 1.8 5.3 53 46 82 48 2.3 3.0 1.6 1.0 Thu Duc 17 54 0.8 3.5 61 74 104 104 3.2 4.4 1.7 1.4

District 12 33 61 1.5 3.3 182 168 153 103 1.8 2.2 0.8 0.6 Binh Chanh 79 204 0.4 1.6 214 206 192 141 2.6 4.3 0.9 0.7

District 2 11 48 0.4 4.2 118 102 71 74 4.3 10.6 0.6 0.7 District 7 20 35 1.5 3.0 148 170 102 125 1.7 2.0 0.7 0.7 E

mer

ging

P

erip

hera

l

District 9 6 67 0.2 2.2 51 41 120 163 10.3 12.5 2.4 4.0 Hoc Mon 16 59 0.3 1.1 90 77 192 131 3.6 3.5 2.1 1.7

Sub

- ur

ban

Nha Be 5 42 0.1 0.9 87 71 127 307 8.7 12.0 1.5 4.3 Cu Chi 80 185 0.3 0.7 333 311 200 223 2.3 2.3 0.6 0.7

HC

MC

R

u-

ral

Can Gio 58 58 0.1 0.2 998 955 994 627 1.0 1.8 1.0 0.7 Thu Dau Mot 40 57 0.8 1.4 265 258 236 228 1.4 1.8 0.9 0.9

Bien Hoa 51 102 0.8 1.4 100 101 154 138 2.0 1.8 1.5 1.4

Sat

ellit

e U

rban

Tan An 27 27 0.5 0.5 227 229 131 135 1.0 1.0 0.6 0.6 Thuan An 33 76 0.9 2.0 260 261 388 354 2.3 2.3 1.5 1.4

Sub

- ur

ban

Di An 21 40 0.8 2.0 165 184 121 133 1.9 2.5 0.7 0.7 Long Thanh 88 113 0.2 0.3 492 435 364 377 1.3 1.6 0.7 0.9 Nhon Trach 11 86 0.0 0.3 96 100 249 285 7.5 22.2 2.6 2.9 Can Giuoc 39 71 0.2 0.6 269 247 376 349 1.8 3.0 1.4 1.4 Can Duoc 22 27 0.1 0.2 137 130 138 120 1.3 1.5 1.0 0.9

Chau Thanh 16 49 0.1 0.4 175 155 475 398 3.1 4.5 2.7 2.6 Thu Thua 20 23 0.1 0.1 239 230 236 216 1.1 1.2 1.0 0.9 Ben Luc 40 65 0.2 0.3 324 310 451 425 1.6 1.8 1.4 1.4 Duc Hoa 74 113 0.2 0.4 397 373 335 377 1.5 2.0 0.8 1.0

Adj

oini

ng P

rovi

nces

Rur

al

Tan Tru 0 14 0.0 0.2 0 0 201 189 - - - - Study Area Total 997 1,988 0.3 0.9 130 130 147 147 2.0 2.5 1.1 1.1

Source Study Team 1) Primary/secondary roads only; from HOUTRANS GIS. 2) HOUTRANS Master Plan.

The impact on air quality will also be significant. While the total emission will increase even with the implementation of the Master Plan because of the expected significant growth of the urban system, the negative impact will be much greater if the Master Plan is not implemented. The share of public transport is thus very critical.

Table 6.7 Impact on Air Quality 2020 Reduction

Master Plan PT=50% PT=10% Pollutant 2002 Do Nothing Do Committed PT=50% PT=10%

Nox 17 124 61 102 63 62CO2 1,858 11,000 4,020 7,330 6,980 3,670

Source Study Team


Volume 1: Summary

7-1

7 DEVELOPMENT AND PROMOTION OF PUBLIC TRANSPORT SERVICES

1) The Road to Year 2020

At the same time as the trip market expands from 19 million to 26 million in 2010 and 36 million in 2020, the plan is for buses to capture 25% share (up from less than 2%, at present) by 2010 and 30% by 2020.

It is an ambitious goal – more difficult than current efforts to inject 1,318 new buses – and one which may push current subsidies to dangerous levels. One necessary, but insufficient, condition to get there is to reorganize existing small operators into fewer, and better-managed, fleet operators.

If the bus leasing program fails, th-e share of public transport in HCMC would remain low. Trips on private modes of transport – cars (much higher than at present) and motorcycles (lower, but still a sizeable share) – would dominate the picture. Traffic congestion would be inevitable, since HCMC would not be able to afford the required investments in new roads to match demand.

To avoid the latter fate and achieve the vision of a public-transport-oriented city, HCMC has to adopt a coherent long-term strategy.

2) Sector Structure and Strategies

There are three basic choices or policy regimes for public transport development, viz,: (a) through a monopoly, either by a public agency or a private entity; (b) regulated competition of several operators; and (c) free-market deregulated transport regime.

The third path is a non-starter under present conditions in HCMC. It is also equivalent to a private-transport-oriented urban transport strategy. The demand for public transport market is weak, and will remain so, unless government intervenes. Private bus operators have no access to capital for expansion, or the wherewithal to transform themselves to a different business model. However, the strategy represents a “no-pain-no-gain” alternative to HCMC.

Public transport development by a public sector monopoly, or by a few large private operators, complemented by small operators on secondary and feeder lines, under a regulated competition regime offer the most promise. However, they differ in their risk-reward profile. The second path – controlled competition regime – entails painful adjustments in the short term but minor pains afterwards. The public monopoly option postpones the pain, but could lead to runaway fiscal deficits.

HCMC has chosen to take the middle path. To succeed, it will have to be supported by reforms in both the public and private sectors. The public transport market should be viewed – in regulatory terms – as comprising two complementary markets: Tier 1 and Tier 2. The first category would refer to trunk or primary bus routes, to be served by large fleet operators1 who will be protected from competition. After 2010, when the operators shall have gotten their full bearings and when subsidy winded down, competition for, rather

1 Seven is proposed as maximum, to relate to the 7 definable transport corridors. Actual number can be less.


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than in, the market shall be introduced. On the other hand, Tier 2 will comprise feeder routes and zones of responsibility, where small, individual operators under the umbrella of a cooperative shall be franchised.

Table 7.1 outlines how the bus mode should evolve under the preferred strategy.

Table 7.1 Evolution of Bus Transit in HCMC

Aspects of Bus Operations Short Term Medium Term Long Term

Industry Structure Consolidation of small cooperatives, and formation of 3-4 large-fleet companies

Entry of 3 new large-fleet operators, possibly by splitting existing ones, and relocation of affected small operators to feeder routes

Possible addition of another fleet operator, depending on circumstances

Regulatory Body MOCPT with reinforced staff

MOCPT Autonomous body, with appreciation of commercial culture

Procurement of Buses

Decided by government and parceled out to operators

Quantity, type, and supplier to be decided by operators under general specifications by the regulatory body

Quantity, type, and supplier to be decided by operators under general specifications by the regulatory body

Ticketing Printed, issued and controlled by MOCPT

Printed, issued and controlled by MOCPT

Use of smart card or RFID for ticketing, acceptable across all operators, including rail transit

Fares Flat, at D1,000 and set below cost. Raise to D2,000. Introduce transfer schemes

Adopt distance-related or zonal, adjusted periodically to approximate cost.

Same as in medium-term. However, introduce transfer schemes, with use of smart card.

Method of Paying Operating Subsidy

Paid out according to standard cost per bus-trip

Paid out according to bus-space-kilometer (bus-seat-km)

Suitable mix based on both production and passengers attracted

Market Entry Route licensing via service contracts of 1-year tenor.

Franchising for specific corridors, with 3-5-year tenor, renewable depending on performance

Franchising, with tendering, among the established fleet operators, 3-5-year tenor

Route Planning Initiated by MOCPT, results allocated to operators

Tier 1 routes set by gov’t; Tier 2 routes shared by operators and government

Tier 1 routes set by gov’t; Tier 2 routes shared by operators and government

Service Type and Scheduling

Largely specified by MOCPT Mainly regular and basic bus

Minimum specifications from government, but details left to operators Air-con and premium services

Minimum specifications from government, but details left to operators Diversity of services, at discretion of operators

Passenger Information

Principally by government

Principally, by government

Principally, by government since coordinated with e.g. rail and other modes

ITS Applications Use of cellular phones Radio communication Smart card, GPS for bus location & spacing, traffic signal priority, passenger information in vehicles and at stops, internet information RFID technology

Source: Study Team


Volume 1: Summary

7-3

3) Mass Transit Development Opportunity and Strategy

Mass transit has often been associated with rail transit systems. However, capacity on a single transport corridor is not always the determining factor since urban public transport by nature has to cover an area rather than a corridor. .

There are several factors why HCMC should avoid premature commitment to rail transit. First is the huge investment, most of which requires scarce foreign exchange. With few exceptions, they require continuing subsidy – and therefore a burden on public coffers. Second is the risk that comes from putting a fixed guideway that can not be relocated if passenger demand fails to materialize. Third is the evolving pattern of urban development.

To minimize the risk, HCMC has to nurture the emergence of mass transit corridors out of existing bus routes. This is done by identifying a core set of bus routes that can grow into the mass transit corridors of the future. The two (UMRT-candidate) corridors should be developed first as busways – either with dedicated or bus priority lanes. Feeder lines and station developments should be implemented to boost passenger volumes on these lines. If and when the volume approaches the upper limits of a bus rapid transit system, then a conversion into the second stage (a rail mode) could be entertained. This represents a low-risk and low investment strategy, which also preserve future ROWs for mass transit.

A second strategy is to do land banking or land conservation. Because of the agglomeration effects of mass transit, the land closer to the lines, or those within walking distance from stations, become very valuable. HCMC should start the process of: (a) acquiring those lands intended for transit stations, or (b) initiating discussions with current owners or leaseholders for a possible expropriation or joint-venture arrangement. These preparations would ensure than development gains from mass transit can be recaptured to subsidize operations.

HCMC should learn from the experiences of cities in other countries, in particular other Asian cities, in developing and constructing their mass transit systems. Success as well as failures and mistakes should be studied, especially the cases in Bangkok, Manila, Singapore, and Kuala Lumpur. It should also resolve the many issues – technical, financial, operational, and legal – attendant to a mass transit project. The key components of the development strategy are as follows:

Market Segmentation and Industry Restructuring: The creation of Tier 1 and Tier 2 markets, as alluded to earlier.

Service Improvements: Through the redesign of the bus route network to improve coverage and support the market segmentation, application of bus-priority/bus-only lanes on primary corridors to improve journey times and reliability of schedules, new types of services (express, more comfortable vehicles, etc.), higher frequencies of service, construction of bus shops, and passenger interchange facilities.

Public Sector Reforms: These shall include the streamlining of the regulatory system to be more market-friendly and market-sensitive, leveling the playing field between government and private operators and between domestic and foreign investors, the future transformation of the Management and Operation Center of Public Passenger Transport (MOCPT) into an impartial transport regulatory and planning body.


7-4

Government Support: In the form of technical assistance in fostering a modern and commercial system of fleet management, calibration of operating subsidy with performance, conversion of subsidy into fare subsidy to workers, provision of common-user facilities (e.g. passenger interchange stations, bus stops, bus shelters, passenger information system, and on-street signals), equality of private and government operators in the allocation of buses under the bus leasing program.

4) Supplementary Public Transport Services

Para-transit is the term used by more developed countries to describe intermediate forms of public transport. In the Asian context, supplementary transport carries different labels – lambro in Vietnam, jeepneys in the Philippines, tuk-tuk in Thailand.

Their capacity is generally below 15 passengers, and they are converted from standard model vehicles to assume a distinctly local profile. As a business, they are, in the ideal case, described as privately owned, single proprietorship, family-managed, small enterprises. However, there are also many examples of exploitation and Mafia-type control especially in deregulated environments. For HCMC, the long-term direction is to accept and monitor para-transit – by legalizing and regulating xe oms and by giving lambro and bon banh a new lease on life in Tier 2 market.

Another type of public transport service that caters to a special but small market segment in HCMC is the river ferry that connects Thu Tiem to the city center. For interurban trips, especially to the southern delta regions, large boats and high-speed (hydrofoil) boats provide alternative services to provincial buses.

In all cases, para-transit and ferry services should be made integral members of a family of public transport modes.

5) Need for More Attention to NMV and Walking

While efficiency of motorized traffic is being attended to, importance should also be given to bicycling and walking which were once the major transport modes in the study area and which still have a great potential in many situations, provided an adequate environment is available. They are also very critical modes for accessing the public transport network.


Volume 1: Summary

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8 TRANSPORT MASTER PLAN

1) Role and Components of the Transport Master Plan

The Transport Master Plan up to 2020 for HCMC not only depicts what the city should be by year 2020, but also lays down the path towards that future with the transport sector as the main driver. A set of coherent strategies is formulated to make the journey from the present to the future in a logical and sustainable manner.

The Transport Master Plan comprises a long-term structural plan, a five-year short-term action plan, and a 10-year medium-term investment plan. The long-term plan provides overall development direction, the short-term plan includes definite projects/programs for implementation, and the medium-term plan provides a bridge to ensure consistency between the two. Necessarily, the Master Plan needs to be revisited periodically, at least every five years for refinements/adjustments and to reflect major changes in conditions and policies.

Although the Master Plan is usually de-composed into a set of projects and programs with intended implementation schedules, the projects are subject to further planning and feasibility studies, especially those that require large investments. Inclusion in the Master Plan is not a guarantee of subsequent implementation, but carries a prima facie justification. Therefore, the Transport Master Plan should be considered as a shared vision, a common agenda, among various stakeholders that should guide the development of the sector, address critical issues, promote coordination of subsector policies, and dictate priorities in resource allocation. It is also contemplated in the study that the Transport Master Plan should be workable and usable not only for officials and professionals but also for a wider range of stakeholders including ordinary people. This will facilitate their participation in planning and implementation.

(a) Structure of the Master Plan: The Master Plan lays down the procedures in the implementation of concrete actions in achieving long-term objectives. A potential lack of continuity and relationship between long-term objectives and project/action plan implementation has been noted. The Master Plan's framework is hierarchical: from the future basic objective (Vision), detailed objectives (Basic Objective), basic direction to achieve objectives (Strategy), action to implement strategies (Projects/Programs), to the implementation plan covering measures for project implementation (Modality). This process must be provided with working and coordination mechanisms to ensure effective implementation in a coordinated and participatory manner (see Figure 8.1).

(b) Monitoring of and Coordination for the Master Plan: Progress in the realization of the Master Plan should be assessed and measured along the way. This means regular monitoring by the government, as well as by various stakeholders, on how the Master Plan is unfolding in reality. This necessitates the preparation of a set of performance indicators to represent progress and status. Public involvement in transport planning and policy formation is expected to become a hallmark of Vietnam’s governance, as the public gets to share more of the costs of services and infrastructure development, and is made to adjust commuting lifestyles in exchange for better mobility, improved accessibility, and safer travels.


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Vision and Goal

Strategies• Subsector issues and crosscutting

issues • Sector development strategy

Actions/Projects• List of actions • Projects/Programs

Implementation Plan• Schedule • Project profile

Monitoring

• Progress/ Process

• Outputs/ Outcome

Objectives

Coordination

• Alignment with central agencies

• Alignment with others

• Coordination with other agencies

• Central gov’t - Prov’l and local

gov’t - Private

sector/NGOs - Donors Implementation

• Government undertaking • Private sector participation

Figure 8.1 Structure and Components of the Transport Master Plan

Source: Study Team

(c) Transport Master Plan and Urban Master Plan: HCMC’s M/P 2020 is an official document approved by the Prime Minister. By its very nature, it does not fully incorporate the transport sector’s development plan and strategies. Nevertheless, one cannot stand alone without the other. Especially for large cities, the two should be considered as ”wheels of a motorcycle”. Land use drives travel demand; conversely, transport shapes land uses and property developments. The basic urban structure will follow the contours of the primary transport network. Effective management of urban growth will therefore require coordinated interventions on transport and land use. The locations and timing of such transport infrastructure as primary roads, mass transit routes, and major transport terminals (e.g. international ports and airports, etc.) should be part and parcel of M/P 2020. Hence, the Transport Master Plan should also be given the imprimatur of the Prime Minister as the twin document of M/P 2020. Accordingly, mechanisms for harmonizing the transport and urban planning process should be established.

• Support mechanism


Volume 1: Summary

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2) Vision and Goal

A bleak future can be expected for the study area, unless some strategic interventions are made along the way. Free-wheeling use of motorcycles and road space may still be tolerable for a small city, but not tenable in a conurbation of more than 10 million people with heightened expectations, active social lives, and diversified activities. An aging urban population will also demand a different quality of transport services. The HCMC of the future should be livable as well as globally competitive and attractive for industries, leading Vietnam’s international trade, and the transport sector must be designed to make that possible.

The overall goal of urban transport is the following:

“Ensure mobility and accessibility to urban services that are vital for the people and the society by providing a transport system characterized by safety, amenity, and equity and sustained by an efficient public transport system”

A combination of supply-type and demand-type of strategies is required to alter, radically, the modal shares of transport along the lines of the conceptual diagram shown below.

It should be noted that the modal shift is indicative. If the 50% share for public transport is not attainable, the resulting plan would overestimate the requirement for bus-rail capacity, but under-estimate vehicular volume on roads, thereby affecting the feasibility of many road projects.

Figure 8.2 Indicative Target for Modal Share in 2020

Source: Study Team

Present (2002) Future (2020)

18 million trips/day

Car/Truck

MotorcycleRail

Bus

36 million trips (forecasted)

50% (indicative)


8-4

3) Objectives and Strategies

The overall goal has been restated into seven specific objectives and strategies, as follows:

A. Promotion of Social Understanding on Present and Future Urban Transport

Without even mentioning the current disorder and traffic behavior on roads, no policy and project would work effectively unless a wide and profound understanding of transport problems, issues and future directions is shared by the society.

To achieve this objective the following five strategies are suggested:






B. Management of Sustainable Urban Growth and Development

How to define a vision of the future is highly important in the study area because a fast increasing population and economy will have huge impact on the urban development and the people’s life. The transport sector must be a critical part of urban growth and management. To achieve this objective, the following five strategies are suggested:


B2 Integration of City M/P and Transport M/P


B4 Promotion of Integrated urban and transport development


C. Promotion and Development of Attractive Public Transport

Without public transport, the city’s future is unthinkable. Future transport must be provided with sufficient quantity and quality. Attractive public transport system is the only solution which both city authorities and the people expect.


C2 Development of bus transport system

C3 Exploitation of para-transit and non-motorized vehicles (NMVs)


C5 Promotion of public transport use and expansion of services


Infrastructure is costly and requires proper maintenance and management. Capacities of infrastructure are largely dependent on how it is operated. The importance of traffic management is not only for the efficiency of traffic but also for the safety, amenity and environment of the people and society. To ensure smooth traffic as well as share in a more equitable manner the cost and benefit of traffic and transport among stakeholders, various demand management measures are also to be introduced.


Volume 1: Summary

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D1 Establishment of comprehensive management system for motorized vehicles

D2 Strengthening of traffic regulation & management



D5 Introduction of TDM (traffic demand management)

E. Comprehensive Development of Transport Space and Environment

Transport infrastructure provides important public space for the use of traffic, comprising different modes including walking, and various urban services and activities. Transport space is a contributory factor to attractive urban space and environment as well as disaster control. For this, it is also important to design and develop transport infrastructure and services comprehensively to enhance the quality of urban areas and activities.


E2 Improvement of transport environment for pedestrian and bicycle users

E3 Redistribution of transport space & improvement of traffic environment in city center



F. Enhancement of Traffic Safety

The people and the city are in danger due to increasing traffic accidents. The current condition of traffic safety in the city is unacceptable and a great threat to the city’s future sustainability. The safety issue is a priority at national government level, too.


F2 Elimination of traffic accident black spots




G. Strengthening of Transport Sector Administration and Management Capacity

The tasks to be accomplished for the city’s present and future are enormous and require a more comprehensive and coordinated approach involving a wider range of players. The role of the city authorities to lead the process is very important.



G3 Improvement of Infrastructure development & management system




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4) Actions

A total of 105 actions were worked out to implement 35 strategies (see Table 8.1).

Table 8.1 Proposed Strategies and Actions of HOUTRANS

Objective Strategy Actions A11: Identification of stakeholders on key transport policies

(traffic safety, bus promotion) A12:Establishment of implementation system in coordination

with NGOs, civic groups and communities


A13:Campaign on key policies and its monitoring A21:Traffic safety education at primary/secondary schools A22:Traffic safety campaign at community level


A23:Expansion of traffic education to drivers A31:Strengthening of Transport Science Society of Vietnam

(TSSV) and its activities A32:Strengthening of transport study in colleges and research

institutes


A33:Holding of domestic and international symposia and seminars on transport issues

A41:Extension of policy test project (bus corridor development)

A42:Conduct of Policy Test Project on TDM (D53)


A43:Model program on integrated urban & transport development (B43)

A51:Establishment of transport information system A52:Establishment and operation of website

A. Promotion of social understanding on present and future urban transport problems and issues at


A53:Publicity through mass media B11: Establishment of Metropolitan Transport Conference

(tentative) B12:Integration of planning between regional and urban

transport


B13:Integration of spatial planning between HCMC and adjoining provinces

B21:Establishment of urban planning system B22:Integration of city M/P and transport M/P

B2 Integration of city M/P and transport M/P

B23:Institutionalization of integrated M/P B31:Establishment of hierarchical road system B32:Strategic development of arterial road system (RRs,

expressways, primary and secondary roads)


B33:Establishment of effective development method for road projects

B41:Establishment of development method B42:Integrated urban development with mass transit

development

B4 Promotion of integrated urban & transport development

B43:Conduct of pilot projects (A43) B51:Improvement of development permission system B52:Introduction of traffic impact assessment

B. Management of sustainable urban growth and development


B53:Establishment of method to improve residential environment in high-density built-up area


Volume 1: Summary

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(Continuation of Table 8.1) Objective Strategy Actions

C11:Formulation of long-term mass transit development plan C12:Establishment of modal policy


C13:Establishment of development method of mass transit system

C21:Establishment of bus operating business system C22:Development of bus corridors

C2 Development Bus transport system

C23:Strengthening of bus operation and management capacity

C31:Establishment of management system C32:Improvement of supporting infrastructure/facilities

C3 Exploitation of para-transit and NMVs

C33:Supporting system for small-scale operators/drivers C41:Actual condition survey and database development C42:Improvement of water transport infrastructures and river

environment


C43:Promotion of water transport for local and tourism transport

C51:Formulation of subsidiary policy for public transport usersC52:Expansion of bus services for students and workers

C. Promotion and development of attractive public transport

C5 Promotion of public transport use and expansion of services

C53:Introduction of new services D11:Improvement of vehicle registry system and introduction

of information technology (IT) D12:Review of registration fee and user charges

D1 Establishment of comprehensive management system for motorized vehicles

D13:Adjustment of production quantity D21:Improvement of traffic regulation and management D22:Strengthening of capacity of traffic enforcers (training

system)

D2 Strengthening of traffic regulation & management

D23:Strengthening of coordination with communities & NGOsD31:Actual condition survey and database preparation D32:Formulation of measures for port-related transport


D33:Formulation of measures on overloaded trucks D41:Conduct of actual condition survey and database

preparation D42:Establishment of provision mechanism for parking space


D43:Establishment of policy on parking fee D51:Specification of TDM measures D52:Establishment of organizational setup for implementation

of TDM


D5 Introduction of TDM

D53:Conduct of Policy Test Project on TDM (A42) E11: Preparation of planning manual E12:Regulation of roadside use and development


E13:Establishment of corridor management system E21:Actual condition survey and database preparation E22:Formulation of Green Network Plan

E2 Improvement of transport environment for pedestrian and bicycle users

E23:Specification for facility and design standards

E31:Transport system planning for the city center E32:Establishment of transport management system for the

city center

E. Comprehensive development of transport space and environment

E3 Redistribution of transport space & improvement of traffic environment in city center E33:Pilot project on transport management in the city center


8-8

(Continuation of Table 8.1) Objective Strategy Actions

E41:Establishment of environmental guidelines E42:Formulation of measures to reduce air pollution sources


E43:Improvement of fuel quality E51:Establishment of District Transport Plan E52:Development and management system for intradistrict

transport infrastructures


E53:Establishment of provision system for intradistrict transport services

F11: Preparation of guidelines F12: Human resource development for audit system operation


F13: Establishment of Traffic Safety Audit System F21: Establishment of traffic accident database F22: Identification of black spots and improvement guideline

preparation

F2 Improvement of traffic accident black spots

F23: Improvement and monitoring of black spots F31: Conduct of actual condition survey F32: Improvement of licensing system


F33: Improvement of vehicle inspection system F41: Improvement of enforcement skills F42: Strengthening of penalty and fine systems


F43: Strengthening of coordination with NGOs and NPOs F51: Conduct of actual condition survey F52: Strengthening of emergency contact and communication

system

F. Enhancement of traffic safety


F53: Strengthening of transport and receiving system for emergency patients by emergency care service

G11:Implementation of institutional reform G12:Conduct of personnel training program


G13:Introduction of IT G21:Improvement of competitive conditions G22:Expansion of project area for private sector


G23:Establishment of support system for private sector G31:Establishment of public-private partnership (PPP)

scheme G32:Expansion of maintenance system

G3 Improvement of Infrastructure development & management system

G33:Fostering of local consulting firms and construction industry

G41:Conduct of transport surveys and update of Karte G42:Fostering of transport planners


G43:Review of planning and design standards G51:Dissemination of user’s pay principle G52:Expansion of public funding capacity

G. Strengthening of transport sector administration and management capacity


G53:Effective use of ODA Source: Study Team


Volume 1: Summary

8-9

5) Master Plan Projects

Master Plan Transport Network: The transport network worked out in the preceding chapter was the basis for formulating the projects described in this section (refer to Figure 8.3).

Composition of Master Plan Projects: The Master Plan projects were worked out based on the network study and the identified actions to form the main packages of projects and programs for implementation. The Master Plan projects cover infrastructure, transport and traffic operation and management, institutional development, integrated urban development, and so on. In this section, the selected projects are mainly of the infrastructure type because the required financial resource is large. The Master Plan includes both ongoing/committed projects and new ones.

Total Estimated Costs: The estimated total costs of the Maser Plan projects/programs will is about US$ 14 billion (refer to Table 8.2).

Committed Infrastructure Projects: Committed infrastructure projects, including ongoing projects in the study area, are mainly roads (refer to Table 8.3 and Figure 8.4). They are deemed as essentially unalterable under the Master Plan.

New Projects Proposed in the HOUTRANS: Major projects/programs proposed in the study are broadly categorized into four groups: roads, traffic management, public transport development, and transport environment program. A total of 16 projects were prepared (refer to Table 8.4).

Table 8.2 Summary of Major Master Plan Projects

Cost Category

VND bil. US$ mil. %

A. Ongoing and Committed Projects 12,570 811 5.8

1) Roads 143,825 9,279 66.0

2) Traffic Management 2,480 160 1.1

3) Public Transport 53,553 3,455 24.5 B. New Projects

4) Transport Environment 5,580 360 2.6

Total 218,008 14,065 100.0

Source: Study Team


8-10

Figure 8.3 Transport Master Plan Network

Source: Study Team


Volume 1: Summary

8-11

Table 8.3 Ongoing and Committed Projects

Project Name Length (km)

Type of Work1)

No. of Lanes

Cost (US$ mil.) Period Funding Source Status

1 Prolonged Chanh Hung 3.1 W 2 1.8 2002-2004 City budget On-going 2 Mat Bridge 0.0 N 2 0.5 2003-2004 City budget On-going 3 Ba To Bridge 0.0 N 2 0.4 2003-2003 City budget On-going 4 Kenh Ngang No.3 Bridge 0.2 N 2 3.9 2003-2004 City budget On-going 5 Hiep An 1 Bridge 0.1 N 2 1.7 2003-2004 City budget On-going 6 Road to High-Tech IP 2.2 N 4 5.6 2003-2005 City budget On-going 7 Nhi Tien Duong 2 Bridge 0.2 N 4 4.5 2001-2003 City budget On-going 8 Rach Ong Bridge 0.2 I 2 0.9 2003-2003 City budget On-going 9 Road from Binh Thuan St., to Hiep Phuoc IP 8.4 W 2 9.9 2001-2003 City budget On-going 10 Prolonged Nguyen Tri Phuong road Bridge 3.7 W 3 14.2 2000-2003 Grant&city bud. On-going 11 Nguyen Van Cu road Bridge 7.5 W 2-4 17.4 2003-2006 City budget On-going 12 Upgrading and widening Cong Hoa St. 3.1 W 6 8.1 2001-2003 City budget On-going 13 Ong Lanh Bridge and Khanh Hoi St. 1.3 W 4-6 7.4 2000-2003 Grant&city bud. On-going 14 Road extending to Binh Thuan St. 3.6 W 4 17.7 2000-2004 City budget On-going 15 Improvement of Nhieu Loc-Thi Nghe Road 7.5 W 2-4 8.2 2003-2004 City budget On-going 16 Long Kieng Bridge 0.3 N 2 2.7 2003-2005 City budget On-going 17 Rach Dia Bridge 0.3 N 2 2.7 2003-2005 City budget On-going 18 Truong Chinh St. 2.2 W 10 23.7 2003-2004 City budget On-going 19 Nguyen Oanh St. 0.7 W 4 0.9 2003-2004 City budget On-going 20 Provincial Road No.55 2.7 W 2 0.6 2003-2004 City budget On-going 21 Nguyen Van Troi-NKKN 4.5 W 6 53.6 2004-2005 City budget Committed 22 Provincial No. 13 (NH1 - Ba Queo) 3.8 W 6 5.6 2004-2005 City budget Committed 23 Intersection at Ong Lanh Bridge-Dist. 4 0.3 W 4 2.3 2004-2004 City budget Committed 24 Intersection at Kenh Te Bridge-Dist. 4 0.5 N 4 3.3 2004-2004 City budget Committed 25 Intersection at Kenh Te Bridge-Dist. 7 0.6 N 4 3.1 2004-2004 City budget Committed 26 Construction of East-West Highway 21.4 N 6-12 458.0 n.a. ODA On-going 27 Cach Mang Thang Tam (An Duong - Cong Hoa) 4.5 W 8 34.3 n.a. n.a. On-going 28 Rach Chiec Bridge 0.7 N 10 11.9 n.a. n.a. On-going 29 NH1 An Suong-An Lac BOT Project n.a. W 8 0.1 n.a. BOT On-going 30 Tan An Bypass n.a. N n.a. n.a. 2003-2007 BOT Committed 31 NH50 HCMC-Go Cong Section 47.0 W n.a. n.a. 2004-2005 MOT&city bud. Committed 32 Binh Trieu 2 Bridge-NH13 n.a. N n.a. 22.7 2004-2005 City budget Completed 33 Widening of Nguyen Huu Canh n.a. W n.a. 20.5 2004-2006 n.a. Completed 34 Widening of Duong Binh Quoi n.a. W n.a. n.a. n.a. n.a. Committed 35 Widening of Nguyen Van Linh n.a. W n.a. n.a. n.a. n.a. Committed Total 130.6 748.1 Source: TUPWS-HCMC, MOT 1) N : new construction, W : widening

Figure 8.4 Location of Ongoing and Committed Projects

Source: TUPWS-HCMC, MOT

Bridge

New Construction Widening of Road


8-12

Table 8.4 Ongoing and Proposed Major Projects in the Master Plan

Project / Program Description (Action)1) Estimated

Cost (US$ mil.)

(1) Primary 38 roads with 382km (B3, D3) 3,361

(2) Secondary A total of 757km (B3) 2,656

(3) Urban Expressway 7sections with 26km (B3) 1,861Road

(4) Flyover 53 locations (B3) 1,401

(5) Capacity Building Training, equipment, etc. (A1, D2) 10

(6) CBD Traffic Management

Traffic signals, parking, pedestrian path, transit mall etc. (A1, A42, D2, D4, D5, E2, E3) 100Traffic

Management (7) Bus Corridor

Management Channelization, pavement, bus facilities, road space reorganization, etc. (A41, C22, D3, E1) 50

(8) Urban Rail 4 routes with 82km (C1) 2,850

(9) Busway 3 routes with 57km (C1) 173

(10) Bus System Modernization Bus fleet, management system (A1, C2, C3, C5) 222

(11) Transit Terminal UMRT, inter-city bus etc. (A43, B4, C1, C2) 200

Public Transport

(12) Urban Water Transport Terminal, vessels (C4) 10

(13) Local Traffic Improvement

Traffic management, facilities, pavement, feeder transport etc. (E5, G5) 300

(14) Green Network Pedestrian path, street lighting, trees, street furniture etc. (E2, E3) 20

(15) Air Quality Improvement Monitoring facilities vehicle inspection etc. (E4) 20

Transport Environment

(16) Traffic safety Campaign, drivers education (A1, A2, A41, F1, F2, F3 F4, F5) 20

Total 13,254

Source: Study Team 1) Symbols in parentheses are the actions shown in Table 8.1.


Volume 1: Summary

8-13

(1) Primary Roads Primary roads will form the backbone of the urban areas. Projects comprise construction and improvement of three ring roads, widening of existing primary roads, and construction of new roads. (B3, D3)

Figure 8.5 Location of Primary Road Projects

Source: Study Team

Table 8.5 List of Primary Road Projects

Project Cost (US$ mil.) Code Name Length

(km) Type of Work1)

No. of Lanes Total ROW Const.

P1 Ring Road No.2- East & Southwest Section 30.1 N/W 6 889 158 741 P2 Ring Road No.3 (Binh Chanh - Di An) 59.0 N 4 240 49 191 P3 Ring Road No.4 (Ben Luc - Thu Dau Mot) 80.2 N 4 315 99 216 P4 NH1-East Corridor Package 32.9 N/W 6-10 272 121 151 P5 NH13 Corridor Package 19.9 N/W 4-6 107 58 49 P6 Improvement of Nguyen Kiem 17.4 N/W 4-6 176 134 42 P7 NH22 Corridor Package 13.7 N/W 4-10 137 98 39 P8 PR10 Corridor Package 36.4 N/W 4-6 212 94 118 P9 Improvement of Au Co 8.7 N/W 4 97 83 14

P10 NH50 Corridor Package 7.2 N/W 4 79 51 28 P11 Road Development in Thu Tiem Area 8.0 N/W 4-6 106 27 79 P12 Improvement of Road to Hiep Phuoc IP 15.6 N/W 4 63 15 48 P13 PR20 Corridor Package 21.9 N 6 181 13 168 P14 Northern East-West Road Package (1) 16.6 N/W 8 285 196 89 P15 Northern East-West Road Package (2) 14.7 N 6 192 104 88

TOTAL 382.3 3,360 1,302 2,058

Source: Study Team 1) N: new construction, W: widening

Figure 8.6 Typical Cross-section of Primary Roads (Urban Area)

5.0 14.5

46.0

3.02.0 14.5 2.0 5.0

5.0 10.75

38.5

3.02.0 10.75 2.0 5.0

5.0 7.0

31.0

3.02.0 7.0 2.0 5.0

8 lanes

6 lanes

4 lanes

0 10 20km

P1

P11

P12

P13

P14P15

P2

P3

P4

P5

P6

P7

P9P8 P9

P10


8-14

(2) Secondary Roads Secondary roads articulate the primary road network to provide a basic network on which urban development can take place. Most of the secondary road projects are widening of existing roads. (B3)

Figure 8.7 Location of Secondary Road Projects

Source: Study Team Source: Study Team

Table 8.6 List of Secondary Road Projects


(km) Type of Work1)


S1 North Inner Core Area Package 43.5 N/W 2-8 530 427 103 S2 South Inner Core Area Package 25.3 N/W 2-6 278 108 170 S3 Inner Fringe Area Package (inside HN1) 44.7 N/W 4-6 227 114 113 S4 Inner Fringe Area Package (outside HN1) 46.6 N/W 4 166 40 126 S5 NH1 East Corridor Package (Peripheral Area 46.4 N/W 4-6 163 41 122 S6 NH1 East Corridor Package (Outer Area) 34.7 N/W 4 90 24 66 S7 NH13 Corridor Package (Outer Area) 38.8 N/W 4-6 84 50 34 S8 NH22 Corridor Package (Peripheral Area) 36.5 N/W 4 93 22 71 S9 NH22 Corridor Package (Outer Area) 89.5 N/W 4 99 18 81

S10 PR10 Corridor Package (Outer Area) 53.9 N/W 4-6 94 25 69 S11 NH1 West Corridor Package (Peripheral Area) 40.6 N/W 2-8 102 29 73 S12 NH1 West Corridor Package (Outer Area) 90.6 W 2-4 123 34 89 S13 PR15 Corridor Package (Peripheral Area) 50.8 N/W 2-6 238 42 196 S14 PR15 Corridor Package (Outer Area) 42.3 W 6 128 24 104 S15 PR20 Corridor Package (Peripheral Area) 81.2 N/W 2-8 90 13 77 S16 PR20 Corridor Package (Outer Area) 37.5 N/W 2-4 152 47 105

TOTAL 802.9 2,656 1,057 1,599

Source: Study Team 1) N: new construction, W: widening

0 10km

20

S7S1

S2

S13

S3

S4S1

1

S11

S10

S8

S15

S9

S14

S5 S6

S12

S16

Figure 8.8 Typical Cross-section of Secondary Roads (Urban Area)

6 lanes

4 lanes

2 lanes

3.0

10.5

34.0

2.02.5 10.5 2.5

3.0

3.0

7.0

18.0

2.5 2.5

3.0

3.0

7.0

27.0

2.02.5 7.0 2.5

3.0


Volume 1: Summary

8-15

(3) Urban Expressways Urban expressways intend to strengthen accessibility to/from a strong city enter. Generated traffic will be absorbed quickly at the periphery of the CBD and dispersed to the other areas without pressuring radial corridors which have been and will also be congested in the future. This urban expressway network was designed in a way that it will facilitate the future implementation of traffic demand management (TDM) in the CBD. (B3)

Figure 8.9 Location of Urban Expressway Projects

0 2.5 5

km Source: Study Team

Source: Study Team

Table 8.7 List of Urban Expressway Projects


(km) Type of Work


UE1 Inner Ring Line 12.2 N 4 506 0 506 UE2 Binh Duong (NH13) Branch 9.3 N 4 368 0 368 UE3 Hoc Mon (NH22) Branch 10.1 N 4 396 0 396 UE4 Airport Extension 1.5 N 4 68 0 68 UE5 An Lac (NH1) Branch 9.6 N 4 377 0 377 UE6 Saigon South Brach 3.6 N 4 146 0 146

TOTAL 46.3 1,861 0 1,861

Source: Study Team

Photo 8.1 Urban Expressways in Asian Cities

Tokyo Osaka Seoul

UE2

UE1

UE3 UE4

UE5

UE6

Figure 8.10 Typical Cross-section of Urban Expressways

1.5 7.0 2.5 7.0 1.5

19.5


8-16

(4) Flyovers and Interchanges More flyovers and interchanges will be needed to make the network function efficiently. A total of 58 different types of interchange will be constructed. (B3)

DONG NAI RIVER

0

kilometers5 10

Ty pe of Interchanges

CloverleafDiamond

IC with Access ControlJunction

Special

Three-Leg

Status

Do CommittedExistingPlanned ExpresswayPlan

LegendRoad Classif ication

Primary RoadsSecondary RoadsOther RoadsExpressway

Source: Study Team

(5) Traffic Management Capacity Improvement Traffic engineering and management are relatively new fields in Vietnam and there are few experts in these fields. The lack of know-how in traffic engineering, for example, can be seen in the unoptimized use of existing road facilities. Meanwhile, the Traffic Police and the youth volunteers do not receive enough training in traffic management. Traffic can be more efficient and safe if knowledge of traffic engineering and management is applied.

This program requires the recognition of the need for scientific approaches and competent staff in traffic operation and management. Priority action will be on short-term capacity improvements in the key areas of operation and management.

Project Subcomponents

(a) Establishment of Traffic Police training program (enforcement of traffic laws, traffic management, accident investigation, and public campaign). (A2, D2)

(b) Expansion of technical staff capacity at Traffic Police headquarter with mid-term target of operating advanced traffic control system. (D22)

(c) Establishment of training programs for traffic engineers that cover a broad range of techniques and skills, with short-term emphasis on intersection design, signal operation, and roadway space reallocation for vehicle flow separation. (D21, D22)

(d) Application of suitable traffic software to assist traffic management. (D22)

(e) Technical assistance in areas where policemen lack experience. (D22)

(f) Update of traffic police training curriculum at police schools. (D22)

(g) Continuation of community involvement in traffic management. (D23)

Table 8.8 Estimated Cost of Flyovers/Interchanges

Figure 8.11 Location of Flyover and Interchange Projects(Urban Area)

Estimated Cost (US$ mil.) Interchange

type No. Const ROW Total

1. Clover 14 483 243 726

2. Three-leg 12 152 125 277

3. Diamond 18 186 62 248

4. Special 9 114 36 150

Total 53 935 466 1,401Source: Study Team


Volume 1: Summary

8-17

(6) CBD Traffic Management Economic activities in the CBD of HCMC will continue to grow and become more active in the future. If no measures are taken, widespread heavy traffic congestion will be inevitable with the concentration of more people and goods to the CBD as evidenced by the experience of other Asian mega cities. Expansion of road network in the CBD is not only very difficult due to resettlement and high cost, but also not effective as the new space will quickly be occupied by the ever-increasing number of vehicles. Fundamental change is required in the transport system to sustain growth while maintaining mobility and a livable environment.


(a) Implementation of intensive and comprehensive traffic management measures for the CBD in consideration with other related projects such as bus corridor management, green network development, etc. (C22, D2, E2, E3)

(b) Establishment of parking policy and development of public parking facilities using private sector capacities. (D4)

(c) Establishment of TDM policy and measures to regulate CBD traffic effectively. (A42, D5)

(d) Promotion of walking and use of public transport. (A1, E2)

(7) Bus Corridor Management

This project intends to designate specific corridors where bus transport must be given priority to promote city-wide public transport services. The selected corridors include future UMRT routes so that the investments to be made over the years can cultivate public transport demand and develop the corridors in stages to realize ultimate UMRT corridor efficiently. The focus of traffic management will be placed on the traffic condition improvement of major corridors in the study area. The congestion at bottlenecks along the corridors will be eased and traffic safety will be enhanced through the application of various traffic improvement measures. Bus priority measures must be introduced in accordance with the increase in bus traffic demand.


A. Within Ring Road No.2 (See Figure 8.12)

(a) Restructuring of road spaces for the provision of bus priority measures including exclusive lanes and priority lanes. (A41, C22, E1)

(b) Introduction of efficient traffic control and management system on the corridor to ensure implementation of bus priority measures. (D2, D3)

(c) Improvement of bus transport facilities such as bus stops, pedestrian bridges, kiosks, information boards, etc. to provide comfort and safety to bus users. (C22)

(d) Development of a pedestrian network and bicycle paths to provide better amenity to public transport users and nonmotorized vehicle users. (E3)

(e) Strict enforcement of traffic rules, in particular, enforcement of controls on curb parking and encroachment into bus exclusive lanes and so forth. (D2)


8-18

B. Outside Ring Road No.2 (See Figure 8.12)

(a) Improvement of infrastructures critical for current traffic operations and feasible for implementation, including pavement maintenance, roadway widening within right of way, signalization, etc. (C22)

(b) Application of traffic engineering measures in midblock and at junctions through pavement markings, signs, median barriers, intersection modifications, and designation of two-wheeled vehicle lanes, wherever appropriate. (D2)

(c) Support for bus operations to build a transit-friendly corridor, providing accessible bus stops and passenger transfer facilities. (C22)

(d) Provision of gateway amenities with landscaping, sidewalks, streetlights, and road cleaning. (E2, E3)

(e) Spot improvements targeting individual corridors with management schemes tailored for unique conditions in each corridor. (C22)

(f) Strict enforcement of traffic rules and regulations focusing on congested sections. (D2)

Figure 8.12 Proposed Bus Corridors

Within Ring Road No.2 Outside Ring Road No.2

Source: Study Team


Volume 1: Summary

8-19

Line1 Line2

Line3 Line4

(8) Urban Mass Rapid Transit (UMRT) The UMRT network will form the backbone of the public transport system in the future. The UMRT is composed of urban rail where public transport demand is high and busways where the demand is moderate. With this network the city center can be provided with reliable services. In the city center, the system will be located underground.

Table 8.9 List of UMRT Projects

Length by Type 3) (km)

Capital Cost 4) (US$ mil.) Code Section System1) Length

(km) Route 2)

UG EL AG Total ROW Const.Line 1 (Thu Duc - Ben Thanh - Cho Lon- An Lac) Rail / D 26.6 U 4.3 11.3 11.0 952 13 939

(Thu Duc - Bien Hoa, An Lac - Tan An) Busway 39.4 S - - 39.4 130 10 120 UR1

Sub-total - 66.0 - 4.3 11.3 50.4 1,082 23 1,059 Line 2: (Thu Tiem - Ben Thanh - Ba Queo - Hoc Mon) Rail / D 16.3 U 4.2 4.1 8.0 627 33 594

(Hoc Mon - Cu Chi) Busway 17.2 S - - 17.2 57 4 52 UR2

Sub-total - 33.5 - 4.2 4.1 25.2 684 37 646

UR3 Line 3: (Binh Phuoc - Mien Dong - 3/2 - Cho Lon - Dist.8) Rail / D 19.8 U - 13.6 6.2 612 35 577

UR4 Line 4: (Dist.12 - Go Vap - Phu Nhuan - Dist.4 - Saigon South) Rail / D 18.9 U - 12.2 6.7 660 8 652

Rail Total 81.6 - 8.5 41.2 31.9 2,850 88 2,762 Busway Total 56.6 - - - 56.6 187 14 173 UMRT Total 138.2 - 8.5 41.2 88.5 3,037 102 2,935

Source: Study Team 1) D: Double Track 2) U: urban, S: suburban 3) UG: underground, EL: elevated, AG: at-grade 4) Cost for rail includes capital cost of infrastructure, E&M, depot, and rolling stocks. Cost of busway does not

include bus fleets.

Photo 8.2 Urban Rails in Asian Cities

Bangkok Singapore Manila

Figure 8.13 UMRT Network

Source: Study Team


8-20

Figure 8.14 Typical Cross-section of Underground, Elevated and At-grade Rail Section

Between Stations Station

Underground Section

Elevated Section

At-grade Section

Source: Study Team

Table 8.10 Necessary Width of Land for Railway Structure

Width (m) Between Stations Station Underground Section 10m+2m1) 20m+2m Elevated Section 10m+1m (3 m on the road) 17m+1m (3m on the road) At-grade Section 10m 15m

Source: Study Team 1) Adding the space of construction to the width of structure.


Volume 1: Summary

8-21

Ring Road No.2

Line 1 (East Section)

Line 1 (West Section)

Busways are a critical transport system that can sustain a high target level of bus demand and services in the study area. While urban rail system is costly and when the demand is not yet sufficient to require urban rail, there are many corridors where busways can serve the demand at a much lower cost.

While the initial stage of urban rail can be provided with bus priority measures including busways, there is a need to provide a high-capacity bus system on future urban rail corridors where their outer sections will continuously be busways.

Project Subcomponents (C1, C2)

(a) Segregation of road space for the exclusive use of buses and development of necessary infrastructure.

(b) Development of bus facilities in conjunction with the rail transit development plan.

(c) Establishment of operation and management system of busways integrated with overall bus operation and management system based on active private sector participation.

Figure 8.15 Location of Busway Projects

Source: Study Team

Photo 8.3 Busways in Other Cities

Curitiba Jakarta Kunming (exclusive lane) Source: Taken by the Study Team

Line 2 (North Section)


8-22

(9) Bus System Modernization Program This builds on the current Model Bus scheme of the city (which focuses on fleet expansion), and broadens it toward the creation of modern forms of managing and operating the bus fleet. Based on the experiences of other cities, actual operations are better accomplished by the private sector, rather than by the government. However, because of the current sluggish demand for buses as well as the unfavorable business climate (fares below bus operating costs, government regulatory policy, etc.) private investors are not likely to enter the urban bus transit business soon. To avoid the proverbial ”chicken or egg” situation, the government has to take the lead. With the bus leasing program as the leverage, in conjunction with an external technical advisory assistance, a modern bus sector can be fostered.


The public transport strategy for HCMC entails three to five large bus fleet companies operating in exclusive transport corridors. These companies are expected to manage 500 to 1,000 standard buses each, eventually. However, no existing operator in HCMC has the track record nor the resources to handle such a task. The external advisory assistance is meant to assist in the formation of large fleet operators, assist these companies in adapting modern transit practices, and advise the government on policy reforms conducive for long-term private sector participation. This project is intended to accomplish the following:

(a) Definition in more detail of the set of bus routes to be included in each corridor and assignable to one of the bus operators. (C22)

(b) Determination of demand on those routes and the forces that will push growth in demand. (C23)

(c) Determination of appropriate mix of bus services and fleet to meet this demand up to year 2010. Required number of bus fleets was estimated. (C23)

(d) Conduct of engineering studies for depot sites, and other transit infrastructure such as bus sheds/stops,and ticketing systems. (C23)

(e) Design of the organization and staffing model, including modern IT-enabled management systems, in providing these bus services. (C21)

(f) Provision of financial management advice to large fleet operators. (C23)

(g) Conduct of economic analysis from the point of view of the government. (C21)

(h) Preparation of business or promotional materials to convince private investors to take over and assume a bigger role in the management of bus system. (C21, G21)

(i) Provision of technical assistance to MOCPT, Saigon PTC, and the other fleet operators in the performance of their respective roles. (C21)


Volume 1: Summary

8-23

(10) Transit Terminals As public transport services expand and are provided in different modes and services, transit terminals increasingly become important in providing smooth transfer and transport. Inter-city bus terminals and UMRT transit terminals must be given special attention.


(a) Improvement of existing bus terminals at present locations. (C22)

(b) Relocation of four bus terminals (Mien Dong, Mien Tay, Can Giouc, and Binh Phuoc) after 2010 to outer areas in integration with UMRT. (C11)

(c) Development of bus terminals and interchange facilities along UMRT. (C11)

(11) Urban Waterway Transport Development

A medium-term development program for waterways has already been formulated by the TDSI, focusing on interurban passenger and tourist transport. It needs to be reviewed in light of this Master Plan, the decisions on port relocations, and the implications on the logistics of industries in the area. It is unlikely for water transport to be significant in the intra-urban passenger markets, except for ferry services across the Saigon River. It will, however, remain important on interurban or regional transport of passenger and goods to the south (i.e. Can Gio, Can Giouc, and Vung Tau).


(a) Upgrade of ferry boats and terminal facilities at Thu Thiem, Cat Lai, and Can Gio together with access roads. (C41, C42)

(b) Introduction of water-bus system along Ben Nghe River and Doi Canal in District 8. (C41, C43)

(c) Development of tourism-oriented water boats and berthing facilities on existing wharf of Bach Dang Port area. (C41, 43)

(d) Development of passenger terminals and cargo ports: Cargo ports (starting with Newport, Bason shipyard, Nha Rong) are planned to be relocated outside of the city center before 2008, while passenger terminals for interprovincial transport to the south are to be redeveloped closer to the city center. (C41, C42)

(e) Establishment of institution for planning/regulation: With the existence of 25 ports managed by 15 companies belonging to 10 different government agencies, it would be necessary to orchestrate the planning, phasing of relocation, and redevelopment of a Saigon port system. (C41, C42)

(f) Implementation of civil works improvements (dredging, channeling, shoring of embankments, clearing of unwanted structures on river banks) on key sections of the waterway as well as installation of navigation aids for safety. (C41, C42)

Akashi, Japan

Photo 8.4 Example of Transit Terminal


8-24

(12) Local Traffic Improvement While the Master Plan network attends to the improvement of transport infrastructure and services at the city level, it is also important to look into transport services at the district level, because a significant portion of the transport demands is met within districts, especially in outer areas. While the overall assessment of the trips is affirmative except for a few, the people’s assessment of specific areas is rather negative, especially safety followed by roads, travel conditions, and public transport services (see Table 8.11). Since conditions and concerns of the people vary by district and even by narrower traffic zone, the measures to be taken differ from each other. However, a common approach to district-level transport improvement is to employ the issue comprehensively as a component of overall urban and community development and improvement. (E5)

Table 8.11 Assessment of Local Traffic Conditions by District

% to Demand % of Bad Trips1)

Intra- district

Assessment (%: V.Good & Good / Bad & V.Bad) Intra- district District

Intra- zone

Intra- zone

Inter- district Travel

Condition Safety Walking Condition

Road Condition PT Service Intra-

zoneIntra- zone

Inter-district

District 1 22 36 42 8 / 37 5 / 76 25 / 29 9 / 46 10 / 34 2 2 5 District 3 24 29 47 5 / 61 2 / 88 25 / 39 2 / 72 12 / 44 3 6 11District 4 20 26 55 8 / 42 5 / 69 22 / 25 6 / 49 11 / 44 3 2 4 District 5 24 31 45 13 / 36 4 / 69 25 / 25 8 / 47 10 / 46 2 3 7 District 6 17 46 37 11 / 45 16 / 54 29 / 27 11 / 44 21 / 28 1 2 2 District 10 17 26 57 4 / 46 12 / 53 17 / 33 12 / 40 16 / 43 1 2 6 District 11 23 25 52 20 / 26 6 / 75 38 / 20 10 / 40 12 / 36 1 3 8

Inne

r Cor

e

Phu Nhuan 22 19 59 17 / 29 10 / 77 31 / 28 14 / 39 18 / 33 1 2 3 District 8 28 26 45 16 / 35 17 / 65 37 / 20 16 / 42 21 / 31 1 1 2 Binh Thanh 24 31 45 12 / 40 4 / 80 23 / 31 9 / 49 11 / 41 2 5 8 Tan Binh 29 31 40 10 / 49 12 / 64 41 / 22 6 / 58 15 / 40 1 2 7 In

ner

Frin

ge

Go Vap 31 27 42 14 / 32 9 / 72 28 / 24 9 / 40 14 / 34 1 2 6 Thu Duc 49 29 22 10 / 45 6 / 70 27 / 23 10 / 57 11 / 35 3 5 7 District 12 58 11 31 6 / 52 2 / 87 21 / 33 5 / 61 13 / 49 8 17 14Binh Chanh 38 26 36 12 / 41 18 / 62 35 / 20 16 / 46 23 / 35 1 3 6 District 2 58 10 32 7 / 43 9 / 60 32 / 20 10 / 47 14 / 49 3 4 12District 7 32 32 36 9 / 30 4 / 64 34 / 18 7 / 38 6 / 42 1 2 5 E

mer

ging

P

erip

hera

l

District 9 53 13 33 12 / 37 2 / 82 32 / 10 11 / 46 10 / 50 1 4 9 Hoc Mon 38 23 39 11 / 46 5 / 73 35 / 20 10 / 50 11 / 46 1 3 13

Sub

- ur

ban

Nha Be 42 25 33 22 / 20 3 / 62 32 / 14 23 / 30 12 / 37 2 4 7 Cu Chi 63 23 14 15 / 36 7 / 64 37 / 23 15 / 39 11 / 56 1 1 7

HC

MC

Rur

al

Can Gio 84 0 16 29 / 21 9 / 58 41 / 15 30 / 31 15 / 45 1 0 9 Thu Dau Mot 68 27 5 19 / 27 13 / 58 44 / 14 21 / 33 7 / 48 1 2 10Bien Hoa 63 32 5 7 / 52 5 / 73 22 / 26 7 / 53 7 / 50 2 6 13

Sat

ellit

e U

rban

Tan An 88 1 11 15 / 42 14 / 62 32 / 24 17 / 42 22 / 43 4 13 8 Thuan An 68 12 21 2 / 33 10 / 71 25 / 16 5 / 62 25 / 16 3 3 11

Sub

- ur

ban

Di An 76 11 13 6 / 49 3 / 79 31 / 16 13 / 53 12 / 43 3 0 4 Long Thanh 81 10 9 7 / 61 14 / 77 25 / 26 4 / 73 1 / 67 5 3 5 Nhon Trach 90 5 5 17 / 26 3 / 81 50 / 9 6 / 43 17 / 33 2 3 17Can Giuoc 70 14 17 15 / 37 19 / 56 37 / 23 12 / 46 20 / 44 9 1 9 Can Duoc 84 7 9 14 / 38 14 / 67 44 / 19 13 / 56 14 / 40 6 2 12Chau Thanh 70 4 26 20 / 29 22 / 53 36 / 25 24 / 33 24 / 39 8 10 4 Thu Thua 82 7 11 19 / 46 20 / 54 46 / 15 15 / 42 28 / 27 2 37 8 Ben Luc 70 12 18 14 / 38 15 / 59 36 / 20 16 / 40 28 / 33 3 6 8 Duc Hoa 79 11 9 21 / 42 13 / 59 40 / 22 15 / 49 21 / 30 8 6 1

Adj

oini

ng P

rovi

nces

Rur

al

Tan Tru 94 - 6 15 / 60 34 / 42 44 / 32 17 / 50 27 / 28 9 - 0 Study Area Total 44 24 32 12 / 41 9 / 69 31 / 24 10 / 48 14 / 40 3 3 7

Source: HOUTRANS HIS 1) Rate of trips which were assessed as "bad" or "very bad" from HIS.


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(13) Green Network Development Walking is the most basic mode of transportation. When a dominant use of public transport is realized, public transport passengers will desire a convenient and safe access to bus stops and rail transit stations. The walking environment should be improved for those passengers as well as tourists especially in the urban core where business and tourism destinations concentrate. Bicycling is another popular mode for short-distance trips. Altogether, walking and bicycling account for a fourth of the trips within the city center. Both walking and bicycling are considered environment-friendly transport modes in terms of energy consumption and environmental conservation.

The project intends to develop pedestrian and bicycling networks in the urban core to enhance the separation of pedestrians, bicycles, and motor vehicles. Improvement of street amenities and development of green spaces and recreation facilities are included to create a pleasant, safe, and green city center.


(a) Identification of network for inclusion in the city Master Plan. (E21, E22)

(b) Preparation of standards to improve sidewalk. (E21, E23)

(c) Development of bicycle network including bicycle path, lane, and parking. (E2)

(d) Beautification of waterfront along Saigon River and canals for leisure outings. (E2)

(e) Promotion of street amenity such as guide-map boards, public toilets, benches, rest spots, and landscaping. (E22)

(f) Assurance of safety through provision of lights and patrols. (E22)

Figure 8.16 Proposed Green Network in Urban Core Area

Source: Study Team


8-26

(14) Air Quality Improvement This project aims to reduce air pollution in the short/medium term and to keep the ambient air quality levels within Vietnam’s environmental standards for the long term. Reduction of pollution loads originating from motor vehicles will not only result in better air quality and reduced health risks to the population of HCMC, but will also have an added benefit of fuel and energy saving. Regulations thus need to be developed.


(a) Control of emission from vehicles. (E41, E42)

(b) Improvement of fuel quality. (E43)

(c) Water spray and road sweeping. (E42)

(d) Control of emissions with focus on PM from current plants and other key industries and SO2 from power plants. (E42)

(15) Traffic Safety Improvement

The traffic accident rate in HCMC has been steadily increasing and has reached an alarming level. In order to reduce the number of traffic accidents, various engineering, enforcement, and education programs shall be planned, coordinated, and implemented consecutively and comprehensively.


(a) Revival of computerized accident database. (F21)

(b) Formulation of multiyear traffic accident reduction program. (F2)

(c) Strict enforcement of traffic rules. (D21)

(d) Education and campaign. (A2)

(e) Infrastructure improvement. (F23)

Photo 8.5 Traffic Situation in HCMC



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(16) Regional Expressways In the study area, large-scale industrial zones will be developed mainly in the suburban areas while the existing international ports will be moved away from the city center to the periphery, such as in Hiep Phuoc area and Thi Vai-Cai Mep area (outside the study area). Regional expressways are proposed in order to connect these major industrial areas and ports, avoid intermixing the inter-city with through traffic, and link the economies of the surrounding provinces with HCMC. Thus, an at-grade structure for the regional expressways with four lanes is envisaged.

Figure 8.17 Location of Regional Expressways

0 10km

20

RE2

RE1

Source: Study Team

Figure 8.18 Typical Cross-section of Regional Expressways

Source: Study Team

Hokkaido, Japan

Table 8.12 List of Regional Expressway Projects

Project Cost (US$ mil) Code Name Length

(km)Type of Work


RE1 Bien Hoa - Vung Tau 80.5 1) N 4 186 44 142 RE2 My Tho - Nhon Trach 126.6 1) N 4 721 99 622

TOTAL 207.1 907 143 764

Source: Study Team 1) Including outside of the study area.

Photo 8.4 Example of Regional Expressway

3.0 7.25 7.25 3.0

42.5

22.0


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(17) Regional Railway There are plans to develop VR lines in the study area including the upgrading of existing lines and the development of new ones, such as Bien Hoa-Vung Tau Line and Mekong Delta Line linking to Can Tho and others, to provide links to new international ports. Priority is given to the upgrading of Hoa Hung-Trang Bom section of the existing line. This line serves the HCMC-Bien Hoa corridor. Since the section has high urban traffic demand and crosses with UMRT lines (Line 1, Line 2 and Line 3), it can provide additional commuter services.

Figure 8.19 Location of Hoa Hung-Trang Bom Section

Source: Study Team

(18) Other Regional Transport Projects in the Study Area Other major regional transport projects currently being planned include the relocation of the existing ports such as Saigon Port, New Port, Ben Nghe Port, and Ba Son Shipyard located along the Saigon River. The development of new ports, including Hiep Phuoc Port (Soai Rap River), Cat Lai Port (Dong Nai River), Thi Vai General Port and Cai Mep International Port (Thi Vai River), On Keo and Phu Huu Ports, is concurrently planned. As they are to be relocated, the urban transport network must be adjusted to provide adequate access to the ports and at the same time avoid negative impact on the ports.

The relocation of Tan Son Nhat International Airport to Long Thanh area is also in the long-term plan.


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6) Investment Plan

The overall investment requirement is US$ 13.2 billion as shown below with the breakdown of costs excluding the cost for ongoing and committed projects.

Table 8.13 Overall Investment Plan

Implementation Period Component Cost

(US$ mil.) -2010 2011 -2020

Primary Roads (382km) 3,361

Secondary Roads (803km) 2,656

Urban Expressway (46km) 1,861 Road

Sub-total 7,878

Line 1 (66km, Urban Rail+Busway) 1,082

Line 2 (33km, Urban Rail+Busway) 684

Line 3 (20km, Urban Rail) 612

Line 4 (19km, Urban Rail) 660

UMRT

Sub-total 3,023

Flyovers (53 locations) 1,401

Transport Terminals 200

Bus Corridor Management 50

Bus System Modernization 222

Local Traffic Improvement 300

CBD Traffic Management 100

Pedestrian/Green Network Development 20

Traffic Safety Improvement 20

Air Quality Improvement 20

Urban Waterway Transport 10

Traffic Management Capacity Improvement 10

Other Projects

Sub-total 2,353 Total1) 13,254 4,299 8,955

Source: Study Team 1) Excluding ongoing/committed projects.


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9 SHORT-TERM ACTION PLAN

1) Plan Formulation

(a) Approach: The Short-term Action Plan (STAP) encompasses proposed solutions to current urban transport problems and issues, and lays the foundation for the long-term development plan. It sets out things that could and should be done over the next five years that are also consistent with the long-term strategies described in the preliminary Master Plan. The criteria to select the activities for inclusion in the Short-term Action Plan are as follows:

(a) Those which address immediate and urgent problems concerning road-based public transport;

(a) Those which do not require substantial funding other than those already mobilized or committed;

(b) Those which can be done by existing agencies and institutions of the city or national government; and

(c) Those which clear away obstacles to the realization of the medium- and long-term plans, and pave the way for the latter’s smooth implementation.

With the present as a starting point, the Short-term Action Plan follows up on the ongoing Bus Modernization Project. It identifies the critical tasks necessary to ensure effective deployment of 1,318 new buses and the complementary traffic demand management (of motorcycles and other road users) to shift demand away from private to public transport. Suggestions on improving road safety are also reiterated in the form of actionable steps.

(b) Overall Structure of the Plan: The selected Short-term Action Plan components are not stand-alone actions. Bus transport development is the core of the plan. Bus corridor management and traffic safety improvement support bus transport operations and redress current undesirable road and traffic conditions. More importantly, the Short-term Action Plan is part of the comprehensive Master Plan and responds to the latter’s objectives and actions. The relationship of the action components and their connection to the Master Plan are summarized in Table 9.1.

2) Bus Modernization Program

The only way for HCMC to avoid horrible traffic congestion in the future is for a large portion of the total daily trips to be carried on buses rather than on motorcycles and cars. By a combination of ”carrot and stick” measures, bus services have to be made attractive and private modes of transport discouraged through physical and fiscal means.

This program intends to raise the modal share of public transport from less than 2% to about 30% in the medium-term period as part of the overall plan to transform HCMC into a thriving public-transport-oriented metropolis. The program is divided into two phases.

Phase 1 involves the replacement of old fleet with 1,318 new, higher-capacity, and more comfortable vehicles; the distribution of these buses to operators under a lease-purchase scheme; the restructuring of 30 small bus entities into three to five large efficiently managed operators; and the redesign of the bus route network.


9-2

Table 9.1 Structure of Short-term Action Plan

Short-Term Action Plan Component

Bus Modernization Bus Corridor Management Traffic Safety Improvement

M/P Strategy • Development of bus transport system (C2)

• Promotion of public transport use and expansion of services (C5)

• Management of transport corridors (E1)

• Enhancement of traffic safety (F)

M/P Action • Establishment of bus operating business system (C21)

• Strengthening of bus operation and management capacity (C23)

• Formulation of subsidiary policy for public transport users (C51)

• Development of bus corridors (C22)

• Establishment of corridor management system (E13)

• Establishment of accident database (F21)

• Improvement of black spots (F22)

• Improvement of enforcement (F41)

Short-term Measure

• Reform of bus industry • Bus route restructuring • Bus-related facility

improvement

• Better utilization of existing road infrastructure through traffic engineering

• Implementation of bus priority measures

• Enforcement of traffic regulations

• Accident analysis • Infrastructure

improvement • Enforcement • Increase of people’s

safety awareness

Monitoring Indicator

Objective Indicators • No. of passengers • Productivity of bus

operation • Subsidy amount Subjective Indicator • Assessment of users

Objective Indicators • Travel time/speed • No. of illegal parking/

activities • No. of signalized

intersections Subjective Indicator • Assessment of users

Objective Indicators • Traffic accident rate • % of drivers license

holders • Increase in safety

awareness of the people Subjective indicator • Assessment of users

Source: Study Team

Phase 2 entails reforms in the public sector that will give operators opportunities to become efficient and to expand their fleet to meet growing demand; assistance to operators in modernizing their management and operating practices; implementation of bus priority and bus-only schemes on key corridors; and, encouragement of major private investments into the bus sector.

(a) Fleet upgrading: Acquisition and deployment of 1,318 new buses, ranging from medium to large, to replace vehicles more than 20 years old. This will increase passenger capacity, although more vehicles alone will not be sufficient. For a target demand of 15% of daily trips by year 2010, the required bus population is about 12,353 of various sizes. This implies an incremental expansion of 9,300 buses during Phase 1.

Implementing Agency: Saigon PTC is the designated administrator of the bus-leasing program, involving the 1,318 buses in Phase 1. For Phase 2, the implementation is proposed to be under the MOCPT, and the Department of Planning and Investment (DPI) if investment is from the private sector.

Cost: approximately US$ 40 million for the 1,318 buses, and US$ 209 million for the Phase 2 fleet. Operators are expected to amortize the capital costs for Phase 1 and to fund the


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Phase 2 investment.

(b) Technical assistance to bus operators and government regulators: The fleet upgrading scheme alone will not be sufficient unless higher vehicle availability and productivity can be provided and secured in a sustainable way. A technical assistance component will be necessary to provide the fleet expansion (or hardware solution) with the corresponding software to make phases 1 and 2 succeed. These “soft” solutions cover two fronts: restructuring in the private sector and reforms in the public sector. The first is intended to assist Saigon PTC and the private operators, especially the transport unions, become professional managers of large fleets in the areas of finance, maintenance and operations. The second is directed at helping the MOCPT become an effective regulator that is able to balance public interest with profit objectives of operators and create a more commercial regime that is fair to all service providers.

Implementing Agency: MOCPT and Saigon PTC; supported by an international team of advisers with expertise in urban transit, bus maintenance, service planning, crew and fleet scheduling, ticketing/fare collection system, finance, transit regulation, and human resource development.

Cost: Approximately US$ 2 million over two years, to be sourced from ODA as grant.

(c) Bus priority measures: These encompass traffic engineering and management measures to be designed and implemented on primary bus routes to minimize time delays, or speed up, if not maintain the travel speed, of buses on key roads. Similar to what were demonstrated in the Policy Test Project of the HOUTRANS, these measures include bus priority on some road sections, or dedicated bus-only lanes in road sections with wider carriageways, bus priority at intersections, parking restrictions for cars and motorcycles, modifications of traffic flow directions, signals, pavement markings, geometric improvements, and the like.

Implementing Agency: Urban Traffic Management Unit of the TUPWS in coordination with the Public Lighting Company, Traffic Police, and the major (or Tier 1) bus operators.

Cost: Incorporated under the Corridor Management Project in Phase 2 with priority to two radial corridors comprising the UMRT alignments.

(d) Government support: Lumped under this component are such items as land for the depot requirements of the Tier 1 bus fleet operators (estimated at 536,000m2), a central bus maintenance facility for Phase 1 vehicles, redevelopment of the Ben Thanh Terminal into a major transit plaza, the construction of standard bus stops-shelters along the major corridors, and the allocation of operating and interest subsidies to bus operators.

Implementing Agency: In the case of land, the city government of HCMC; Transinco or bus manufacturer for the maintenance facility; TUPWS for the bus terminal and bus stops; MOCPT for administration of the subsidies.

Cost: US$ 50 million for land; US$ 0.6 million for bus stops; US$ 4 million for transit plaza; US$ 6.3 million for interest subsidy on Phase 1 buses; US$ 5.8 million subsidy to bridge gap between fares and operating costs. Cost estimate for the central bus maintenance facility is not available, but a notional cost of US$ 5 million is used for capital budgeting. The latter cost is proposed to be funded by the bus manufacturer during Phase 1. During Phase 2, bus operators shall provide their own maintenance shops.


9-4

Total cost for this program is estimated at about US$ 222 million.

(e) Critical Success Factors: The bus leasing program in Phase 1 may fail if the recipients of the vehicles do not maintain them and are unable to repay the monthly amortization charges. The ability to repay the leasing charges, in turn, will depend on the approved fares as well as the amount of subsidy to be given in case the fare level is below production costs.

Bus operators need to learn new techniques and systems for managing and operating a large fleet, which are quite different from their practices as transport cooperatives. The various personnel of the bus operators, especially the drivers and mechanics, have to be trained. Otherwise, the productivity of the vehicles will be poor. Bus operators will not have the incentives to become efficient nor be able to attract new capital for expansion during Phase 2, unless the ability of the government in regulating them is also improved. Noncommercial policies, which may have worked in the past, would have to be changed drastically. Rules of engaging in the transit business would have to be simplified.

As the rate of motorization exceeds the ability of the government to expand the road network, the competition for scarce road space will become more severe. Buses will suffer in competing with other road users, unless the government implements bus-priority and bus-only measures. To get more commuters to shift to buses, they should be able to experience shorter traveling times on buses than on cars or motorcycles.

3) Bus Corridor Management Program

(a) Approach to Short-term Plan: Traffic management can utilize existing infrastructure effectively and improve the transport situation without incurring large investments for road construction. They are essential in improving operating conditions for buses, with some restrictions on motorcycles and other road users, as well as in promoting traffic safety. The focus of traffic management in the short-term plan is placed on improving traffic conditions at major corridors in the study area.

Priority for traffic improvement should be given to the corridors where bus services operate. As the current government policy is directed toward the expansion of bus services by fielding more and larger buses, the overall traffic management should be closely linked with public transport development. The Policy Test Project was planned with this concept.

(b) Traffic Engineering Measures: There exist a number of bottleneck points and accident-prone locations in HCMC. Congestion can be mitigated and accidents can be reduced by implementing small-scale traffic improvement measures such as intersection geometry improvement and installation of traffic control devices. Mid-block sections of roads also play an important role in creating safe and pedestrian-friendly environment.

(c) Existing Condition of Major Bus Corridors: Bus corridors exert strong, if not controlling, influence on the structure of the route network. They reflect heavy travel demands with pronounced orientations. Based on the results of traffic surveys and the analysis of the existing road network, major transport corridors were identified in areas outside and within NH1. Around the city center, 10 radial and circumferential corridors were identified. On a broader scale, in the area within NH1, a core network comprising 10 main alignments was identified (refer to Figure 9.1).


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9-5

Figure 9.1 Proposed Bus Corridors

Within Ring Road No.2 Outside Ring Road No.2

Source: Study Team

(d) Plan for Bus Corridors and Cost Estimates: Specific improvement plans on traffic management on major routes were worked out based on the results of various surveys and observations. Required improvement items and costs for each intersection and road section are summarized in Tables 9.2 and 9.3.

Table 9.2 Required Improvements on Bus Corridors (Within Ring Road No.2)

Corridor Infrastructure Traffic Management Bus & Street Amenities

Widening Pave- ment

Signal- ization

Traffic Reorganiztn

Bus* Priority

Mid- block

Inter- section

Curb- side

Control

Bus Stop

Facility

Bike Lane/

Sidewalk

Cost Est.

(US$ 000)

No.1. Ben Thanh - Saigon Bridge Corridor $1,158 Section1 Quach Thi Trang - Ton Duc Thang E x x Section2 Ton Duc Thang x x P x x x x Section3 Ton Duc Thang - Thi Nghe Br x P x x x x Section4 Thi Nghe Br - Saigon Br x E x x x

No.2. Dien Bien Phu – 3 Thang 2 Corridor $1,830 Section1 Nguyen Huu Canh- Rach Thi

Nghe E x x x Section2 Rach Thi Nghe - Dinh Tien Hoang x E x x x x Section3 Dinh Tien Hoang - Cong Truong

Dan Chu (CTDC) x x E x x x x x Section4 CTDC - Nguyen Tri Phuong x E x x x x x Section5 Dinh Tien Hoang – CMTT x x E x x x x x Section6 CMTT - Nguyen Tri Phuong x E x x x x x Section7 Nguyen Tri Phuong - Cay Go x P x x x x x

No.3. Ben Thanh - An Lac Corridor $3,003 Section1 Quach Thi Trang - Tran Hung Dao x E x x x Section2 Tran Hung Dao - Nguyen Van Cu x x x x P x x x x x Section3 Nguyen Van Cu - Nguyen Tri

Phuong (NTP) x x P x x x x x Section4 NTP - Chau Van Liem x P x x x x x Section5 Chau Van Liem - 3 Thang 2 x E x x x x x Section6 3 Thang 2 - An Luc Bus Terminal E x x x


9-6

(Continuation of Table 9.2) No.4. Ben Thanh - An Suong Corridor $4,642 Section1 Quach Thi Trang - 3 Thang 2 x P x x x x x Section2 3 Thang 2 - Nga Tu Bay Hien x x x x P x x x x x Section3 Nga Tu BayHien- Nga Ba Queo x x P x x x x x Section4 Nga Ba Queo - NH1A x x x x P x x x x x

No.5. Tan Thuan - Tan Thoi Hiep Corridor $5,528 Section1 Cau Tan Thuan - Cau Khanh Hoi P x x x x Section2 Ton Duc Thang - Vo Thi Sau x x P x x x x Section3 Vo Thi Sau – Nga Tu Phu Nhuan x x x x P x x x x x Section4 NgaTuPhuNhuan –

NgaSauGoVap x x x x P x x x x x Section5 Nga Sau Go Vap - Le Duc Tho x x x x P x x x x x Section6 Le Duc Tho – NH1A x x x x P x x x x x

No.6. Tan Son Nhat - Cho Lon Corridor $2,415 Section1 CauNhiThienDuong – Hung Vuong x x x P x x x Section2 Hung Vuong - 3 Thang 2 x x x x P x x x x Section3 3 Thang 2 - Nga Tu Bay Hien x P x x Section4 Nga Tu Bay Hien – Lang Cha Ca x P x x Section5 Lang Cha Ca - Nga Tu Phu Nhuan x P x x

No.7. Xo Viet Nghe Tinh Corridor $3,004 Section1 Dien Bien Phu - Back Dang x x x E x x x x Section2 Back Dang - Xo Viet Nghe Tinh x x x x E x x x x Section3 XoViet Nghe Tinh - Xau Binh Trieu x E x x x x Section4 Xo Viet Nghe Tinh - Back Dang x x P x x x x Section5 Back Dang – Dinh Bo Linh x E x x Section6 Dinh Bo Linh - Nga Tu Binh Trieu x P x x

No.8. Phan Dang Luu Corridor $900 Section1 Lang Cha Ca – Nguyen Van Troi x x E x x x Section2 Nguyen Van Troi – Phan Dinh

Phung x x E & P x x x x Section3 Phan Dinh Phung – Le Quang

Dinh x x E & P x x x x x Section4 Le Quang Dinh – Xo Viet Tinh x x E & P x x x x x

No.9. Nam Ky Khoi Nghia - Airport Corridor $1,150 Section1 Pasteur (Ham Nghi – Ly Tu Trong) x P x x Section2 Pasteur (Ly Tu Trong–Vo Thi Sau) P x x Section3 NKKN (Ham Nhgi – Vo Thi Sau) P x x Section4 Vo Thi Sau – Cong Ly Bridge x P x x x x x Section5 Cong Ly Bridge – Hoang Van Thu x E & P x x x x x Section6 Hoang Van Thu – Airport E x x x

No.10. Nguyen Thi Minh Khai Corridor $1,600 Section1 Bach Dang – Thi Nghe Bridge x P x

x x x x Section2 Thi Nghe Bridge – Phung Khac

Khoan x P x x x x x Section3 Phung Khac Khoan – Ba Huyen

Thanh Quan x E & P x x x x x Section4 Ba Huyen Thanh Quan – Ly Thai

To x P x x x x x Section5 Hung Vuong (LTT – Hong Bang) x E x x x Section6 An Duong Vuong&Tran Phu

( Hong Bang – Ly Thai To x E x x x x Source: Study Team Note: E: Bus exclusive lane; P: Bus priority lane (mainly mixed with M/C)

E&P: Inbound exclusive bus lane (towards city center), outbound bus priority lane (away from city center).


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Table 9.3 Required Improvements on Bus Corridors (Outside Ring Road No.2)

Corridor Infrastructure Traffic Management Bus Facilities Amenities

Widening Pave- ment

Signal- ization

Lane Designation

Add'l Signal Phase

Marking /Sign / Median Barrier

Geom. Modification

Stop Sign & Pad

Shelter/ Busbay at Key Stop

Transfer Node/

Terminal Side- walk

Street Light

Land- scape/

Cleaning

Cost Est. (US$ 000)

No.1. Ha Noi Highway $3,200 Section 1

Saigon Br. - An Binh x x x x x

Section 2

An Binh - Dong Nai Br. x x x x x x x x x x x x

Section 3

Dong Nai Br. - Bien Hoa Ctr x x x x x x x x

No. 2. Nguyen Van Linh $700 Section 1

Natl Hwy 1A-Ong Lon River x x x x x x x x

Section 2

Ong Lon River-Prov Rd.15 x x x x x

No.3. Provincial Road 10 $2,100 Section 1

Hung Vuong - An Duong Vuong x x x x x

Section 2

An Duong Vuong - City boundary x x X x x x x x x x

Section 3

City boundary- Duc Hoa Ctr x x x x x x

No.4. Provincial Road 15 $300 Section 1

TanThuan Br . - PhuXuan Br. x x x

Section 2

PhuXuanBr.- Ferry Terminal x x x x x

No.5. National Highway 1A_City $1,100 Section 1

Ha Noi Hwy - Hwy 22 x x x x x x x x x

Section 2 Hwy 22 - An Lac Under construction x x x x x x No.6. National Highway 1A_West $3,000 Section 1

An Lac - City Boundary x x x x x x x x x x

Section 2

City boundary - Tan An boundary x x x x x x x x x

Section 3 Tan An Ctr x x x x x x x x x x No.7. National Highway 13 $800 Section 1

Binh Trieu Br.- Hwy 1A x x x x x x

Section 2

Hwy 1A - Thu Dau Mot Boundary x x x x x x x x

Section 3

Boundary - TDM Bus Terminal x x x x

No.8. National Highway 22 $1,900 Section 1

Natl Hwy 1A - Dist Rd No.6 x x x x x x x x x x

Section 2

Dist Rd 6 - Cu Chi Bus Terminal x x x x x x x x


Nhi Thien Duong Br. – City boundary x x x x x x x x x

Section 2

City Boundary - Can Duoc Ctr x x x x x x x x


Ha Noi Hwy - Bien Hoa Boundary x x x x x x

Section 2

Bien Hoa boundary- An Phuoc x x x x x x x

Section 3

An Phuoc - Phuoc Thai x x x x x x

Source: Study Team


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4) Traffic Safety Improvement Program

In parallel to the implementation of bus corridor management, traffic safety improvement will also be conducted. Measures and activities are summarized in Table 9.4.

Table 9.4 Proposed Traffic Safety Improvement Measures

Category Specific Measures

1. Road Safety Planning • Revival of computerized accident database • Formulation of Multi-year Traffic Accident Reduction

Plan

2. Enforcement • Strict enforcement of traffic rules • Training program for the Traffic Police

3. Traffic Education and Campaign

• Improvement of licensing system • Expansion of safety education in primary schools • Conduct of frequent safety campaigns

4. Institutional Arrangement for Traffic Safety

• Rationalization of Road Traffic Law • Strengthening of related organizations

5. Infrastructure Improvement • Improvement of safety facilities at black spots - Improvement measures for 19 identified black spots in

HCMC from the aspect of (i) reduction of conflict area, (ii) introduction of left-turn phase, (iii) control by police and (iv) removal of vendors and other obstacles.

• Traffic safety audit Source: Study Team


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10 FEASIBILITY STUDIES

A. Ring Road No.2

1) Project Outline

Ring Road No.2 is a priority project of the city authority. It will form the first high-standard ring road by completing missing links in order to connect the existing National Road No.1 and the road network in southern HCMC. RR2 when completed is expected to function as the backbone in the future expanded urban area. This road is extremely important both from the transport and urban development viewpoints.

From the transport viewpoint, it will divert industrial traffic to/from factories and ports from using the roads in the city center. From the urban development viewpoint, it will provide ample opportunities for new development along the road, especially new urban centers in the areas where the ring road intersects with major radial corridors. The ring road will give a great opportunity to encourage development of a polycentric urban structure.

The project is composed of the following components:

(a) New construction of eastern section (23.5km including Phu My Bridge)

(b) Widening of southwestern section (5.0km including Phu DInh Bridge)

(c) Construction of flyovers (a total of 11 locations)

Figure 10.1 Components of Ring Road No.2 Project

Source: Study Team

D

NH1APR16 NH13

NH22

PR14

PR25

PR10

PR15

NH1K

NH50Nguy en Van Linh

NH1A

NH1A

PR34

East-West Highway

Hung Vuong

D

NH1APR16 NH13

NH22

PR14

PR25

PR10

PR15

NH1K

NH50Nguy en Van Linh

NH1A

NH1A

PR34

East-West Highway

Hung Vuong : Ring Road No.2 (Scope of F/S): Ring Road No.2: Primary Road: Secondary Road: Flyover (Scope of F/S): Flyover (Existing): Flyover (Planned by VN side)

LEGEND

Phu My Bridge

Phu Dinh Bridge

Total: 67kmNew: 23.5kmWidening: 5.0km

No. of new flyovers: 11 locationsNo. of New bridges: 2


10-2

2) Demand Forecast

At present, the average daily traffic (ADT) on the existing NR No.1 is 25 to 28 thousand PCUs/day on Thu Duc – Au Suong section, 30 to 36 thousand PCU/day on Au Suong – Au Lac section and 2 to 3 thousand on Nguyen Van Linh section. On these sections, future traffic demand is estimated to be 50 to 60 thousand, 50 to 70 thousand, and 40 thousand PCUs/day, respectively. The eastern section will be utilized by 70 to 100 thousand PCUs/day. The project road can contribute greatly to decongest roads in the city center.

3) Preliminary Engineering

The northern section along NR No.1 has been widened through an ADB project. The western section is also being widened through a local BOT project. Thus, in the HOUTRANS, the preliminary engineering study was made for the missing part of the eastern section including Phu My Bridge (23.5km) and the widening of the western section including the construction of Phu Dinh Bridge. Considering that the ring road must accommodate a busway and serve the expected urban development along the section, it is proposed to have six lanes with service roads (see Figure 10.3).

For Phu My Bridge and Phu DInh Bridge, three alternative plans were studied to assess economic costs and implementability. It is thus proposed to adopt a cable-stayed, PC girder bridge for Phu My Bridge (260m span, 1,920m approach and 2,440m total bridge length and PC rahmen bridge for Phu Dinh Bridge (90m span, 320m approach and 530m total length bridge). Flyovers and interchanges are also proposed for junctions with major radial roads.

Figure 10.2 Estimated Traffic Volume

With Ring Road No.2 Without Ring Road No.2

Source: Study Team


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Figure 10.3 Typical Cross-section of Ring Road No.2

Source: Study Team

4) Estimated Costs

On the basis of the preliminary design and survey on resettlement, the project cost was estimated. While total cost amounted to US$ 848 million, priority sections (missing links in the east and southwest sections) would require US$ 786 million.

Table 10.1 Construction Cost of Ring Road No.2

Cost (US$ million) Section Length (km)

No. of Lane Total Construction ROW1)

Road 21.1 6 472 400 72 East Phu My Bridge 2.4 6 154 154 - Road 4.5 6 140 88 52 Southwest Phu Dinh Bridge 0.5 6 20 20 -

Flyovers 11 sites - 62 28 34 Total - - 848 690 158

Source: Study Team 1) ROW cost was estimated based on surveys on the number of people who would be affected and on current land value

and compensation. A total of 10,340 persons are affected.

2.0-3.0

2.0-3.0


10-4

5) Implementation Plan

Although the construction of Phu My Bridge is planned under a BOT scheme, securing the necessary equity IRR from the private sector is unlikely if the construction cost is to be covered by toll collection alone. Therefore, the adoption of an appropriate PPP scheme is proposed, wherein the private sector will invest in busway structure, maintenance of the ring road and toll collection for Phu My Bridge1, while the public sector will be responsible for land acquisition and construction of all infrastructures.

6) Economic and Financial Evaluation

The project is economically viable, generating an EIRR of 29% which was estimated based on direct benefits comprising reduction in VOC and time savings. Financial viability of the project as a whole is negligible because the toll revenue from the bridge is minimal.

7) Related Development

With the completion of the ring road, there will be great opportunities for urban development. Current practice indicates that land values with and without good infrastructure support in many parts of the study area differ significantly. This means that large gains can be obtained by the project implementing body. Or, the beneficiaries can shoulder the infrastructure cost if proper institutional arrangements are provided. Various urban development schemes must be implemented as part of Ring Road No.2 Project or in close coordination with it.

1 It is assumed that toll for a passenger car will be VND 9,000 in the beginning and eventually increased to VND

15,000.


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Source: Study Team

0 2.5 5km

Ben Thanh

Ton Duc Thang

Saigon Brige

Thu Duc

Bien Hoa

Ben Thanh - Ton Duc Thang 2.2 Underground Urban Rail

Ton Duc Thang- Saign Bridge 2.0 Elavated

Saign Bridge - Thu Duc 9.7 At-grade

Thu Duc - Bien Hoa 15.0 At-grade Busway/U.Rail

Section Length(km) Structure Mode

Urban Rail

Urban Rail

B. UMRT Line Project

1) Project Outline

While the ring road will create a new corridor, the UMRT Line 1 is meant to expand passenger capacity along an existing and well-established corridor that links HCMC and Bien Hoa, the capital of Dong Nai province where industrial activities are concentrated. The corridor is expected to function as a vital link between two major urban centers and other economic and population sub-centers in-between.

UMRT Line 1 will provide a high-quality and high-capacity public transport system serving as the backbone of a public transit network. The project is composed of the following (see Figure 10.4):

(a) Urban rail segment between Ben Thanh and Cho Nho (13.7km) which will initially be developed as a busway before being upgraded into rail services.

(b) Busway segment between Cho Nho and Bien Hoa (14.5km), operating harmoniously with the rail component.

Figure 10.4 Location of UMRT Line 1

Section Length (Km) Structure Mode

Ben Thanh - Saigon Zoo 1.8 Underground

Saigon Zoo - An Binh 7.5 Elevated

An Binh - Cho Nho 4.4 At-grade

Urban Rail

Cho Nho - Bien Hoa 14.5 At-grade Busway


10-6

Source: Study Team

2) Traffic Demand

Without this project, the projected road-based traffic along Hanoi Highway and NR No.1 would reach more than 100,000 PCUs, inclusive of 6 to 10 thousand buses, per day. This volume represents a very high level of transport demand (and severe congestion without the UMRT). It is anticipated that such a system could accommodate ridership of 380,000 passengers a day in both directions at the inner sections, and 140,000 at the outer sections, of the railway line. On the other hand, the busway section along Cho Nho and Bien Hoa would carry between 100,000 to 160,000 passengers a day by 2020.

Table 10.2 Ridership of UMRT Line 1

Section Length (km)

No. of Pax (000/day)

Average Trip Length (km)

Revenue1) (US$ 000/day)

Urban Rail: Ben Thanh – Cho Nho

13.7 526 8.3 322.0

Busway: Cho Nho – Bien Hoa

14.5 240 9.2 194.4

Total 28.2 766 8.6 471.2 Source: Study Team 1) Assumed fare is VND 5,000+500/km.

Figure 10.5 Estimated Traffic Volume along UMRT Line 1

Ben Thanh

Cho Nho

VNR

UMRT 1

An Binh

Bien Hoa

UMRT 1(east): Railway

UMRT 1(east): Busway

Other UMRT Line (000pax/day)


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1.02.0 7.0 5.010.75

0.5

C.L.

UMRT

5.01.0

10.752.07.00.5

20.0

72.5

3) Preliminary Engineering

Major planning, environmental, route alignment and engineering issues along the transport corridor have been examined and do not present major impediments in the construction of a high-capacity Metro rail transit system along the UMRT Line 1 (East) transport corridor.

On the basis of the estimated traffic demand and internationally-accepted design standards, the vertical and horizontal alignment of the 28-km route has been determined – from Ben Thanh to Cho Nho and Bien Hoa. A typical at-grade cross-section is indicated on Figure 10.6. Government should, at an early stage, reserve the future rights-of-way, especially for key elements such as the depot area, stations, tunnel portal structure, tunnel vent shafts, electrical substations and the multimodal interchange terminals. This is of particular importance for the section of the line from Peoples Station 2 to Saigon Bridge Station 5.

Figure 10.6 Typical At-grade Cross-section of UMRT Line 1

Source: Study Team

4) Operation Plan

For the design year 2020, the passenger demand would require 6-car trains to be operated at 2.5 to 4.5-minute interval during peak hours for the 13.7km railway section between Ben Thanh and Cho Nho. With one way trip time of 23 minutes, a total of 126 cars is required. The selected location of the depot is an area near An Binh Station taking into consideration the availability of land and the proposed operation. The railway will be connected to Bien Hoa with busway at Cho Nho.

5) Terminal Development Plan

Preliminary plans have been prepared for the following terminal and stations:

(a) Ben Thanh Central Station: the primary consideration is easy connection between UMRT Line 1, UMRT Line 2, and bus services as well as with major facilities located in the area via underground paths and skywalks.

(b) Cho Nho Station: the configuration is intended to facilitate smooths transfer between rail and bus as well as the feeder services in the area.

(c) Bien Hoa Station: This is an end station of Line 1 and was planned to provide convenient transfer with bus services as well as access in the area.

(d) Other intermediate stations: The planning consideration is accessibility of passengers to/from stations and circulation of vehicles.

6) Required Investment

The project is estimated to cost US$710 million – of which the railway component is $578 million and the busway component is $58 million. Another $74 million is required to cover rights of way and resettlement for both components.


10-8

Table 10.3 Construction Cost of UMRT Line 1

Cost (US$ mil) System Length

(km) Total1) Capital2) ROW3) Urban Rail (Ben Thanh – Cho Nho) 13.7 597 578 19Busway (Cho Nho – Bien Hoa) 14.5 113 58 55Total 28.2 710 636 74

Source: Study Team 1) Including civil works, bridge, building, track, depot, E&M, and rolling stock. 2) Including terminal, transfer facilities and excluding buses. 3) 1,300 persons will be affected.

7) Economic and Financial Evaluation

The project’s is deemed economically feasible with EIRR equal to 20.0%. Not unlike similar mass transit system in other countries, the UMRT Line 1 is not financial viable, with FIRR equal to 3.9% - which is below opportunity cost of equity capital. For this reason, it is not suitable for BOT arrangement. However, a PPP structure is possible where the civil works and rights-of-way are paid for by the government and the electromechanical components are lodged with the private sector on a build-lease-transfer basis. In the absence of established demand and the low fares that can be imposed in HCMC, the private sector will avoid assuming market risk.

8) Implementation Plan

To minimize risk as well as cost, the UMRT Line 1 should be implemented in stages. Stage 1 can immediately be activated; it entails the introduction of a busway system on bus-priority lanes along the delineated route. Stage 2 will make the lanes dedicated, i.e., to the exclusion of other road traffic within the inner sections of the city. The construction of the railway section from Ben Thanh to Cho Nho will comprise Stage 3 followed by bus-only lanes from Cho Nho to Bien Hoa section.

With rigorous planning and preparation, the railway service should be in commercial service by 2011.

9) Ancillary Development

With a high-capacity transit system, the corridor should be planned and developed for high-intensity land use – particularly near and around the stations. It is also anticipated that Bien Hoa will grow into a large urban area with a million population. The proposed Saigon Mass Transit Authority can either enter into joint ventures, or encourage the independent development, of commercial/business activities in and around transit terminals and stations. The city should also plan large-scale estate development (e.g., as industrial, educational, residential, and mixed developments) to be connected to Line 1 through efficient feeder services. Efforts should be exerted so that the benefits from such developments will somehow generate funds to subsidize and sustain the operations of UMRT.


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11 CONCLUSION AND RECOMMENDATIONS

1) Challenge to Sustainable Urban Transport Development

The urban transport situation in the study area has not yet reached the level that many other large urban areas in Southeast Asia suffer from. People can still move relatively freely in HCMC but the time will soon come when, if the current trend continues, the urban transport problem will grow to a level which the society can only manage with great difficulty. However, in guaranteeing a sustainable urban transport envisioned by city authorities and the people, the transport sector must not be dealt with independently of other sectors. Rather, urban transport planning must be part of an integrated approach, intertwined with urban planning and economic development. For this reason, it is vital to enhance the people’s understanding of the importance of the urban transport sector in guiding the future direction of the city’s development. The city’s competitiveness and livability in the future depend on actions taken – or not taken – today.

2) Shared Vision, Common Agenda

With so many governmental bodies, organizations, and individuals involved in the transport planning process, implementation is facilitated when there is unanimity and consistency of actions – especially between national, provincial, and city governments. This can only occur when all, or most, of them share a common vision about HCMC. A Master Plan articulates that vision in various ways.

A Master Plan involves several trade-offs and choices which are essentially political processes. There will be competition from other sectors for the funds and resources required to implement the plan. Resolving these competing requirements will be a major task, which can only be handled at the political level, guided by technical information. The implementation of schemes and proposals will also require an assessment to be made of the political implications and priorities. The aim of the political processes is to produce a consensus on the plan and its components.

3) Sector Management

Effective urban transport sector management will require improved management systems focused on core functions, with the systems executed by well-trained personnel. This will involve: the withdrawal of the public sector from commercial activities, the development of human resources towards those activities that remain within the public sector, and the adoption of modern management systems

Possible Areas where Divestment can Start

The city can start shedding off less controversial functions first, such as:

• Motor vehicle inspections which can be done by private companies, rather than directly by the city government;

• Subcontracting of road and bridge maintenance and repairs;

• Conversion of existing maintenance SOEs into independent contractors competing for government business.


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Training in Key Aspects of the Sector

Ultimately, it is the human resources that will drive implementation. There is a general lack of trained staff, compounded by lack of a systematic human resource development program. Since the city government has limited resources to attract skilled manpower for the foreseeable future, it should attempt to out-source. Construction, infrastructure maintenance, local planning/engineering consultancies, and a variety of other services can be contracted out.

Management Systems

It is said that with a good system, below-average workers can perform better; but a bad system can turn even good employees into errant workers. Management system involves the following:

• Organizational changes to ensure that each organization has the appropriate authority and manpower to fulfill its mandates;

• Standardization of tasks and procedures to carry out organizational processes, from policymaking, to planning, programming, budgeting, execution and control, as well as identification of tools required at each stage; and

• Implementation of these systems using guidance documents, monitoring and feedback mechanisms, and information technologies.

New Channels for Consensus-building

To strengthen the TUPWS’ hand in promoting a broad constituency for transport plans and programs, it is recommended that the following channels be pursued:

• Establishment of liaison groups with representatives from transport users (from the private and state sectors of industry, voluntary associations or representatives of large and small transport operators in all modes, provincial and national government departments) to engage in dialogue on the key issues;

• Conduct of periodic workshops, similar to what the HOUTRANS did, with liaison group members and other interested organizations, to work out potential bugs in a solution and to monitor views about obstacles to be encountered;

• Establishment of consultation procedures for coordinating organizations such as the National Traffic Safety Committee, to support their activities in urban areas;

Timing is Important

A clear distinction is needed between short-term missions, such as for the Short-term Action Plan (STAP), and those for which the timing is some way in the future (LTDP or Transport Master Plan). In this manner, institutional support and strengthening can be prioritized. For example, the execution of ports relocation may be hampered, unless the problem of coordinating 25 ports managed by 15 companies and 10 government agencies is resolved in advance. In terms of road transport, the TUPWS’ ability to assess road-user needs is to be improved further because it lacks rudimentary information, such as the characteristics of the vehicle fleet, due to a lack of an effective computer database. Hence, future effectiveness will depend on early development of data systems.


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4) Financing Strategy

Ensure Funding First before Implementation

Implementation can only proceed if the required resources had been earmarked or secured before hand. A capital budget, distinct from annual operating budget, should be considered because project construction usually extends beyond a year and actual disbursements stretch over several years. Implementation could suffer if funding for subsequent years dries up, or is stopped.

Expand the Budget Envelope

The capital budget envelope for the Transport Master Plan can be enlarged in a variety of ways. The most promising tack is to identify new sources of revenues – such as charges for renewal of vehicle registration and also driving licenses – and earmarking the amounts collected into a transport development fund.

While borrowings and PSP schemes are politically expedient and acceptable, they cannot always substitute for sound fiscal management involving a broad range of revenue instruments, unless a proper institutional framework is provided.

An exercise was made to estimate possible funding capability of the city in the transport sector based on a number of probable assumptions. The results are positive although they are largely dependent on the feasibility of introducing such measures1 (see Table 11.1).

Table 11.1 Fund Requirement

Item US$ billion 1) HOUTRANS Master Plan 2) Other work (30% of 1)

14.0 4.2

Estimated Fund Requirement 2004-2020 Total 18.2

1) Existing Funding Mechanism1) 1.9 -4.7 2) Private Sector Participation

• Urban expressway (40%) • UMRTs (40%)

Secondary roads (20%)

0.7 1.2 0.5

3) Economic Measures on TDM • Increase in vehicle registration fee

US$ 300 for motorcycles US$ 3000 for cars

• Increase in parking fee2) VND 3,500 for motorcycle VND 6,000 for cars

• Area licensing3) VND 7,500/entry for motorcycles VND 15,000/entry for cars

• Increase in fuel price (1.5 times) 4)

1.0 7.9

3.9 1.9

0.3 0.8 2.1

Possible Fund Source 2004-2020

Total 21.3-24.1 Source: Study Team 1) 1.25% of HCMC’s GDP (2004-2020). 2) ½ of motorcycles and cars. 3) The area includes 11 districts in the city center (districts 1,3,5,10,11, and a part of 6). 4) From US$ 0.37/liter to US$ 0.56/liter.

1 All of them are practiced in many countries and cities in the world.


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Improve Project Design and Priority-setting

Effective implementation is also the by-product of good project design and good selection. Dividing a project into stages can lower initial budget hurdle, and be easier to implement. Good selection among a portfolio of the ”right” projects also set the stage for higher economic growth, and with it, more robust revenues in the future. On the other hand, poor resource allocation creates a vicious spiral of wasted funds and anaemic revenues.

5) Improving Private Sector Participation

One way to expand the budget envelope for transport infrastructure is through private sector participation. It is a non-traditional way that Vietnam has already opened; a number of projects were reported to have been implemented under BOT arrangement, such as the following:

• Interprovincial Road No. 15, Phase 2, by Petrol Construction Company, at a cost of VND186 billion (~US$ 12m);

• Passage Bridge of Binh Trieu, Phase 2, by Traffic Construction Corporation No. 5, at a cost of VND 340 billion (~US$ 21.9M).

While the legal foundation (Decree 62/1998/ND-CP) for PSP/BOT exists, it is not sufficient to entice private sector investors who are equally concerned about the stability of the contracts as well as the impartiality of the country’s judicial system in enforcing them.

There are several lessons from other countries that HCMC can adopt to improve PSP, and these are:

• Project development can not be left alone to the private sector; the government has to prepare the project studies before handing out the concession or contract.

• In the selection of concessionaire, an open and impartial tender provides greater assurance to lenders, as well as lend long-term stability to the contract.

• Government support is necessary, especially in the provision of ROWs in advance of project construction.

• A regulatory framework should be established to take advantage of the “market” to provide the associated benefits and to ensure that the concessionaire is delivering what is required and getting compensated in a fair manner.

• A long-term strategic plan should be pursued, mainly because urban transport projects (like toll roads and railways) function as part of a network, and therefore demand could be disrupted or altered in the future as the network evolves.

• While toll roads and bridges are relatively straightforward types of projects suitable for BOT, mass transit systems are much more complex and governments often have to accept the bottom line financial responsibility

6) Land Acquisition, Resettlement and Environment

In the implementation of development initiatives, resettlement can not always be avoided. As such, measures and guidelines on resettlement are necessary to mitigate adverse impacts. Resettlement becomes an obstacle to effective implementation of transport projects when it is considered only as an afterthought and at the tail-end of the development cycle. This means the preparation of an effective resettlement action plan


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(RAP), as an intrinsic part of the project including its financing. Similarly, the requirements of environmental impact assessment could slow down project implementation, if not properly addressed at the outset.

While the sole objective to construct transport infrastructure is not only to develop transport infrastructure but to increase mobility, accessibility to services, improve the people’s lives, and enhance the city’s livability, equally importantly is to promote the development of organized urban areas. Toward these ends, a new approach to develop infrastructure integrated with urban and environmental development wherein an alternative mechanism for land acquisition and resettlement must be established.


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Appendix 1 STUDY ORGANIZATION, WORKSHOPS AND SEMINARS CONDUCTED

Table 1.1 Members of the Vietnamese Side

Steering Committee Name Agency / Position 1. Mr. Nguyen Viet Tien Chairman Vice Minister, MOT 2. Mr. Nguyen Van Dua Vice Chairman Vice Chairman, HCMC-PC 3. Mr. Truong Tan Vien Standing Member Acting Director, Department of Planning and Investment, MOT 4. Dr. Nguyen Quang Bau Standing Member Director, TDSI 5. Prof. Dr. La Ngoc Khue Member Consultant 6. Mr. Nguyen Trong Tin Member Director, Department of Infrastructure, MPI 7. Mr. Vu Xuan Hieu Member Deputy Director, International Finance, MOF 8. Mr. Pham Thanh Tung Member Deputy Director, International Relation Dept., MOT9. Mr. Chu Manh Hung Member Deputy Director, Science & Technology Dept., MOT10. Mr. Nguyen Ngoc Hung Member Deputy Director of Science & Technology Dept, VR11. Mr. Ho Trung Hieu Member Deputy Director, DPI, HCMC-PC 12. Mr. Tran Quang Phuong Member Vice Director, DTUPW, HCMC-PC 13. Mr. Tran The Ngoc Member Director, DNRE, HCMC-PC 14. Mr. An Dung Member Director, APD,HCMC-PC Technical Working Group Name Agency / Position 1. Mr. Tran Doan Phi Anh Chairman Director, TDSI South 2. Mr. Tran Quang Phuong Vice Chairman Vice Director, TUPWS, HCMC-PC 3. Mr. Nguyen Viet Dung Member Vice Director, PMU, MOT 4. Mr. Nguyen Tran Thuat Member Vice Director, PMU, VR 5. Mr. Nguyen Kim Lang Member Vice Director, TEDI-South 6. Mr. Trang Trung Son Member Vice Manage, ODA Project Management Division, HCMC-PC 7. Mr. Ho Phuong Member Planning Chamber, DNRE, HCMC-PC 8. Mr. Truong Loi Hue Member UPI, DA&P, HCMC-PC 9. Mr. Pham Van Thinh Member Director, Traffic Police Department, HCMC-PC 10. Mr. Le Trung Tinh Member Director, MOCPT, TUPWS HCMC-PC 11. Dr. Ho Thanh Phong Member Management Division, HCMC National University Counterpart Team

Assignment Agency Name 1. Leader/Transport Planning TDSI-South Mr. Nguyen Nhu Trien 2. Transport Survey /Analysis TDSI-South Mr. Nguyen Duy Hung 3. Demand Forecast TDSI-South Mr. Vuong Tan Duc / Mr. Dao Trung Nghia4. Road Planning/ Facility Design TUPWS Mr. Do Diep Gia Hop 5. Public Transport Planning MOCPT (TUPWS) Mr. Nguyen Hoang Tri 6. Land-Use/ Urban Planning UPI (DA&P) Mr. Nguyen Quoc Vinh 7. Traffic Management /Traffic Safety Traffic Police Dept. Mr. Chu Duc Thang

Task Force Members Name Agency Assignment 1. Mr. Phan Thai Binh TUPWS, Transport and Industrial Management Division Team Leader 2. Mr. Tran Quoc Khanh TUPWS, Urban Transport Management Unit Sub-leader 3. Mr. Do Diep Gia Hop TUPWS, Urban Transport Management Unit Member (CP)4. Mr. Nguyen Hoang Tri MOCPT (TUPWS) Member (CP)5. Mr. Dang An Phuc TUPWS, Transport Management Division Member 6. Mr. Ngo Dung Qua Hai TUPWS, Transport and Industrial Management Division Member 7. Mr. Nguyen Huy Pho Traffic Police Member 8. Mr. Phan Vo Thu Phong Polytechnic University Member 9. Mr. Nguyen Duy Hung TDSI-South Member (CP)


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Table 1.2 Members of the Japanese Side

JICA Advisory Committee Name Position 1. Dr. Shigeru MORICHI Chairman 2. Dr. Tetsuro HYODO Vice Chairman 3. Mr. Eiji EBASHI Urban Transport Planning 4. Mr. Masahiro YOSHIMI Rail-based Public Transport Planning 5. Mr. Atsushi IWABUCHI Road-based Public Transport Planning

JICA

Name Position Division/Office 1. Mr. Akira NAKAMURA Director First Social Development Study Div.2. Mr. Yodo KAKUZEN Deputy Director First Social Development Study Div.3. Mr. Kenichi KONYA First Social Development Study Div.4. Mr. Fumio KIKUCHI Representative Vietnam Office 5. Mr. Hiroshi SHIRAKAWA Deputy Representative Vietnam Office 6. Mr. Katsutoshi KOMORI Assistant Representative Vietnam Office

JICA Study Team

Name Assignment 1. Dr. Shizuo IWATA Team Leader / Urban Transport Policy 2. Mr. David SHELLEY Institutions 3. Mr. Shigehisa MATSUMURA Urban / Regional Planning 4. Mr. Takashi SHOYAMA Transport Funding, Economic / Financial Analysis 5. Dr. Tetsuji MASUJIMA Road-based Public Transport Planning 6. Mr. Kosei TANIWAKI Rail-based Public Transport Planning 7. Mr. Tomoaki TAKEUCHI Road Planning 8. Mr. Yasunori NAGASE Transport Facility Design 9. Mr. Clive HOLMAN Traffic Management Planning (1) 10. Mr. Seiya MATSUOKA Traffic Management Planning (2) 11. Mr. Rene SANTIAGO Operation and Management 12. Mr. Hans ORN Bus Operation Planning 13. Dr. Akira HOSOMI Transport Survey (1) and Demand Forecast 14. Dr. Ian ESPADA Transport Survey (2) 15. Mr. Masayuki ISHIYA Data Analysis and Database 16. Mr. Joji TERAHARA Social Environment 17. Dr. Phung Chi SY Natural Conditions and Environment 18. Ms. Beulah PALLANA Resettlement 19. Dr. Ricardo SIGUA Traffic Safety 20. Mr. Masato KOTO Local Traffic Management Planning and Policy Test 21. Mr. Masayoshi IWASAKI PPP Technique 22. Mr. Kazuya URANO Bridge Planning 23. Ms. Motoko KAWAKUBO Project Coordination


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Table 1.3 Workshops and Seminars Conducted in the Study

Date Venue ParticipantsSeminars

1st HOUTRANS Seminar 27 Aug. 2002 Caravelle Hotel 28 2nd HOUTRANS Seminar 22 May 2003 Caravelle Hotel 156 3rd HOUTRANS Seminar 17 Sept. 2003 Continental Hotel 133 4th HOUTRANS Seminar Mar. 2004 -

Technical Workshops No.1 “Impact of Motorbikes on

Traffic Flow” 15 Jan. 2003 New World Hotel 70

No.2 “Bus Operation and Management”

6 Jun. 2003 Metropolitan 48

No.3 “Urban Growth Scenario” 8 Jul. 2003 New World Hotel 48 No.4 Urban and Regional

Development Vision and Strategy for HCM Metropolitan Area

25 Jul. 2003 New World Hotel 52

No.5 “Urban Transport Development”

30 Jul. 2003 Metropolitan 38

No.6 “Assessment of Policy Test Project and Corridor Management Plan”

11 Nov. 2003 Duxton Hotel 37

No.7 “Social Considerations in M/P & F/S”

9 Feb. 2004 Metropolitan 28

No.8 “Implementation in PPP” 10 Feb. 2004 TDS-South 10 Learning Sessions

No.1 “Bus Operation, Traffic Safety, and Resettlement”

12 Feb. 2003 Metropolitan 32

No.2 “Traffic Accident Database” 10 Jun. 2003 TDSI-South 12 No.3 “Traffic Demand Analysis” 21 Jul. 2003 TDSI-South 10 No.4 “Analysis of Transport Policy

using Modal Split Model” 30 Dec. 2003 TDSI-South 13

Source: Study Team

HOUTRANS NEWS LETTER No. 3 November 2003 Page 1

A2-1

Newsletter of “The Study on the Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area” by TDSI & JICA

・ What is Policy Test Project....1 ・ Project Corridor .....................1 ・ Measures Implemented.........3 ・ Assessment of PTP...............3 ・ What can we learn from PTP 4

The Policy Test Project (PTP) is a part of the Urban Transport Master Plan Study for the Ho Chi Minh Metropolitan Area (HOUTRANS). The study is conducted under technical assistance from the Japan International Cooperation Agency (JICA). The Policy Test Project was carried out as a joint effort by the HOUTRANS study team and the HCMC government agencies from August 2003 to October 2003. WHAT IS POLICY TEST PROJECT? The Policy Test Project is to (i) test a set of integrated measures on the improvements of bus service and operation environment; and (ii) learn lessons for the formulation of HOUTRANS bus transport development strategy.

Key Components for Bus Service and Operation Environment Improvement

PROJECT CORRIDOR Tran Hung Dao Street is the project corridor. It connects Ben Thanh and Cho Lon Bus Terminals. Existing bus Route 1 is the test route. The following criteria were considered in selecting project corridor: • Potentially high demand for bus transport and

the future urban mass rail transit; • Well-developed road infrastructure to explore

traffic management and safety measures beneficial for bus operations.

• Existing service provision by a major bus operator to develop model on bus operation and management.

MEASURES IMPLEMENTED Stage 1: August 1 – September 14 Bus Service: Increase of frequency; expansion of operating hours; and fixed departure time. Traffic Management & Enforcement: Improvement of traffic management at major intersections; prohibition of on-street parking; and enforcement of traffic rules and driving behaviors. Traffic Safety: On-site traffic safety campaign to bus and road users. Public Information of the Project: Informing the public through a variety of channels. 1 Traffic control (2 stop line, center point

marking, and 2 step turn) at major intersections :

2 No left-turn intersection : 3 No on-street parking :

4 Enforcement of traffic rules 1. THD

- N.T. Hoc

2. THD - N.V. Cu

3. THD - N. Bieu

N. Trai – N.T. Phuong

4. THD – N.T. Phuong

5. THD – C.V. Liem

N. Trai – C.V. Liem

Saigon(Me Linh

)

Ben ThanhTerminal

Binh Tay Terminal

Stage 2: September 15 – October 31 Bus Operation: Introduction of air-conditioned buses, bus exclusive/priority lanes, park & bus ride at terminals and circular bus service in the city center; modification of routing; and promotion of bus rides. Traffic Management & Enforcement: Continuation of regulations introduced in Stage 1; and prohibition of 4-wheel vehicles on specific road sections. Traffic Safety & Public Information of the Project: Continuation of measures from Stage1.

A. Bus Services and OperationA-1 Air-conditioned busA-2 Bus lanes

1) Exclusive lane :2) Priority lane :

A-3 Route modification (cut) :A-4 Park & Bus Ride parking :A-5 Circular bus service in CBD :A-6 Increase of bus fareA-7 Bus user information service

Tran

Hun

g Dao

Saigon(Me Linh)

Ben ThanhTerminal

Binh TayTerminal

Nguyen Trai

Bus Priority Lane

5 3 . 321 023 . 3 1 0 5 .4 1

Bus Exclusive Lane

6 . 38 . 56 . 38 . 52 9 . 6

Bus Exclusive/Priority Lane

33 8

1 73

w/ banning of 4-wheel vehicles

December 2003 (No.3)

• Regulation of motorcycle traffic

• Allocation of road space bytypes of transport modes

• Improvement of traffic police enforcement skills

• Safety education and campaign

• Improved enforcement • Safety measures for

vehicles and pedestrians

• Increase of bus capacity and frequency

• Bus priority on key sections• Improvement of

accessibility to bus service• Improvement of bus

passenger facilities • Feeder service

Traffic Safety

Bus Service and Operation

Environment

Bus Priority & Improved Service

Traffic Management

Appendix 2 Evaluation Summary of the Policy Test Project


A2-2

ASSESSMENT OF PTP

Findings Assessment of the Policy Test Project provides a comprehensive examination of the project impact on bus operation, user experience, and corridor traffic condition. Major findings are highlighted as the following:

• The project has been accepted and valued by the public, including bus operators, passengers, road users and roadside residents;

• Buslane priority has shown promise and applicability for bus transport development;

• Bus service enhancements are successful in attracting passengers;

• Marketing and enforcement are effective in promoting public transport and road safety.

• Park-and-Busride facilities provide convenience for people riding bus to work;

• Various minor intersection traffic measures have functioned with moderate impact;

• Prohibition of on-street parking effectively supports bus priority.

BUS OPERATION Ridership

(1). Bus Route 1 in the Tran Hung Dao corridor Route 1 ridership has had remarkable growth. Daily ridership increased over 80% from the July average of 8,300 to the level of 15,700 during Stage 2 implementation (Sept 15 - Oct 31, 2003).

Trend of Ridership Growth

The newly added evening service appeals to the people in the corridor. By the end of October, average passengers per trip between 8pm and 9pm went up to 19 passengers.

Such fast ridership growth is encouraging and implies that HCMC has huge potential in public transport, should a well defined system improvement is made.

(2). CBD Circular Route The circular route was introduced on Sept 15, 2003. Ridership on this new route had an initial

quick startup and then maintained at the level of 170 passengers daily. The low level of ridership was due to a number of overlapping routes.

Bus Travel Time Because Route 1 within the Tran Hung Dao corridor is a short 8km bus route, travel time change is marginal. Generally, travel time on trips into CBD becomes shorter but that of outbound trips slightly longer.

Buslane priority treatment and design scheme have immediate impact on bus operation.

AM Peak Bus Travel Time Change

0

2

4

6

8

10

12

Section A Section B Section C Section D

Bus

Tra

vel T

ime

(min

ute) Before

After

0

2

4

6

8

10

12

Section A Section B Section C Section D

Bus

Tra

vel T

ime

(min

ute)

Before

After

CBD – Binh Tay Binh Tay - CBD

Bus contra-flow exclusive lane (Section D) has the most advantage to speed up bus service.

Bus priority lane on wide road (Section A) also improves bus operation performance. Morning peak travel time in both directions decreases. Midday travel time, though unchanged, shows less variation in daily operations.

Bus priority treatment on narrow road (Sections B and C), on the other hand, appears difficult to be effective.

PASSENGER EXPERIENCE User Assessment The project has turned out to be a good learning experience for public transport passengers and also received strong support from them. More passengers became satisfied with bus service after the completion of project. Bus riders have had better experiences with all aspects of bus service. In particular, over 70% passengers highly value experiences with travel time, punctuality, onboard comfort and security after Stage 2 implementation.

Service Condition Assessment by Passengers

0%10%20%30%40%50%60%70%80%90%

Travel

time

Wait

ing tim

e

Punctu

ality

Service

hours

Route

trans

fer

Bus st

op fa

cility

Onboa

rd co

mfort

Onboa

rd se

curity

% o

f Rid

ers

Rat

ing

"Goo

d"

Within Stage 1 Within Stage 2

c

10,000

12,000

14,000

16,000

18,000

27-J

ul

3-A

ug

10-A

ug

17-A

ug

24-A

ug

31-A

ug

7-S

ep

14-S

ep

21-S

ep

28-S

ep

5-O

ct

12-O

ct

19-O

ct

26-O

ct

Period

No.

of d

aily

pas

seng

ers


A2-3

Improvements on frequency, operation hours and enforcement are considered the most successful within Stage 1 implementation. Punctuality was added to the top in October, likely a result of buslane implementation.

Marketing efforts are effective in reaching out to the public and promoting bus service. Bus riders quickly became familiar with the project, from majority not knowing the project in Stage 1 to knowing the project in Stage 2. Of the various channels of outreach, newspaper, banner and pamphlet were the most effective channels of information in the initial stage. In the October campaign, broadcasting over TV helped deliver the project to many riders.

Channels of Information for Passengers (Oct 2003 Survey)

Newpaper15%

Flyer/shirt9%

TV20%

Speaker vehicle

9%

Rt pamphlet7%

Banner30%

Others10%

Park-and-Busride Usage at Ben Thanh reached over 55 people a day lately and usage at Binh Tay had less than 10 people. Proximity to bus terminal is a deciding factor for P&BR. Majority users appear to be bus riders with 70% users parking beyond 4 hours per entry.

CORRIDOR TRAFFIC Buslane Condition The contra-flow exclusive lane has the best bus operating condition. Condition of bus priority lane is heavily subject to available space of road, volume of motorcycle traffic and enforcement. Generally, priority lanes on wide road segments have less interference from motorcycles and bicycles than those on narrow roads.

Bus Exclusive Lane

While motorists understand clearly not to access bus exclusive lane, it would take time and education for them to learn and observe rules of priority lane.

Safety Improvements Safety condition has improved along mid-blocks of the corridor where priority lane and exclusive lane are in operation. Motorists appear to have a stronger sense of vehicle mode separation, as a result of lane designation and parking ban in buslane.

Intersection traffic condition is far more difficult than that of mid-block. Minor intersection measures, while improving behaviors of some motorists, have limited impact.

Effect of Parking Ban There has been a substantial decline of vehicles parking in buslane, since parking ban became effective. Buslane on wide road has the least parking violation. On the other hand, motorcyclists have the most violations among road users and evening peak period is challenging as motorists tend to park in buslane for other activities.

Enforcement is important for limiting illegal parking. On the days of strict enforcement, parking violations of all categories dropped significantly.

Road User Assessment From the time of Stage 1 implementation to the completion of Stage 2, road users offered favorable assessment on peak hour traffic condition, road facility condition, and traffic safety.

User Assessment of Corridor Conditions (% of road users rating as “good” & “very good”)

August October August October

Peak hr traffic condition 22% 26% 22% 30%

Off-peak traffic condition 44% 44% 44% 48%

Road facility condition 39% 45% 37% 48%

Traffic safety 23% 28% 19% 30%

No. of Respondents 604 582 356 384

All road users Motorcyclists/bicyclists

Motorcyclists and bicyclists, who made up 60% of the survey group, have had even better experience with road conditions. They assessed all major aspects of traffic and road conditions far better off after the completion of project. In view of these 2-wheel drivers, safety improvement is the most outstanding outcome.


A2-4

Roadside Resident Assessment Residents consider most traffic management measures successful. Of these, on-street parking ban, 2-step bicycle left-turn, center point marking and bus priority lane have shown higher level of public acceptance and success. As for bus service measures, punctuality, frequency and long service hours are consistently thought the best outcome of the project. Roadside residents have noticed bus stop improvements during the project, yet still regard this aspect inadequate. WHAT CAN WE LEARN FROM PTP? Bus transport can be attractive and can work in HCMC within the immediate timeframe. The HCM metropolitan area has huge potentials in the long-term public transport development, should a favorable bus service and operation environment be established.

The various experiments on PTP have yielded valuable insights for the future bus transport improvements. Outcomes of service enhancement and traffic condition improvement are appreciated by bus riders, road users and residents alike. Most measures tested are feasible for application on major corridors as well as local streets. Therefore, improving bus operation environment on local and feeder bus services over secondary roads would be highly desired by the public.

IMPLICATIONS FOR THE FUTURE The project proves that integrated bus improvements on bus operation and traffic management generate positive impacts on bus service provision, users and overall traffic conditions along the test corridor.

Concepts and schemes experimented are feasible and can be applied in HCMC. The project approaches and outcomes are promising for the short-term improvement and development of bus transport in HCMC. The following identifies applicability of key project elements.

Buslane Buslane, in the forms of priority lane and exclusive lane, is workable for short-term bus transit development and offers advantage to bus operation. Nonetheless buslane cannot act along, it needs support from traffic management and service operation in order to establish a desirable bus operation environment.

Bus Service Enhancement Service enhancement is a key element of this integrated scheme. Frequency and long

operation hours are priorities for primary bus services that are under the consideration by HOUTRANS and the City. An immediate action for the city is to develop a user-friendly bus route system map, which would effectively bring information to the public and facilitate bus rides.

Public Transport System Map

Traffic Management Minor intersection measures, while improving behaviors of motorists, appear to have limited impact. Understanding major causes of traffic conflicts in HCMC and devising locally fit major traffic measures would be crucial for the fundamental improvements in bus operations and corridor traffic conditions.

Enforcement and Education These have been proved effective in changing driving behaviors for a short period. Duel efforts on strict enforcement and continual education would be central to form good driving behaviors and ensure the designed outcome of bus priority scheme.

Education on public transport and driving behavior to schoolchildren is a useful means. Certainly, they are the future patronage of public transport and road users. In addition, messages from children will be brought to their parents, who would likely raise their attention on traffic safety and public transport.

CONTACT US This Newsletter reports the progress of “The Study on the UrbanTransport Master Plan and Feasibility Study in HCM MetropolitanArea” (HOUTRANS) being conducted by TDSI-South and JICA, aswell as other issues about urban transport in HCM area. Forcomments or questions about this Newsletter or the Study, pleasecontact us. JICA Project Office TDSI-South office, 92 Nam Ky Khoi Nghia St., Dist. 1 Ho Chi Minh City, Vietnam Tel/Fax: (08) 914-2853 E-mail: [email protected] Website: http://www.houtrans.org

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