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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
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 Peoples 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
SUMMARY
1 2 3 4 5 6 7 8 9 10 11 Introduction ......................................................................................................................1-1 Current Transport Situation, Problems and Issues .........................................................2-1 Transport Policy for Metropolitan HCM............................................................................3-1 Land Use and Transport Development Scenario ............................................................4-1 Transport Demand Forecast............................................................................................5-1 Formulation of Long-term Transport Network..................................................................6-1 Development and Promotion of Public Transport Services.............................................7-1 Transport Master Plan .....................................................................................................8-1 Short-term Action Plan.....................................................................................................9-1 Feasibility Studies ..........................................................................................................10-1 Conclusion and Recommendations............................................................................... 11-1
APPENDICES
1 2 Study Organization, Workshops and Seminars Conducted Evaluation Summary of the Policy Test Project
LIST OF TABLES
Table 2.1 Table 2.2 Table 2.3 Table 2.4 Table 2.5 Table 2.6 Table 4.1 Table 4.2 Table 5.1 Table 5.2 Table 6.1 Table 6.2 Table 6.3 Table 6.4 Table 6.5 Table 6.6 Table 6.7 Table 7.1 Table 8.1 Table 8.2 Table 8.3 Table 8.4 Table 8.5 Table 8.6 Table 8.7 Table 8.8 Table 8.9 Table 8.10 Table 8.11 Table 8.12 Table 8.13 Table 9.1 Table 9.2 Table 9.3 Table 9.4 Table 10.1 Table 10.2 Table 10.3 Table 11.1 Socio-economic Indicators by Area .......................................................................2-2 Population Growth in the Study Area ....................................................................2-3 Total Travel Demand in the Study Area .................................................................2-6 Access to Alternative Transport Modes, 2002.....................................................2-15 Average Travel Time and Evaluation by Mode....................................................2-17 Average Travel Time and Users' Assessment.....................................................2-18 Future Socio-economic Framework for 2020 ........................................................4-4 Fourth Scenario Population Framework................................................................4-6 Distribution of Future Demand, 2020 ....................................................................5-2 Growth of Distributed Demand, 2002 and 2020....................................................5-2 Impact on Traffic of Do-nothing and Do-committed Networks ..............................6-2 Description of Different Scenarios.........................................................................6-4 Roads and UMRT Development by 2020..............................................................6-6 Inter-city Transport Projects Related to Master Plan ............................................6-6 Comparison of Alternative Network Performance .................................................6-8 Road Availability by District, 2002 and 2020 .........................................................6-9 Impact on Air Quality..............................................................................................6-9 Evolution of Bus Transit in HCMC .........................................................................7-2 Proposed Strategies and Actions of HOUTRANS.................................................8-6 Summary of Major Master Plan Projects...............................................................8-9 Ongoing and Committed Projects ....................................................................... 8-11 Ongoing and Proposed Major Projects in the Master Plan .................................8-12 List of Primary Road Projects ..............................................................................8-13 List of Secondary Road Projects .........................................................................8-14 List of Urban Expressway Projects......................................................................8-15 Estimated Cost of Flyovers/Interchanges ...........................................................8-16 List of UMRT Projects..........................................................................................8-19 Necessary Width of Land for Railway Structure..................................................8-20 Assessment of Local Traffic Conditions by District .............................................8-24 List of Regional Expressway Projects .................................................................8-27 Overall Investment Plan ......................................................................................8-29 Structure of Short-term Action Plan .......................................................................9-2 Required Improvements on Bus Corridors (Within Ring Road No.2) ...................9-5 Required Improvements on Bus Corridors (Outside Ring Road No.2).................9-7 Proposed Traffic Safety Improvement Measures ..................................................9-8 Construction Cost of Ring Road No.2 .................................................................10-3 Ridership of UMRT Line 1 ...................................................................................10-6 Construction Cost of UMRT Line 1......................................................................10-8 Fund Requirement............................................................................................... 11-3
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LIST OF FIGURES
Figure 1.1 Figure 1.2 Figure 1.3 Figure 2.1 Figure 2.2 Figure 2.3 Figure 2.4 Figure 2.5 Figure 2.6 Figure 2.7 Figure 3.1 Figure 4.1 Figure 4.2 Figure 4.3 Figure 4.4 Figure 4.5 Figure 4.6 Figure 5.1 Figure 5.2 Figure 5.3 Figure 5.4 Figure 6.1 Figure 6.2 Figure 6.3 Figure 6.4 Figure 6.5 Study Area Boundary.............................................................................................1-1 Overall Study Framework ......................................................................................1-2 Study Organization ................................................................................................1-3 Location of Study Area in the Region ....................................................................2-1 Existing Transport Network in the Region .............................................................2-2 Population Growth and Density of the Study Area by District ...............................2-5 Comparison of Road Area Occupancy ..................................................................2-9 Number of Lanes in Urban Areas ..........................................................................2-9 People's Concerns on and Assessment of Urban Transport Services ...............2-16 Estimated Traffic Volume and Volume Capacity Ratio in the Study Area ...........2-18 Development of Ho Chi Minh City .........................................................................3-1 Analytical Framework for Urban Growth Management .........................................4-1 Urban Development Directions .............................................................................4-3 Land Conditions.....................................................................................................4-3 Comparison of Land Conditions and Current Land Uses .....................................4-4 Proposed Future Metropolitan Structure of the Study Area ..................................4-5 Preliminary Conceptual Land Use Plan ................................................................4-6 Transport Demand Forecast Procedure................................................................5-1 Generated and Attracted Trips, 2002 and 2020 ....................................................5-3 Growth of Demand by Direction, 2002-2020.........................................................5-3 Trip Distribution, 2002 and 2020 ...........................................................................5-4 Network Analysis/Planning Framework .................................................................6-1 Assignment of Future Demand on Do-committed Network ..................................6-3 Traffic Assignment on Future Network by Scenario ..............................................6-5 Master Plan Network, 2020 ...................................................................................6-7 Impact of Recommended Network on Future Travel Coverage (Travelled Area by Car within One Hour).............................................................6-8 Structure and Components of the Transport Master Plan.....................................8-2 Indicative Target for Modal Share in 2020.............................................................8-3 Transport Master Plan Network...........................................................................8-10 Location of Ongoing and Committed Projects..................................................... 8-11 Location of Primary Road Projects......................................................................8-13 Typical Cross-section of Primary Roads (Urban Area) .......................................8-13 Location of Secondary Road Projects .................................................................8-14 Typical Cross-section of Secondary Roads (Urban Area) ..................................8-14 Location of Urban Expressway Projects..............................................................8-15 Typical Cross-section of Urban Expressways .....................................................8-15 Location of Flyover and Interchange Projects (Urban Area)...............................8-16 Proposed Bus Corridors ......................................................................................8-18 UMRT Network ....................................................................................................8-19
iii
Figure 8.1 Figure 8.2 Figure 8.3 Figure 8.4 Figure 8.5 Figure 8.6 Figure 8.7 Figure 8.8 Figure 8.9 Figure 8.10 Figure 8.11 Figure 8.12 Figure 8.13
Figure 8.14 Figure 8.15 Figure 8.16 Figure 8.17 Figure 8.18 Figure 8.19 Figure 9.1 Figure 10.1 Figure 10.2 Figure 10.3 Figure 10.4 Figure 10.5 Figure 10.6
Typical Cross-section of Underground, Elevated and At-grade Rail Section......8-20 Location of Busway Projects ...............................................................................8-21 Proposed Green Network in Urban Core Area....................................................8-25 Location of Regional Expressways .....................................................................8-27 Typical Cross-section of Regional Expressways.................................................8-27 Location of Hoa Hung Trang Bom Section.......................................................8-28 Proposed Bus Corridors ........................................................................................9-5 Components of Ring Road No.2 Project .............................................................10-1 Estimated Traffic Volume.....................................................................................10-2 Typical Cross-section of Ring Road No.2 ...........................................................10-3 Location of UMRT Line 1.....................................................................................10-5 Estimated Traffic Volume along UMRT Line 1.....................................................10-6 Typical At-grade Cross-section of UMRT Line 1 .................................................10-7
iv
ACRONYM
AADT AASHTO AC ADB APD ASEAN ATC BOT BR-VT CAO CBD CP CPRGS DBST DCI DFID DLH DOC DONRE DOSTE DOT DPI EIA E&M EIRR EPZ FIRR F/S GDP GIS GOJ GOV GPS GRDP HCM HCMC HDI HEPZA HIS HOUTRANS HPI ICD IRR IT Annual Average Daily Traffic American Association of State Highway and Transportation Officials Asphalt Concrete Asian Development Bank Architecture and Planning Department Association of Southeast Asian Nations Area Traffic Control Build-Operate-Transfer Ba Ria-Vung Tau Chief Architect Office Central Business District Counterpart Comprehensive Poverty Reduction and Growth Strategy Double Surface Treatment Department of Culture and Information Department for International Development Department of Land and Housing Department of Construction Department of Natural Resource and Environment Department of Science and Technology Department of Transport Department of Planning and Investment Environment Impact Assessment Electronics and Mechanics Economic Internal Rate of Return Export Processing Zone Financial Internal Rate of Return Feasibility Study Gross Domestic Product Geographical Information System Government of Japan Government of Vietnam Global Positioning System Gross Regional Domestic Product Ho Chi Minh Ho Chi Minh City Human Development Index HCMC Export Processing and Industrial Zones Authority Household Interview Survey The Study on the Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area Human Poverty Index Inland Clearance/Container Depot Internal Rate of Return Information Technology
ITS IWT IZ JICA JBIC J/V HCMC-PC IER LED LS MOC MOCPT MOF MOT MPI M/C M/P MRDR NESR NGO NH NMV NPO NTSP OD ODA O&M PC PCU PBSC PLC PMU PMU-IUT PPC PPP PR PTP RAO RFID RND ROW RR SC SFEZ SOE STRADA
Intelligent Transportation Systems Inland Waterway Transport Industrial Zone Japan International Corporation Agency Japan Bank of International Cooperation Joint-venture Ho Chi Minh City Peoples Committee Institute of Economic Research Light Emitting Diode Learning Session Ministry of Construction Management and Operation Center of Public Passenger Transport Ministry of Finance Ministry of Transport Ministry of Planning and Investment Motorcycle Master Plan Mekong River Delta Region Northeastern South Region Non Governmental Organization National Highway Non-motorized vehicle Non Profit Organization National Traffic Safety Program Origin-Destination Official Development Assistance Operation and Management Peoples Committee Passenger Car Unit Public Benefit Service Companies Public Lighting Company Project Management Unit Project Management Unit of Investment in Urban Transport Provincial Peoples Committee Public Private Partnership Provincial Road Policy Test Project Road Area Occupancy Radio Frequency Identification Road Network Density Right of Way Ring Road Steering Committee Southern Focal Economic Zone State-owned Enterprise System for Traffic Demand Analysis
vi
S/W SWM TDSI TDM TMU TSSV TUPWS TWG UMRT UNESCO UNDP UPI VC VCR VITRANSS VMS VND VOC VUTIP VR
Scope of Work Solid Waste Management Transport Development Strategy Institute Traffic Demand Management Transport Management Unit Transport Science Society of Vietnam Transportation and Urban Public Works Services Technical Working Group Urban Mass Rapid Transit United Nation Educational, Scientific and Cultural Organization United Nations Development Program Urban Planning Institute Volume-Capacity Volume-Capacity Ratio The Study on the National Transport Development Strategy in the Socialist Republic of Vietnam Variable Message Signboard Vietnam Dong Vehicle Operating Cost Vietnam Urban Transport Improvement Project Vietnam Railway
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Executive Summary
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 Peoples 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 sides ownership of the study. In addition, the development of a set of updated database contributed to the successful completion of the study.
The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Executive Summary
3 4
Average road density is 3.95 km/ km . However, it is low at 0.48km/km in five newly developed areas and at 2 0.29km/km in the peripheral area. The gap between the central area and the suburbs is large. In the ongoing East-West Highway Project, land acquisition cost is reported to be 40% of the total cost. 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.
The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Executive Summary
Mainly based on the results of the Residents Perception Survey in the HOUTRANS HIS.
The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Executive Summary
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
Bus Operation Stage 1 (Aug.1 Sep.14) - Increase of frequency - Expansion of operating hours - Fixed departure time Stage 2 (Sep.15 Oct.31) - 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 - Continuation of measures in Stage 1 - Prohibition of 4-wheeled vehicles from narrow road section
- Traffic management at major intersections - Prohibition of onstreet parking - Enforcement of traffic rules & driving behaviors - On-site traffic safety campaign - PR on site and through TV and newspapers
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.
The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Executive Summary
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 Vietnams 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 Vision and Goal
Objectives Strategies
Coordination
Alignment with central
Subsector issues and crosscutting issues Sector development strategy Regional development strategy
Monitoring
Progress/
agencies
Coordination with other
Process
Outputs/
agencies
Central govt - Provl & local govt - Private sector/ NGOs - Donors
Actions/Projects
List of actions Projects/Programs
Outcome
Implementation Plan
Schedule Project profile
Implementation
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
Car/Truck 18 million trips/day Motorcycle Rail Bus Present (2002) Source: Study Team Future (2020) 36 million trips
50% (indicative)
The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Executive Summary
Table 2
Objective
A. Promotion of social understanding on present and future urban transport problems and issues at A1
Strategy
Conduct of consecutive transport campaigns
A2
A3
A4
A5
B.
B1
Policy coordination within metropolitan area Integration of city M/P and transport M/P Development of systematic road network
B2
B3
B4
B5
Promotion of integrated urban & transport development Guidance for ideal urban development
C.
C1
Development of mass transit system Development Bus transport system Exploitation of para-transit and NMVs Exploitation of water transport system Promotion of public transport use and expansion of services Establishment of comprehensive management system for motorized vehicles Strengthening of traffic regulation & management Effective response to freight transport Establishment of parking policy Introduction of TDM
C2
C3
C4
C5
D.
D1
D2
D3
D4
D5
The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Executive Summary
Strategy
Action
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 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 E33:Pilot project on transport management in the city center 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 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 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 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 users pay principle G52:Expansion of public funding capacity G53:Effective use of ODA
E1 Management of transport corridors E2 Improvement of transport environment for pedestrian and bicycle users E3 Redistribution of transport space & improvement of traffic environment in city center E4 Alleviation of air pollution
E5 Establishment of district transport development strategy F. Enhancement of traffic safety F1 Establishment of traffic safety audit system F2 Improvement of traffic accident black spots F3 Improvement of licensing & vehicle inspection system F4 Strengthening of traffic enforcement system F5 Strengthening of first aid system
G1 Reform of transport-related organizations G2 Promotion of private sector participation G3 Improvement of Infrastructure development & management system G4 Strengthening of planning capacity G5 Securing of development fund
The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Executive Summary
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 Area Infrastructure Primary Secondary Urban EXP. UMRT Primary Road Secondary UMRT Primary Road Secondary Urban EXP. UMRT Road Roads and UMRT Development by 2020 2002 (km) 206 309 185 297 391 606 M/P Project WidenNew 1) ing 113 128 213 251 46 106 27 110 172 168 32 140 238 385 419 46 138 2020 (km) 476 647 46 106 295 569 32 771 1,216 46 138 Increase Ratio km 2020/2002 2.3 271 2.1 338 46 106 1.6 110 1.9 272 32 2.0 380 2.0 610 46 138
HCMC
Adjoining Provinces
Source: Study Team 1) Includes roads reclassified and upgraded from a lower to a higher category due to widening.
The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Executive Summary
Figure 3
The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Executive Summary
Table 4
Project / Program (1) (2) (3) (4) (5) Primary Secondary Urban Expressway Flyover Capacity Building
38 roads with 382km (B3, D3) A total of 757km (B3) Road 7sections with 26km (B3) 53 locations (B3) Training, equipment, etc. (A1, D2) Traffic signals, parking, pedestrian path, transit Traffic (6) CBD Traffic Management mall etc. (A1, A42, D2, D4, D5, E2, E3) Management (7) Bus Corridor Channelization, pavement, bus facilities, road Management space reorganization, etc. (A41, C22, D3, E1) (8) Urban Rail 4 routes with 82km (C1) (9) Busway 3 routes with 57km (C1) Public (10) Bus Modernization Bus fleet, management system (A1, C2, C3, C5) Transport (11) Transit Terminal UMRT, inter-city bus etc. (A43, B4, C1, C2) (12) Urban Water Transport Terminal, vessels (C4) (13) Local Traffic Traffic management, facilities, pavement, feeder Improvement transport etc. (E5, G5) Pedestrian path, street lighting, trees, street Transport (14) Green Network furniture etc. (E2, E3) Environment (15) Air Quality Improvement Monitoring facilities vehicle inspection etc. (E4) Campaign, drivers education (A1, A2, A41, F1, (16) Traffic safety F2, F3 F4, F5) Total Source: Study Team
Estimated Cost (US$ mil.) 3,361 2,656 1,861 1,401 10 100 50 2,850 173 222 200 10 300 20 20 20 13,254
Table 5
Category A. Ongoing and Committed Projects 1) Roads 2) Traffic Management B. New Projects 3) Public Transport 4) Transport Environment Total Source: Study Team
Table 6
Estimated Fund Requirement 2004-2020 Possible Fund Source 2004-2020
Item 1) HOUTRANS Master Plan 2) Other work (30% of 1) Total 1) 1) Existing Funding Mechanism 2) Private Sector Participation Urban expressway (40%) UMRTs (40%) Secondary roads (20%) 3) Economic Measures on TDM Increase in vehicle registration fee US$ 300 for motorcycles US$ 3,000 for cars 2) Increase in parking fee VND 3,500 for motorcycle VND 6,000 for cars 3) Area licensing VND 7,500/entry for motorcycles VND 15,000/entry for cars 4) Increase in fuel price (1.5 times) Total
Source: Study Team 1) 1.25% of HCMCs GDP (2004-2020). 2) of motorcycles and cars.
3) Includes 11 districts in the city center (districts 1,3,5,10,11& part of 6). 4) From US$ 0.37/liter to US$ 0.56/liter.
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Executive Summary
P5
P3 P2
P6 P7 P15 P14
P4
P1
P8 P9
P9 P10
P11
P13
P12
10
20
km
S9
S7
S8
S3
S4
S5
5 S1
S6
S10
S1
6 S1
S13
1 S1
S11
S2
4 S1
2 S1
0 10 20
km
Line4
Line3 Line1
Line2
2.5
km
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Executive Summary
HL13
Hanoi Highway
PR25
D O NG N
PR1
Legend
Hung Vuong
: Ring Road No.2 (planned) : Ring Road No.2 (existing) : Primary Road : Secondary Road : Flyover (planned : Flyover (existing) :Major interchange
East-West Highway
Phu My Brdge
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Executive Summary
Bien Hoa
VNR
Cho Nho
Thu
Section
Section
Line 4
Length (Km)
Structure
Mode
Mode Urban Rail Urban Rail Urban Rail Busway/U.Rail
Saigon Bridge
Huong
Line 2
Hoa Hung
Hanoi Highway
Ben Thanh Length 1.8 Underground Structure (km) Saigon Zoo Ben Thanh Ton Duc Thang Saigon Zoo 2.2 Underground 7.5 Elevated An Binh Ton Duc Thang- Saign Bridge 2.0 Elavated An Binh 4.4 9.7 At-grade At-grade Saign Bridge - Thu Duc Cho Nho Cho - Hoa Thu DucNho - Bien 15.0 At-grade 14.5 At-grade Bien Hoa
0 2.5
Urban Rail
Busway
5
Ben Thanh
km
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
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
1-1
The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
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
Year / Month 2002/8
Identification of the Role and Issues of Urban Transport
Study Stage
1 2 Preparation of the Inception Report Discussion on the Inception Report 4
Survey Item
3 1st Seminar 5 Policy Dialogue 10 Conduct of Policy Test Project 11 Technology Transfer (Survey, Analysis and Database)
10
7 Assessment of Present/Future Conditions and Transport Problems Natural/Social Environment Transport Infrastructure Urban Development Traffic Management Transport Demand Transport Services
Transport Surveys
Social Surveys
11
Data Processing and Analysis Present Demand Analysis and Preliminary Demand Forecast Preparation of Transport Database on Present Conditions
12
Formulation of the Short-term Action Plan
2003/1
2 3
12 Preparation of the Progress Report (Draft) 13 Preparation of and Discussion on the Progress Report
4
Formulation of the Master Plan
15
Supplementary Surveys
- Motorcycle Travel Behavior - Data on Local Transport 14 2nd Seminar Progress Report
Master Plan 16 Analysis of Urban/Transport Development Scenarios Socio-economic Framework Assessment of Alternative Scenarios Urban/Transport Development Scenarios Transport Demand Forecast
Formulation of Alternative Plans - Overall Transport System - Subsector Plan Evaluation of Alternative Plans - Initial Environmental Examination - Economic/Financial Analysis Formulation of the Master Plan (Long-/Medium-term Plans and Short-term Action Plan (final))
18 Evaluation of Local
23 Preparation of and Discussion on the Interim Report Overall Evaluation/ Conduct of Feasibility Study Recommendations
Interim Report
10 11 12 2004/1 2 3 4 5
Conduct of Feasibility Study 25 Conduct of Supplementary Surveys 26 Planning/Basic Design of Priority Project(s) Policy Dialogue
27
29 Overall Evaluation and Recommendations 30 Preparation of and Discussion on the Draft Final Report Comments on the Draft Final Report of the Vietnamese Side 32 Preparation / Submission of the Final Report Final Report 31 4th Seminar Draft Final Report
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Steering Committee
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.
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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.
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Study Area Total 6,589 6,735 6,876 7,021 7,169 7,322 7,478
Source: Statistical Yearbooks of HCMC, Binh Duong, Dong Nai, and Long An
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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.
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.
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Figure 2.3
Source: Statistical Yearbooks of HCMC, Binh Duong, Dong Nai, and Long An
Urban Center
Bien Hoa
Saigon South
Source: Taken by the Study Team
Rural Area
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Adjoining Areas Growth Rate (%/yr) 1.9 8.4 6.5 2002 2,244 5,678 2.53
8,229 1.70
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 cities 3 and was comparable to advanced countries. This may be attributed to the high ownership rate of motorcycles. Among highincome 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 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
3 4 5
It is 1.8 in Manila and 1.1 in Jakarta. In Manila, for instance, the average travel time is 47 minutes excluding walk trips. 2 A 43km area comprising districts 1, 3, 4, 5, 6, 10, 11, and Phu Nhuan.
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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
7 8
Average road density is 3.95km/km . However, it is low at 0.48km/km in five newly developed areas and at 2 0.29km/km in the peripheral area. The gap between the central and the suburban areas is large. In the ongoing East- West Highway Project, land acquisition cost is reported to be 40% of the total cost. 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
%
23.2
20.0
30.0
15.4
10.0
2.9 0.6
0.0 Tokyo New York Washington London DC Paris HCMC (inner core) HCMC (Inner Fringe) HCMC (All)
1)
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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
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 motorcyclerelated 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
Parking on Sidewalk
Source: Taken by the Study Team
Traffic Accidents
10
Policy test was conducted along Tran Hung Dao Street in this study.
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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 citys 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
Xe Om
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 Railway 12 and the ASEAN Highway. In relation to the latter, a project is ongoing using ADBs finance to improve NH13 and cross-border procedures. (e) Inter-city Bus Services: Five inter-city bus terminals exist in HCMC at present.13 Intercity 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 12
A JICA-assisted study that works as the master plan for national transport system. 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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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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3) Citizens Perception
The citizens 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. Peoples 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 Peoples Concerns on and Assessment of Urban Transport Services
60% 50% 4 Good 40% 30% 20% Bad 2 10% 0% Very 1 Bad 3 So-so Assessment (average) 5 Good Very
4) Traffic Safety
According to the MOTs National Traffic Safety Program (NTSP) for the Period 20012005, 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. Bicycles 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 peoples 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 peoples 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 Walking Bicycle M/C (Driving) M/C (Passenger) Xe Om Car Bus 2) Others Total Modal Share (%) 17.1 14.4 51.8 10.0 0.7 1.2 1.4 3.4 100.0 Ave. Travel Time (min) 10.0 13.6 18.1 16.5 19.2 36.9 32.8 33.1 16.9 Evaluation 1) Score 3.43 3.26 3.26 3.32 3.17 3.30 3.24 3.24 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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A. Interdistrict Trips To work trips 1,602 To School trips 532 Other trips 5,157 B. Intradistrict Trips To work trips 2,267 To School trips 1,470 Other trips 11,878 Source: HOUTRANS HIS
Figure 2.7 Estimated Traffic Volume and Volume Capacity Ratio in the Study Area
1)
1)
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1679
1867
1905
Source: Tu Lieu & Hinh Anh, Saigon Gia Dinh Xua, 1996
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3) Government Objectives
HCMC and its adjoining areas would remain as Vietnams main link to the global economy. The countrys 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
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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 governments 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 citys 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.
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Analysis of Land Conditions Indicators for Assessment of Development Suitability Consolidation And Planning Directions
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HCMC 2,093 1,335 5,409 4.1 1,187 (21.9) 438 306 156 287 2,370 (43.8) 100.0 4.7 32.6 62.7 1.7 92.6 58.8 33.8 4.4 1.3
Province 3,097 593 2,244 3.8 445 (19.8) 212 161 63 9 990 (44.1) 100.0 16.6 36.0 47.4 1.4 88 41 47 10 1
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Table 4.2
Inner Core Inner Fringe Emerging Peripheral HCMC Suburban Rural Subtotal Satellite Urban Surrounding Suburban Provinces Rural Subtotal Study Area Total 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
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Input
STEP 1
Output
Trip Distribution
STEP 3 Modal Split STEP 4
OD Matrix
OD Matrices by Modes
Future Network
Traffic Assignment
STEP 5
Assigned Traffic
Evaluation
Performance Indicators1)
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. 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.
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CBD 2,933 Inner 699 East Outer 52 Inner 950 North Outer 94 Inner 651 West Outer 88 Inner 740 South Outer 39 Outside 11 Total 6,257 Source: Study Team
Out East North West South Total side Inner Outer Inner Outer Inner Outer Inner Outer 699 52 950 94 651 88 740 39 11 6,257 2,954 331 758 88 117 19 269 14 36 5,285 331 2,792 150 20 4 2 39 5 46 3,440 758 150 3,604 323 472 41 216 9 33 6,555 88 20 323 2,812 37 9 17 13 67 3,480 117 4 472 37 1,543 270 209 32 11 3,347 19 2 41 9 270 2,508 51 96 21 3,103 269 39 216 17 209 51 1,185 128 9 2,861 14 5 9 13 32 96 128 977 22 1,335 36 46 33 67 11 21 9 22 10 266 5,285 3,440 6,555 3,480 3,347 3,103 2,861 1,335 266 35,929
Table 5.2
Area CBD Inner Outer Inner Outer Inner Outer Inner Outer CBD
East
Outside
1.1 2.1 2.4 1.8 3.4 1.8 3.3 1.7 2.2 0.4 1.4
2.1 1.9 8.5 3.0 8.8 4.7 9.5 6.0 7.0 1.7 2.3
2.4 8.5 1.5 8.8 10.0 2.0 13.0 5.0 2.7 1.8
1.8 3.0 8.8 1.5 3.9 3.0 8.2 4.2 9.0 1.6 1.8
3.4 8.8 10.0 3.9 3.0 7.4 9.0 8.5 6.5 4.2 3.2
1.8 4.7 2.0 3.0 7.4 1.7 4.0 2.9 5.3 1.4 2.1
3.3 9.5 8.2 9.0 4.0 1.7 4.6 5.6 5.3 1.9
1.7 6.0 13.0 4.2 8.5 2.9 4.6 1.1 4.6 1.0 1.6
2.2 7.0 5.0 9.0 6.5 5.3 5.6 4.6 1.5 4.4 1.8
0.4 1.7 2.7 1.6 4.2 1.4 5.3 1.0 4.4 0.4 1.7
1.4 2.3 1.8 1.8 3.2 2.1 1.9 1.6 1.8 1.7 1.9
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
Figure 5.2
North
30km
East
West
(000 trips)
5,000
South
2002 2020
Figure 5.3
197 258
North
1,144 1,220
West
226 942 838 2,598 774 166 103 1,786 1,156 195
61 120
CBD
1,762 1,022
East
2,068 114
Inner
South
470
Outer
(000 trips/day)
2002
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2020
The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
Figure 5.4
2002
500
250
100
(000 trips/day)
2020
500
250
100
(000 trips/day)
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
Non-Infra Improvement
Traffic management Bus service development Assessment Demand-Supply Gap Target Service Level Affordability Others Public Transport Bus UMRT
Comprehensive Improvement
Roads At-grade roads Expressways Traffic Mgmt. Corridors CBD
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 A total of eight corridors in the CBD and 4 areas alongside each corridor (32 classified areas).
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
Ratio 2020/2002 Do Nothing Do Committed 2.4 2.9 6.1 0.5 3.0 4.2 11.4 8.8 7.3 6.2 2.4 2.9 5.4 0.6 2.6 3.9 9.8 7.7 7.3 5.9
Do 1) Committed 7.3 77.8 5.9 13.3 1.8 10.2 46.0 56.2 123.5 10,891
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.
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
Figure 6.2
40km 20km
40km 20km
40km 20km
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
Description
Mode
Share (%)
50 20 30 90 5 5 65 25 10 30 20 50 40 30 30
Average Occupancy
1.3 1.9 36 1.3 1.9 36 1.3 1.9 36 1.3 1.9 50 1.3 1.9 36
2 Alternative Scenario 3
4
1)
At-grade Road Only Motorcycle At-grade Road + Urban Car Bus/Rail Expressway1) + UMRT2) Motorcycle Present Modal Share3) Car Bus Motorcycle Trend Modal Share3) Car Bus/Rail Motorcycle Strong Bus Improvement3) Car Bus/Rail Motorcycle Car Increase in Car Usage3) Bus/Rail
Source: Study Team 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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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
Figure 6.3
1)
Source: Study Team 1) Refer to Table 6.2 for further description of alternative scenarios.
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
HCMC
Adjoining Provinces
Source: Study Team 1) Includes roads reclassified and upgraded from a lower to a higher category due to widening.
Inter-city Transport Projects Related to Master Plan Planned By HOUTRANS MOT Project MOT Project MOT Project MOT Project MOT Project MOT Project MOT Project MOT Project MOT Project
Railway
Port Airport
Project My Tho - Nhon Trach Expressway (127km) Bien Hoa - Vung Tau Expressway (81km) Hoa Hung - Bin Trieu Section: Elevated, double track Vung Tau Line: Construction (Bien Hoa - Vung Tau) Mekong Delta Line: Construction (An Binh - Tan Kien - My Tho Can Tho) ASEAN Railway: Construction (Di An - Loc Ninh, Tan Thoi Hiep Trang Bang) Thi Vai, Cai Mep (Thi Vai River) Hiep Phuoc (Soai Rap River) Cat Lai (Dong Nai River) Long Thanh (Dong Nai)
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Figure 6.4
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
Ratio 2020/2002 2.4 Traffic Demand (mil. PCU) 2.8 PCU-km (mil.) Traffic Load 2.5 PCU-hrs (mil.) 1.2 Travel Ave. Travel Speed (kph) Features 1.3 Ave. V/C Ratio 1.6 Transport VOC Cost (mil 4.4 Passenger Time Cost US$) 3.7 Total 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)
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.
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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
District District 1 District 3 District 4 District 5 District 6 District 10 District 11 Phu Nhuan District 8 Binh Thanh Tan Binh Go Vap Thu Duc District 12 Binh Chanh District 2 District 7 District 9 Hoc Mon Nha Be Cu Chi Can Gio Thu Dau Mot Bien Hoa Tan An Thuan An Di An Long Thanh Nhon Trach Can Giuoc Can Duoc Chau Thanh Thu Thua Ben Luc Duc Hoa Tan Tru
2002
2)
2020
Day Time
2)
Day Time
Night Time
Night Time
23 19 3 16 13 11 16 7 14 16 33 16 17 33 79 11 20 6 16 5 80 58 40 51 27 33 21 88 11 39 22 16 20 40 74 0 997
8.2 9.4 2.0 9.8 4.8 5.0 6.0 3.4 0.9 3.0 1.7 1.8 0.8 1.5 0.4 0.4 1.5 0.2 0.3 0.1 0.3 0.1 0.8 0.8 0.5 0.9 0.8 0.2 0.0 0.2 0.1 0.1 0.1 0.2 0.2 0.0 0.3
10.8 10.8 3.9 11.9 9.0 7.0 7.7 5.4 4.3 5.5 4.6 5.3 3.5 3.3 1.6 4.2 3.0 2.2 1.1 0.9 0.7 0.2 1.4 1.4 0.5 2.0 2.0 0.3 0.3 0.6 0.2 0.4 0.1 0.3 0.4 0.2 0.9
55 64 20 50 46 40 76 44 49 43 54 53 61 182 214 118 148 51 90 87 333 998 265 100 227 260 165 492 96 269 137 175 239 324 397 0 130
102 85 16 76 48 46 66 37 39 38 49 46 74 168 206 102 170 41 77 71 311 955 258 101 229 261 184 435 100 247 130 155 230 310 373 0 130
34 47 48 33 92 44 103 73 100 102 80 82 104 153 192 71 102 120 192 127 200 994 236 154 131 388 121 364 249 376 138 475 236 451 335 201 147
144 117 35 85 91 79 71 51 79 67 51 48 104 103 141 74 125 163 131 307 223 627 228 138 135 354 133 377 285 349 120 398 216 425 377 189 147
1.3 1.2 1.9 1.1 1.9 1.4 1.0 1.4 2.3 2.2 1.8 2.3 3.2 1.8 2.6 4.3 1.7 10.3 3.6 8.7 2.3 1.0 1.4 2.0 1.0 2.3 1.9 1.3 7.5 1.8 1.3 3.1 1.1 1.6 1.5 2.0
1.3 1.1 1.9 1.2 1.9 1.4 1.3 1.6 4.8 1.8 2.7 3.0 4.4 2.2 4.3 10.6 2.0 12.5 3.5 12.0 2.3 1.8 1.8 1.8 1.0 2.3 2.5 1.6 22.2 3.0 1.5 4.5 1.2 1.8 2.0 2.5
0.6 0.7 2.4 0.7 2.0 1.1 1.4 1.7 2.0 2.4 1.5 1.6 1.7 0.8 0.9 0.6 0.7 2.4 2.1 1.5 0.6 1.0 0.9 1.5 0.6 1.5 0.7 0.7 2.6 1.4 1.0 2.7 1.0 1.4 0.8 1.1
1.4 1.4 2.2 1.1 1.9 1.7 1.1 1.4 2.0 1.8 1.0 1.0 1.4 0.6 0.7 0.7 0.7 4.0 1.7 4.3 0.7 0.7 0.9 1.4 0.6 1.4 0.7 0.9 2.9 1.4 0.9 2.6 0.9 1.4 1.0 1.1
Source Study Team 1) Primary/secondary roads only; from HOUTRANS GIS. 2) HOUTRANS Master Plan.
Rural
Rural
Suburban
Emerging Peripheral
Inner Fringe
Inner Core
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 Pollutant 2002 Do Nothing Do Committed 124 11,000 Master Plan PT=50% PT=10% 61 102 4,020 7,330 Reduction PT=50% PT=10% 63 6,980 62 3,670
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
Seven is proposed as maximum, to relate to the 7 definable transport corridors. Actual number can be less.
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
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 Industry Structure Short Term Consolidation of small cooperatives, and formation of 3-4 largefleet companies Medium Term Entry of 3 new large-fleet operators, possibly by splitting existing ones, and relocation of affected small operators to feeder routes MOCPT Long Term Possible addition of another fleet operator, depending on circumstances
Regulatory Body
Procurement of Buses
Ticketing
Fares
Autonomous body, with appreciation of commercial culture Quantity, type, and supplier Decided by government Quantity, type, and supplier to be decided by to be decided by operators and parceled out to operators under general under general specifications operators by the regulatory body specifications by the regulatory body Printed, issued and Printed, issued and Use of smart card or RFID controlled by MOCPT controlled by MOCPT for ticketing, acceptable across all operators, including rail transit Flat, at D1,000 and set Adopt distance-related or Same as in medium-term. However, introduce transfer zonal, adjusted below cost. Raise to schemes, with use of smart periodically to D2,000. Introduce card. approximate cost. transfer schemes Paid out according to bus-space-kilometer (bus-seat-km) Franchising for specific corridors, with 3-5-year tenor, renewable depending on performance Tier 1 routes set by govt; Tier 2 routes shared by operators and government Minimum specifications from government, but details left to operators Air-con and premium services Principally, by government Radio communication Suitable mix based on both production and passengers attracted Franchising, with tendering, among the established fleet operators, 3-5-year tenor
Method of Paying Paid out according to Operating Subsidy standard cost per bustrip Market Entry Route licensing via service contracts of 1year tenor.
Route Planning
Initiated by MOCPT, results allocated to operators Largely specified by MOCPT Mainly regular and basic bus Principally by government Use of cellular phones
Tier 1 routes set by govt; Tier 2 routes shared by operators and government Minimum specifications from government, but details left to operators Diversity of services, at discretion of operators Principally, by government since coordinated with e.g. rail and other modes Smart card, GPS for bus location & spacing, traffic signal priority, passenger information in vehicles and at stops, internet information RFID technology
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
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 commonuser 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.
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
Figure 8.1
Coordination
Alignment with central agencies Alignment with others Coordination with other agencies Central govt - Provl and local govt - Private sector/NGOs - Donors
Monitoring
Actions/Projects
Implementation Plan
Support mechanism
Implementation
(c) Transport Master Plan and Urban Master Plan: HCMCs M/P 2020 is an official document approved by the Prime Minister. By its very nature, it does not fully incorporate the transport sectors 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.
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
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
36 million trips (forecasted) Car/Truck 18 million trips/day Motorcycle Rail Bus Present (2002)
Source: Study Team
50%
(indicative)
Future (2020)
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
D1 Establishment of comprehensive management system for motorized vehicles D2 Strengthening of traffic regulation & management D3 Effective response to freight transport D4 Establishment of parking policy 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. E1 Management of transport corridors E2 Improvement of transport environment for pedestrian and bicycle users E3 Redistribution of transport space & improvement of traffic environment in city center E4 Alleviation of air pollution E5 Establishment of district transport development strategy 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 citys future sustainability. The safety issue is a priority at national government level, too. F1 Establishment of traffic safety audit system F2 Elimination of traffic accident black spots F3 Improvement of licensing & vehicle inspection system F4 Strengthening of traffic enforcement system F5 Strengthening of first aid system G. Strengthening of Transport Sector Administration and Management Capacity The tasks to be accomplished for the citys 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. G1 Reform of transport-related organizations G2 Promotion of private sector participation G3 Improvement of Infrastructure development & management system G4 Strengthening of planning capacity G5 Securing of development fund
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
4) Actions
A total of 105 actions were worked out to implement 35 strategies (see Table 8.1).
Table 8.1
Objective A. Promotion of social understanding on present and future urban transport problems and issues at
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)
A5 Information disclosure
A51:Establishment of transport information system A52:Establishment and operation of website 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
B2 Integration of city M/P and transport M/P B3 Development of systematic road network
B21:Establishment of urban planning system B22: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
B4 Promotion of integrated urban & transport development B5 Guidance for ideal urban development
B41:Establishment of development method B42:Integrated urban development with mass transit development B43:Conduct of pilot projects (A43) B51:Improvement of development permission system B52:Introduction of traffic impact assessment B53:Establishment of method to improve residential environment in high-density built-up area
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary (Continuation of Table 8.1) Objective Strategy C. Promotion and development of attractive public transport C1 Development of mass transit system
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 C23:Strengthening of bus operation and management capacity
C31:Establishment of management system C32:Improvement of supporting infrastructure/facilities 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
C5 Promotion of public transport use and expansion of services D. Effective Management of Traffic and Demand D1 Establishment of comprehensive management system for motorized vehicles D2 Strengthening of traffic regulation & management
C51:Formulation of subsidiary policy for public transport users C52:Expansion of bus services for students and workers 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 D13:Adjustment of production quantity D21:Improvement of traffic regulation and management D22:Strengthening of capacity of traffic enforcers (training system) D23:Strengthening of coordination with communities & NGOs D31: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
D5 Introduction of TDM
D51:Specification of TDM measures D52:Establishment of organizational setup for implementation 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 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 E33:Pilot project on transport management in the city center
E2 Improvement of transport environment for pedestrian and bicycle users E3 Redistribution of transport space & improvement of traffic environment in city center
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary (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
F1 Establishment of traffic safety audit system F2 Improvement of traffic accident black spots
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 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 F53:Strengthening of transport and receiving system for emergency patients by emergency care service
F3 Improvement of licensing & vehicle inspection system F4 Strengthening of traffic enforcement system F5 Strengthening of first aid system
G. Strengthening of G1 Reform of transport sector transport-related organizations administration and management capacity G2 Promotion of private sector participation
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 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 users pay principle G52:Expansion of public funding capacity G53:Effective use of ODA
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
Table 8.2
Category VND bil. A. Ongoing and Committed Projects 1) Roads 2) Traffic Management B. New Projects 3) Public Transport 4) Transport Environment Total
Source: Study Team
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Figure 8.3
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
Table 8.3
Project Name 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 Prolonged Chanh Hung Mat Bridge Ba To Bridge Kenh Ngang No.3 Bridge Hiep An 1 Bridge Road to High-Tech IP Nhi Tien Duong 2 Bridge Rach Ong Bridge Road from Binh Thuan St., to Hiep Phuoc IP Prolonged Nguyen Tri Phuong road Bridge Nguyen Van Cu road Bridge Upgrading and widening Cong Hoa St. Ong Lanh Bridge and Khanh Hoi St. Road extending to Binh Thuan St. Improvement of Nhieu Loc-Thi Nghe Road Long Kieng Bridge Rach Dia Bridge Truong Chinh St. Nguyen Oanh St. Provincial Road No.55 Nguyen Van Troi-NKKN Provincial No. 13 (NH1 - Ba Queo) Intersection at Ong Lanh Bridge-Dist. 4 Intersection at Kenh Te Bridge-Dist. 4 Intersection at Kenh Te Bridge-Dist. 7 Construction of East-West Highway Cach Mang Thang Tam (An Duong - Cong Hoa) Rach Chiec Bridge NH1 An Suong-An Lac BOT Project Tan An Bypass NH50 HCMC-Go Cong Section Binh Trieu 2 Bridge-NH13 Widening of Nguyen Huu Canh Widening of Duong Binh Quoi Widening of Nguyen Van Linh Total
Figure 8.4
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
Table 8.4
Project / Program
Description (Action)
Estimated Cost (US$ mil.) 3,361 2,656 1,861 1,401 10 100 50 2,850 173 222 200 10 300 20 20 20 13,254
(1) Primary Road (2) Secondary (3) Urban Expressway (4) Flyover (5) Capacity Building Traffic Management (6) CBD Traffic Management (7) Bus Corridor Management (8) Urban Rail (9) Busway Public Transport (10) Bus System Modernization (11) Transit Terminal (12) Urban Water Transport (13) Local Traffic Improvement Transport Environment (14) Green Network (15) Air Quality Improvement (16) Traffic safety
38 roads with 382km (B3, D3) A total of 757km (B3) 7sections with 26km (B3) 53 locations (B3) Training, equipment, etc. (A1, D2) Traffic signals, parking, pedestrian path, transit mall etc. (A1, A42, D2, D4, D5, E2, E3) Channelization, pavement, bus facilities, road space reorganization, etc. (A41, C22, D3, E1) 4 routes with 82km (C1) 3 routes with 57km (C1) Bus fleet, management system (A1, C2, C3, C5) UMRT, inter-city bus etc. (A43, B4, C1, C2) Terminal, vessels (C4) Traffic management, facilities, pavement, feeder transport etc. (E5, G5) Pedestrian path, street lighting, trees, street furniture etc. (E2, E3) Monitoring facilities vehicle inspection etc. (E4) Campaign, drivers education (A1, A2, A41, F1, F2, F3 F4, F5) Total
Source: Study Team 1) Symbols in parentheses are the actions shown in Table 8.1.
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
5.0 2.0
14.5
3.0
14.5
2.0
5.0
P3 P2
P6 P7 P15 P14
P4
6 lanes
38.5
P1
5.0 2.0
P13
10.75
3.0
10.75
2.0
5.0
P8 P9
P9 P10
P11
P12
4 lanes
5.0 2.0 7.0
10
20
km
Table 8.5
Code P1 P2 P3 P4 P5 P6 P7 P8 P9 P10 P11 P12 P13 P14 P15 TOTAL Source: Study Team 1) N: new construction, W: widening Name
Ring Road No.2- East & Southwest Section Ring Road No.3 (Binh Chanh - Di An) Ring Road No.4 (Ben Luc - Thu Dau Mot) NH1-East Corridor Package NH13 Corridor Package Improvement of Nguyen Kiem NH22 Corridor Package PR10 Corridor Package Improvement of Au Co NH50 Corridor Package Road Development in Thu Tiem Area Improvement of Road to Hiep Phuoc IP PR20 Corridor Package Northern East-West Road Package (1) Northern East-West Road Package (2)
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S7
S8
S5
S3
S6
S4
S10
5 S1
4 lanes
27.0
S1
S1 6
2.5 3.0
7.0
2.0
7.0
2.5 3.0
S13
1 S1
S11
S2
S1 4
2 lanes
3.0
2 S1
0 10 20
km
Table 8.6
Code S1 S2 S3 S4 S5 S6 S7 S8 S9 S10 S11 S12 S13 S14 S15 S16 TOTAL Source: Study Team 1) N: new construction, W: widening Name North Inner Core Area Package South Inner Core Area Package
Inner Fringe Area Package (inside HN1) Inner Fringe Area Package (outside HN1) NH1 East Corridor Package (Peripheral Area NH1 East Corridor Package (Outer Area) NH13 Corridor Package (Outer Area) NH22 Corridor Package (Peripheral Area) NH22 Corridor Package (Outer Area) PR10 Corridor Package (Outer Area) NH1 West Corridor Package (Peripheral Area) NH1 West Corridor Package (Outer Area) PR15 Corridor Package (Peripheral Area) PR15 Corridor Package (Outer Area) PR20 Corridor Package (Peripheral Area) PR20 Corridor Package (Outer Area)
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UE1
UE5
UE6
2.5
km
Table 8.7
Code UE1 UE2 UE3 UE4 UE5 UE6 TOTAL Source: Study Team Inner Ring Line Binh Duong (NH13) Branch Hoc Mon (NH22) Branch Airport Extension An Lac (NH1) Branch Saigon South Brach Name
Tokyo
Osaka
Seoul
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Interchange type
kilometers
No.
1. Clover 2. Three-leg
14 12 18 9 53
DO
N AI
RIVER
3. Diamond 4. Special
Status
Do Committed Existing Planned Expressway Plan
Ty pe of Interchanges
Cloverleaf Diamond IC with Access Control Junction Special Three-Leg
Total
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The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
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 Within Ring Road No.2 Proposed Bus Corridors Outside Ring Road No.2
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Figure 8.13
UMRT Network
Line4
Line3 Line1
Line2
Table 8.9
Code
Section Line 1 (Thu Duc - Ben Thanh Cho Lon- An Lac) (Thu Duc - Bien Hoa, An Lac Tan An) Sub-total Line 2: (Thu Tiem - Ben Thanh Ba Queo - Hoc Mon) (Hoc Mon - Cu Chi) Sub-total Line 3: (Binh Phuoc - Mien Dong - 3/2 - Cho Lon - Dist.8) Line 4: (Dist.12 - Go Vap - Phu Nhuan - Dist.4 - Saigon South) Rail Total Busway Total UMRT Total
System
Length 2) Route (km) 26.6 39.4 66.0 16.3 17.2 33.5 19.8 18.9 81.6 56.6 138.2 U S U S U U -
Length by Type (km) UG EL 11.3 11.3 4.1 4.1 13.6 12.2 41.2 41.2
3)
4)
AG 11.0 39.4
Total ROW Const. 952 130 13 10 23 33 4 37 35 8 88 14 102 939 120 1,059 594 52 646 577 652 2,762 173 2,935
UR1
50.4 1,082 8.0 17.2 25.2 6.2 6.7 627 57 684 612 660
UR2
UR3 UR4
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
Bangkok
Singapore
Manila
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Figure 8.14
Between Stations
Station
Underground Section
Elevated Section
At-grade Section
Table 8.10
Necessary Width of Land for Railway Structure Width (m) Between Stations Station 1) 10m+2m 20m+2m 10m+1m (3 m on the road) 17m+1m (3m on the road) 10m 15m
Source: Study Team 1) Adding the space of construction to the width of structure.
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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
Photo 8.3
Curitiba
Source: Taken by the Study Team
Jakarta
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(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)
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% to Demand District Intradistrict Assessment (%: V.Good & Good / Bad & V.Bad) InterTravel Condition 8 5 8 13 11 4 20 17 16 12 10 14 10 6 12 7 9 12 11 22 15 29 19 7 15 2 6 7 17 15 14 20 19 14 21 15 12 / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / 37 61 42 36 45 46 26 29 35 40 49 32 45 52 41 43 30 37 46 20 36 21 27 52 42 33 49 61 26 37 38 29 46 38 42 60 41 Safety 5 2 5 4 16 12 6 10 17 4 12 9 6 2 18 9 4 2 5 3 7 9 13 5 14 10 3 14 3 19 14 22 20 15 13 34 9 / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / 76 88 69 69 54 53 75 77 65 80 64 72 70 87 62 60 64 82 73 62 64 58 58 73 62 71 79 77 81 56 67 53 54 59 59 42 69 Walking Condition 25 25 22 25 29 17 38 31 37 23 41 28 27 21 35 32 34 32 35 32 37 41 44 22 32 25 31 25 50 37 44 36 46 36 40 44 31 / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / 29 39 25 25 27 33 20 28 20 31 22 24 23 33 20 20 18 10 20 14 23 15 14 26 24 16 16 26 9 23 19 25 15 20 22 32 24 Road Condition 9 2 6 8 11 12 10 14 16 9 6 9 10 5 16 10 7 11 10 23 15 30 21 7 17 5 13 4 6 12 13 24 15 16 15 17 10 / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / 46 72 49 47 44 40 40 39 42 49 58 40 57 61 46 47 38 46 50 30 39 31 33 53 42 62 53 73 43 46 56 33 42 40 49 50 48 PT Service 10 12 11 10 21 16 12 18 21 11 15 14 11 13 23 14 6 10 11 12 11 15 7 7 22 25 12 1 17 20 14 24 28 28 21 27 14 / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / 34 44 44 46 28 43 36 33 31 41 40 34 35 49 35 49 42 50 46 37 56 45 48 50 43 16 43 67 33 44 40 39 27 33 30 28 40
District 1 District 3 District 4 District 5 District 6 District 10 District 11 Phu Nhuan District 8 Binh Thanh Tan Binh Go Vap Thu Duc District 12 Binh Chanh District 2 District 7 District 9 Hoc Mon Nha Be Cu Chi Can Gio Thu Dau Mot Bien Hoa Tan An Thuan An Di An Long Thanh Nhon Trach Can Giuoc Can Duoc Chau Thanh Thu Thua Ben Luc Duc Hoa Tan Tru
22 24 20 24 17 17 23 22 28 24 29 31 49 58 38 58 32 53 38 42 63 84 68 63 88 68 76 81 90 70 84 70 82 70 79 94 44
36 29 26 31 46 26 25 19 26 31 31 27 29 11 26 10 32 13 23 25 23 0 27 32 1 12 11 10 5 14 7 4 7 12 11 24
42 47 55 45 37 57 52 59 45 45 40 42 22 31 36 32 36 33 39 33 14 16 5 5 11 21 13 9 5 17 9 26 11 18 9 6 32
2 3 3 2 1 1 1 1 1 2 1 1 3 8 1 3 1 1 1 2 1 1 1 2 4 3 3 5 2 9 6 8 2 3 8 9 3
2 6 2 3 2 2 3 2 1 5 2 2 5 17 3 4 2 4 3 4 1 0 2 6 13 3 0 3 3 1 2 10 37 6 6 3
5 11 4 7 2 6 8 3 2 8 7 6 7 14 6 12 5 9 13 7 7 9 10 13 8 11 4 5 17 9 12 4 8 8 1 0 7
Source: HOUTRANS HIS 1) Rate of trips which were assessed as "bad" or "very bad" from HIS.
Rural
Emerging Peripheral
Inner Fringe
Inner Core
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1 RE
2 RE
10
20
km
Hokkaido, Japan
Table 8.12
Code RE1 RE2 TOTAL Source: Study Team 1) Including outside of the study area. Name Bien Hoa - Vung Tau My Tho - Nhon Trach
No. of Lanes 4 4
Project Cost (US$ mil) Total 186 721 907 ROW 44 99 143 Const. 142 622 764
N N
207.1
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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
Component Primary Roads (382km) Road Secondary Roads (803km) Urban Expressway (46km) Sub-total Line 1 (66km, Urban Rail+Busway) Line 2 (33km, Urban Rail+Busway) UMRT Line 3 (20km, Urban Rail) Line 4 (19km, Urban Rail) Sub-total Flyovers (53 locations) Transport Terminals Bus Corridor Management Bus System Modernization Local Traffic Improvement Other Projects CBD Traffic Management Pedestrian/Green Development Traffic Safety Improvement Air Quality Improvement Urban Waterway Transport Traffic Management Improvement Sub-total Total1)
Source: Study Team 1) Excluding ongoing/committed projects.
Cost (US$ mil.) 3,361 2,656 1,861 7,878 1,082 684 612 660 3,023 1,401 200 50 222 300 100 Network 20 20 20 10 Capacity 10 2,353 13,254
4,299
8,955
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Table 9.1
Short-Term Action Plan Component M/P Strategy
Bus Modernization
M/P Action
Short-term Measure
Development of bus transport system (C2) Promotion of public transport use and expansion of services (C5) Establishment of bus operating business system (C21) Strengthening of bus operation and management capacity (C23) Formulation of subsidiary policy for public transport users (C51) Reform of bus industry Bus route restructuring Bus-related facility improvement
Establishment of accident database (F21) Improvement of black spots (F22) Improvement of enforcement (F41)
Better utilization of existing road infrastructure through traffic engineering Implementation of bus priority measures Enforcement of traffic regulations Objective Indicators Travel time/speed No. of illegal parking/ activities No. of signalized intersections Subjective Indicator Assessment of users
Monitoring Indicator
Objective Indicators No. of passengers Productivity of bus operation Subsidy amount 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
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.
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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.
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Figure 9.1
(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
Corridor
Traffic Management
Midblock Intersection Curbside Control
E x x x x P P E x x
x x x x
$1,830
E x x x x x x x x E E E E E P x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x
$3,003
x x x x x x x x x E P P P E E x x x x x x x x x x x x x x x x x x x x x x x x x x
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Section1 Section2 Section3 Section4 Quach Thi Trang - 3 Thang 2 3 Thang 2 - Nga Tu Bay Hien Nga Tu BayHien- Nga Ba Queo Nga Ba Queo - NH1A
$4,642
x x x x x x x x x x x P P P P x x x x x x x x x x x x x x x x x x x x
$5,528
P x x x x x x x x x x x x x x x x x x P P P P P x x x x x x x x x x x x x x x x x x x x x x x x x x x x
$2,415
x x x x x x x x x x P P P P P x x x x x x x x x x x x x
$3,004
x x x x x x x x x x x x E E E P E P x x x x x x x x x x x x x x x x x x x x
$900
x x x x x x x x E E&P E&P E&P x x x x x x x x x x x x x x x x x
$1,150
x P P P x x P E&P E x x x x x x x x x x x x x x x x x x x
$1,600
x x x x x x P P E&P P E E x x x x x x x x x x x x x x x x x x x x x x x 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
Corridor
Infrastructure
Amenities
Street Light
Shelter/ Marking /Sign / Geom. Stop Sign Busbay at Key Median Modification & Pad Stop Barrier
Cost Est.
$3,200
x x x x x x x x x x x x x x x x x x x x x x x x x
$700
x x x x x x x x x x x x x
$2,100
x x x x X x x x x x x x x x x x x x x x x
$300
x x x x x x x x
$1,100
x x x x x x x x x x x x x x x
Under construction
$3,000
x x x x x x x x x x x x x x x x x x x x x x x x x x x x
$800
x x x x x x x x x x x x x x x x x x
$1,900
x x x x x x x x x x x x x x x x x x
$1,100
x x x x x x x x x x x x x x x x x
$1,300
x x x x x x x x x x x x x x x x x x x
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10
A.
FEASIBILITY STUDIES
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
PR16
NH22
PR14
Total: 67km
New: 23.5km Widening: 5.0km
PR10
LEGEND
Hung Vuong
East-West Highway
Phu My Bridge
: 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)
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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 With Ring Road No.2 Estimated Traffic Volume Without Ring Road No.2
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Figure 10.3
2.03.0
2.03.0
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
Section East Southwest Flyovers Total 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.
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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.
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.
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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B.
Bien Hoa
Thu Duc
Section
Length (Km)
Structure
Mode
Ben Thanh Length Section 1.8 Underground Mode Structure (km) Saigon Zoo Urban Saigon Ben Thanh Zoo - Ton-Duc Thang 2.2 Underground Urban Rail 7.5 Elevated Rail An Binh Ton Duc Thang- Saign Bridge Urban Rail 2.0 Elavated An Binh 4.4 At-grade Saign Bridge Cho Nho - Thu Duc 9.7 At-grade Urban Rail Cho Nho Thu Duc - Bien Hoa 14.5 15.0 At-grade Busway At-grade Busway/U.Rail Bien Hoa
0 2.5 5
Ben Thanh
km
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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 Section Urban Rail: Ben Thanh Cho Nho Busway: Cho Nho Bien Hoa Total Length (km) 13.7 14.5 28.2 Ridership of UMRT Line 1 No. of Pax (000/day) 526 240 766 Average Trip Length (km) 8.3 9.2 8.6 Revenue (US$ 000/day) 322.0 194.4 471.2
1)
Figure 10.5
VNR
Cho Nho
UMRT 1
An Binh
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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
UMRT
C.L.
5.0
7.0
2.0 1.0
10.75 0.5
10.75 1.0
2.0
7.0
5.0
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.
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.
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Table 10.3
System Urban Rail (Ben Thanh Cho Nho) Busway (Cho Nho Bien Hoa) Total
Total
ROW
3)
19 55 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.
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
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 Estimated Fund Requirement 2004-2020 Possible Fund Source 2004-2020 Fund Requirement US$ billion 14.0 4.2 18.2 1.9 -4.7 0.7 1.2 0.5
Item 1) HOUTRANS Master Plan 2) Other work (30% of 1) Total 1) 1) Existing Funding Mechanism 2) Private Sector Participation Urban expressway (40%) UMRTs (40%) Secondary roads (20%) 3) Economic Measures on TDM Increase in vehicle registration fee US$ 300 for motorcycles US$ 3000 for cars 2) Increase in parking fee VND 3,500 for motorcycle VND 6,000 for cars 3) Area licensing VND 7,500/entry for motorcycles VND 15,000/entry for cars 4) Increase in fuel price (1.5 times) Total
Source: Study Team 1) 1.25% of HCMCs GDP (2004-2020). 2) 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.
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.
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 countrys 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
The Study on Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) Final Report Volume 1: Summary
(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 peoples lives, and enhance the citys 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
WORKSHOPS
AND
Steering Committee
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. Name Mr. Nguyen Viet Tien Mr. Nguyen Van Dua Mr. Truong Tan Vien Dr. Nguyen Quang Bau Prof. Dr. La Ngoc Khue Mr. Nguyen Trong Tin Mr. Vu Xuan Hieu Mr. Pham Thanh Tung Mr. Chu Manh Hung Mr. Nguyen Ngoc Hung Mr. Ho Trung Hieu Mr. Tran Quang Phuong Mr. Tran The Ngoc Mr. An Dung Name Mr. Tran Doan Phi Anh Mr. Tran Quang Phuong Mr. Nguyen Viet Dung Mr. Nguyen Tran Thuat Mr. Nguyen Kim Lang Mr. Trang Trung Son Mr. Ho Phuong Mr. Truong Loi Hue Mr. Pham Van Thinh Mr. Le Trung Tinh Dr. Ho Thanh Phong Chairman Vice Chairman Standing Member Standing Member Member Member Member Member Member Member Member Member Member Member
Counterpart Team
1. 2. 3. 4. 5. 6. 7. Assignment Leader/Transport Planning Transport Survey /Analysis Demand Forecast Road Planning/ Facility Design Public Transport Planning Land-Use/ Urban Planning Traffic Management /Traffic Safety Name Mr. Phan Thai Binh Mr. Tran Quoc Khanh Mr. Do Diep Gia Hop Mr. Nguyen Hoang Tri Mr. Dang An Phuc Mr. Ngo Dung Qua Hai Mr. Nguyen Huy Pho Mr. Phan Vo Thu Phong Mr. Nguyen Duy Hung Agency TDSI-South TDSI-South TDSI-South TUPWS MOCPT (TUPWS) UPI (DA&P) Traffic Police Dept.
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Table 1.2 JICA Advisory Committee Name 1. Dr. Shigeru MORICHI 2. Dr. Tetsuro HYODO 3. Mr. Eiji EBASHI 4. Mr. Masahiro YOSHIMI 5. Mr. Atsushi IWABUCHI JICA Name 1. Mr. Akira NAKAMURA 2. Mr. Yodo KAKUZEN 3. Mr. Kenichi KONYA 4. Mr. Fumio KIKUCHI 5. Mr. Hiroshi SHIRAKAWA 6. Mr. Katsutoshi KOMORI JICA Study Team Name 1. Dr. Shizuo IWATA 2. Mr. David SHELLEY 3. Mr. Shigehisa MATSUMURA 4. Mr. Takashi SHOYAMA 5. Dr. Tetsuji MASUJIMA 6. Mr. Kosei TANIWAKI 7. Mr. Tomoaki TAKEUCHI 8. Mr. Yasunori NAGASE 9. Mr. Clive HOLMAN 10. Mr. Seiya MATSUOKA 11. Mr. Rene SANTIAGO 12. Mr. Hans ORN 13. Dr. Akira HOSOMI 14. Dr. Ian ESPADA 15. Mr. Masayuki ISHIYA 16. Mr. Joji TERAHARA 17. Dr. Phung Chi SY 18. Ms. Beulah PALLANA 19. Dr. Ricardo SIGUA 20. Mr. Masato KOTO 21. Mr. Masayoshi IWASAKI 22. Mr. Kazuya URANO 23. Ms. Motoko KAWAKUBO
Members of the Japanese Side Position Chairman Vice Chairman Urban Transport Planning Rail-based Public Transport Planning Road-based Public Transport Planning
Division/Office First Social Development Study Div. First Social Development Study Div. First Social Development Study Div. Vietnam Office Vietnam Office Vietnam Office
Assignment Team Leader / Urban Transport Policy Institutions Urban / Regional Planning Transport Funding, Economic / Financial Analysis Road-based Public Transport Planning Rail-based Public Transport Planning Road Planning Transport Facility Design Traffic Management Planning (1) Traffic Management Planning (2) Operation and Management Bus Operation Planning Transport Survey (1) and Demand Forecast Transport Survey (2) Data Analysis and Database Social Environment Natural Conditions and Environment Resettlement Traffic Safety Local Traffic Management Planning and Policy Test PPP Technique Bridge Planning Project Coordination
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Table 1.3
Workshops and Seminars Conducted in the Study Venue Caravelle Hotel Caravelle Hotel Continental Hotel New World Hotel Metropolitan New World Hotel New World Hotel Participants 28 156 133
Date Seminars 1st HOUTRANS Seminar 27 Aug. 2002 2nd HOUTRANS Seminar 22 May 2003 rd 3 HOUTRANS Seminar 17 Sept. 2003 th 4 HOUTRANS Seminar Mar. 2004 Technical Workshops No.1 Impact of Motorbikes on 15 Jan. 2003 Traffic Flow No.2 Bus Operation and 6 Jun. 2003 Management No.3 Urban Growth Scenario 8 Jul. 2003 No.4 Urban and Regional 25 Jul. 2003 Development Vision and Strategy for HCM Metropolitan Area No.5 Urban Transport 30 Jul. 2003 Development No.6 Assessment of Policy Test 11 Nov. 2003 Project and Corridor Management Plan No.7 Social Considerations in M/P 9 Feb. 2004 & F/S No.8 Implementation in PPP 10 Feb. 2004 Learning Sessions No.1 Bus Operation, Traffic Safety, 12 Feb. 2003 and Resettlement No.2 Traffic Accident Database 10 Jun. 2003 No.3 Traffic Demand Analysis 21 Jul. 2003 No.4 Analysis of Transport Policy 30 Dec. 2003 using Modal Split Model
Source: Study Team
70 48 48 52
38 37
28 10 32 12 10 13
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Newsletter of The Study on the Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area by TDSI & JICA
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.
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 : :
Ben Thanh Terminal 1. THD N.T. Hoc Saigon (Me Linh )
Increase of bus capacity and frequency Bus priority on key sections Improvement of accessibility to bus service Improvement of bus passenger facilities Feeder service
Binh Tay Terminal
5. THD
C.V. Liem
4. THD
N.T. Phuong
Traffic Management
Regulation of motorcycle traffic Allocation of road space by types of transport modes Improvement of traffic police enforcement skills
Safety education and campaign Improved enforcement Safety measures for vehicles and pedestrians
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.
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 Operation A-1 Air-conditioned bus A-2 Bus lanes 1) Exclusive lane 2) Priority lane A-3 Route modification (cut) A-4 Park & Bus Ride parking A-6 Increase of bus fare A-7 Bus user information service Bus Priority Lane
6 . 3 8 . 2 5 8 9 . . 5 6 . 3 6
Tr an
Bus Exclusive Lane
5 3 2.
Trai Nguyen
Hu ng
31
Da o
0 4 1
2 3
5 .
. 3
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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.
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.
Before After
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.
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).
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.
Period
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
Within Stage 1
Within Stage 2
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ua lit y
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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)
Speaker vehicle 9% Others 10% Rt pamphlet 7% Newpaper 15%
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)
All road users August Peak hr traffic condition Off-peak traffic condition Road facility condition Traffic safety No. of Respondents 22% 44% 39% 23% 604 October 26% 44% 45% 28% 582 Motorcyclists/bicyclists August 22% 44% 37% 19% 356 October 30% 48% 48% 30% 384
TV 20%
Flyer/shirt 9%
Banner 30%
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
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.
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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.
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 Urban Transport Master Plan and Feasibility Study in HCM Metropolitan Area (HOUTRANS) being conducted by TDSI-South and JICA, as well as other issues about urban transport in HCM area. For comments or questions about this Newsletter or the Study, please contact 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: info@houtrans.org Website: http://www.houtrans.org
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