Tod Binh Duong

Socialist Republic of Vietnam
Ho Chi Minh City and Binh Duong Province
Preparatory Survey
on
Transit Oriented Development
in Binh Duong Province
and
BRT Development Project
(PPP Infrastructure Project)
Final Report
February 2016
Japan International Cooperation Agency
(JICA)
T o k y u
C o r p o r a t i o n
N i p p o n K o e i C o , . L t d .
NIKKEN SEKKEI Research Institute
Koei Research Institute International
OS
JR()
16-002
Socialist Republic of Vietnam

Ho Chi Minh City and Binh Duong Province
Preparatory Survey
on
Transit Oriented Development
in Binh Duong Province
and
BRT Development Project
(PPP Infrastructure Project)
Final Report
February 2016
Japan International Cooperation Agency
(JICA)
T o k y u
C o r p o r a t i o n
N i p p o n K o e i C o , . L t d .
NIKKEN SEKKEI Research Institute
Koei Research Institute International
Preparatory Survey on Transit Oriented Development

in Binh Duong Province and BRT Development Project
Final Report
Table of Contents
1
Introduction ....................................................................................................................................... 1-1

1.1
1.1.1
TOD at Suoi Tien Terminal Station ...................................................................................... 1-1
1.1.2
BRT between Binh Duong New City and Suoi Tien Terminal Station ................................. 1-1
1.2
Outline ....................................................................................................................................... 1-1
Background and Objective ......................................................................................................... 1-2
1.2.1
Background ........................................................................................................................... 1-2
1.2.2
Objective ............................................................................................................................... 1-3
1.2.3
Merit for Each Stakeholder ................................................................................................... 1-4
1.3
Consensus Building ................................................................................................................... 1-5
1.4
The Study Team Structure.......................................................................................................... 1-5
The STT Development Project .......................................................................................................... 2-1

2.1
Current Situation of Land Use ................................................................................................... 2-1
2.2
Existing Urban Plan ................................................................................................................... 2-2
2.2.1
Binh Thanh Commune Zoning Plan ..................................................................................... 2-3
2.2.2
Dong Hoa Phuong Zoning Plan ............................................................................................ 2-4
2.2.3
National University Area Urban Plan ................................................................................... 2-5
2.2.4
Districts 9 of Ho Chi Minh City East Bus Terminal Area Zoning Plan.............................. 2-6
2.3
Metropolitan Context of Suoi Tien Terminal Area..................................................................... 2-9
2.4
Marketing Research ................................................................................................................. 2-10
2.5
Facility Plan ............................................................................................................................. 2-11
2.5.1
Requirements of Facility Plan............................................................................................. 2-11
2.6
Cost Estimation ........................................................................................................................ 2-12
2.7
Relevant Law and Regulation .................................................................................................. 2-13
2.7.1
Notion of Development Right............................................................................................. 2-13
2.7.2
Possibility for Application of BOT Law and PPP Regulations........................................... 2-13
2.7.3
Procedure for Implementing Urban Development Project ................................................. 2-13
2.7.4
Financing Issues.................................................................................................................. 2-14
2.8
Business Plan ........................................................................................................................... 2-15
2.9
Environmental and Social Consideration ................................................................................. 2-16
2.9.1
Survey Plan for Environmental and Social Considerations ................................................ 2-16
2.9.2
Review of EIA Report prepared by SAMCO for the New Eastern Bus Terminal Project .. 2-16
2.9.3
Confirmation of current land use situation ......................................................................... 2-16
2.9.4
Confirmation of current natural environment ..................................................................... 2-17
2.9.5
Current socio-economic condition ...................................................................................... 2-19

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2.9.6
Final Report
Due diligence review of involuntary resettlement for the New Eastern Bus Terminal Project .
....................................................................................................................................... 2-19
2.9.7
Environmental Scoping....................................................................................................... 2-22
2.9.8
Environmental surveys and environmental impact assessment .......................................... 2-25
2.9.9
Mitigation Measures for Potential Impacts ......................................................................... 2-32
2.9.10 Recommendation ................................................................................................................ 2-33

2.10
Consensus Building ................................................................................................................. 2-35
2.10.1 Meeting with Counterparts ................................................................................................. 2-35

2.10.2 Agreement and Issue........................................................................................................... 2-36
3
BRT Project ....................................................................................................................................... 3-1

3.1
Urban Plan ................................................................................................................................. 3-1
3.1.1
Binh Duong Province Urban Planning Master Plan ............................................................. 3-1
3.1.2
District City Level Urban Plan (General Plan) ................................................................... 3-2
3.2
Transportation Plan .................................................................................................................... 3-6
3.2.1
Binh Duong Province Transport Development Master Plan ................................................. 3-6
3.2.2
Binh Duong Public Transport Master Plan ......................................................................... 3-10
3.3
Conceptual Design ................................................................................................................... 3-11
3.3.1
Significance of the BRT project .......................................................................................... 3-11
3.3.2
BRT Case Study .................................................................................................................. 3-22
3.3.3
Basic Policy for Introducing BRT in Binh Duong Province ............................................... 3-23
3.3.4
Basic Concept ..................................................................................................................... 3-25
3.3.5
Cross Section ...................................................................................................................... 3-33
3.3.6
BRT Stop............................................................................................................................. 3-34
3.3.7
Vehicles ............................................................................................................................... 3-35
3.4
Demand Forecast ..................................................................................................................... 3-37
3.4.1
Traffic Survey ..................................................................................................................... 3-37
3.4.2
Methodology of Transport Demand Forecast ..................................................................... 3-52
3.4.3
Setting for the Framework for Population and Population Density .................................... 3-55
3.4.4
Demand Forecast Result ..................................................................................................... 3-61
3.5
Operation Plan ......................................................................................................................... 3-65
3.5.1
Required Number of Vehicles for BRT Operation .............................................................. 3-65
3.5.2
Yearly Operation Plan ......................................................................................................... 3-66
3.5.3
Business balance ................................................................................................................. 3-67
3.6
Infrastructure Plan.................................................................................................................... 3-69
3.6.1
Design Standard for BRT Corridor ..................................................................................... 3-69

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Final Report
3.6.2
BRT Route and Cross Section Plan .................................................................................... 3-73
3.6.3
BRT Facilities ..................................................................................................................... 3-87
3.6.4
BRT Depot ........................................................................................................................ 3-103
3.7
Vehicle and System Plan ........................................................................................................ 3-107
3.7.1
Vehicle Plan ...................................................................................................................... 3-107
3.7.2
Automatic Fare Collection System (AFC) ........................................................................ 3-113
3.7.3
Public Transportation System (PTPS) .............................................................................. 3-131
3.7.4
Bus Location Information System .................................................................................... 3-133
3.8
Cost Estimation and Construction Plan ................................................................................. 3-134
3.9
Business Plan ......................................................................................................................... 3-135
3.10
Environmental and Social Consideration ............................................................................... 3-136
3.10.1 Survey Plan for Environmental and Social Considerations .............................................. 3-136
3.10.2 Confirmation of current land use situation ....................................................................... 3-136
3.10.3 Confirmation of Current natural environment .................................................................. 3-137
3.10.4 Confirmation of Current socio-economic condition ......................................................... 3-141
3.10.5 Due diligence review of involuntary resettlement ............................................................ 3-143
3.10.6 Vietnam legal framework on environmental impact assessment ...................................... 3-146
3.10.7 Examination of alternatives .............................................................................................. 3-166
3.10.8 Stakeholder consultation meetings ................................................................................... 3-168
3.10.9 Environmental scoping ..................................................................................................... 3-170
3.10.10 Results of surveys on environmental and social considerations ....................................... 3-174
3.10.11 Impact mitigation measures .............................................................................................. 3-191
3.10.12 Organizations revolving in the implementation of EMP .................................................. 3-195
3.10.13 Environmental Monitoring Program (EMoP) ................................................................... 3-196
3.10.14 Predicted environmental cost ............................................................................................ 3-198
3.11
Consensus Building ............................................................................................................... 3-200
3.11.1 Meeting with Counterparts ............................................................................................... 3-200

3.11.2 Agreement and Issue......................................................................................................... 3-201
Appendix-A: Traffic simulation for comparison of traffic control alternatives at Suoi Tien Terminal
Appendix-B: Drawings of BRT Facilities
Appendix-C: Draft Environmental Impact Assessment of Binh Duong Bus Rapid Transit
Development Projet
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Final Report
List of Figures
Figure 1.1.1
Location of The STT Dev. Project ............................................................................. 1-1
Figure 1.1.2
Location of the BRT Project ....................................................................................... 1-2
Figure 1.2.1
Assumed future urban axis at HCMC Metropolitan................................................... 1-3
Figure 1.2.2
Merits by the STT Dev. Project .................................................................................. 1-4
Figure 1.2.3
Merits by the BRT Project .......................................................................................... 1-4
Figure 1.3.1
Steering Committee on HCMC .................................................................................. 1-5
Figure 1.3.2
Steering Committee on Binh Duong Province ........................................................... 1-5
Figure 1.4.1
The Study Team Structure .......................................................................................... 1-6
Figure 2.1.1
Current Land Use Situation near STT St. at Southeast Side of National Road No.1 . 2-1
Figure 2.1.2
Current Land Use near STT St. of Northwest Side of National Road No.1 ............... 2-2
Figure 2.2.1
Coverage Area of Zoning Plans.................................................................................. 2-3
Figure 2.2.2
Binh Thanh Commune Zoning Plan ........................................................................... 2-3
Figure 2.2.3
Binh Thanh District Zoning Plan (Unapproved Revised Plan) .................................. 2-4
Figure 2.2.4
Dong Hoa Commune Zoning Plan ............................................................................. 2-4
Figure 2.2.5
Detailed Plan and Current State of House Development by the Subsidiary of

CIENCO6 .............................................................................................................. 2-5
Figure 2.2.6
National University Master Plan ................................................................................ 2-6
Figure 2.2.7
East Bus Terminal Area Zoning Plan (Land Use Plan) .............................................. 2-7
Figure 2.2.8
Detailed Plan for East Bus Terminal Southeast Area ................................................. 2-8
Figure 2.9.1
Elevation map of the research area........................................................................... 2-18
Figure 2.9.2
Outstanding facilities, environmentally sensitive spots ........................................... 2-19
Figure 3.1.1
Binh Duong Province Urban Planning Master Plan (land use plan) .......................... 3-1
Figure 3.1.2
Mp-Tv Rd. and Location of Target Research Area..................................................... 3-2
Figure 3.1.3
Di An District Urban Plan (General Plan) .................................................................. 3-3
Figure 3.1.4
Tuan Anh District Urban Plan (General Plan) ............................................................ 3-4
Figure 3.1.5
Thu Dau Mot City Urban Plan (General Plan) ........................................................... 3-5
Figure 3.2.1
Planning Railway Routes in Binh Duong Province ................................................... 3-7
Figure 3.2.2
Cross Section Plan of My PhuocTan Van Road and Ring Road 3............................ 3-7
Figure 3.2.3
Vision of Central Station by Binh Duong .................................................................. 3-8
Figure 3.2.4
Bus Route Plan of Binh Duong Province in 2020 ...................................................... 3-8
Figure 3.2.5
Typical Cross Section of BRT in Binh Duong Province ............................................ 3-9
Figure 3.2.6
Vision of TOD in Binh Duong Province .................................................................... 3-9
Figure 3.2.7
Future road section of Mp-Tv Rd. and RR-3 Rd. ..................................................... 3-10
Figure 3.3.1
Road condition in boarder area between HCMC and Binh Duong Province ........... 3-13
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Final Report
Figure 3.3.2
Congestion factor of Mp-Tv Rd. after RR-3 developed under assumed conditions 3-14
Figure 3.3.3
HCMC urban railway master plan (before amendment,101/Q-TTg, 2007) .......... 3-16
Figure 3.3.4
HCMC urban railway master plan (after amendment,5745/QD - UBND, 2009)..... 3-17
Figure 3.3.5
HCMC urban railway master plan (latest,568/Q-TTg, 2013) ............................... 3-18
Figure 3.3.6
Japanese Companies along the BRT route ............................................................... 3-21
Figure 3.3.7
Ho Chi Minh BRT Line-1 Planning Route ............................................................... 3-22
Figure 3.3.8
General Cross Section and Groung Plan of Ho Chi Minh BRT Line-1 ................... 3-23
Figure 3.3.9
Urban Development Plan of Ho Chi Minh Mertopolitan Area ................................ 3-25
Figure 3.3.10
BRT Route .............................................................................................................. 3-27
Figure 3.3.11
Public bus travel time ............................................................................................. 3-29
Figure 3.3.12
Flow making BRT conceptural design ................................................................... 3-29
Figure 3.3.13
Target speed of the BRT ......................................................................................... 3-30
Figure 3.3.14
BRT Speed and average distance between BRT stops............................................ 3-31
Figure 3.3.15
Average travel speed and signal intersection density ............................................. 3-32
Figure 3.3.16
Cross Section Drawing of My Phuoc Tan Van Road in Installing BRT .............. 3-33
Figure 3.3.17
BRT Stops (Draft) .................................................................................................. 3-35
Figure 3.4.1
Survey Locations ...................................................................................................... 3-38
Figure 3.4.2
Traffic volume distribution by each hour ................................................................. 3-40
Figure 3.4.3
Composition by Each Vehicle Type.......................................................................... 3-40
Figure 3.4.4
The Result of Occupancy Survey ............................................................................. 3-41
Figure 3.4.5
Number of Passengers at Mien Dong and Thu Dau Mot Bus Terminal ................... 3-41
Figure 3.4.6
The Result of Bus Transport Survey ........................................................................ 3-42
Figure 3.4.7
Characteristic of Access Mode at Each Bus Terminal .............................................. 3-43
Figure 3.4.8
Income Distribution.................................................................................................. 3-43
Figure 3.4.9
Composition of Trip Purpose ................................................................................... 3-44
Figure 3.4.10
Average Travel Time by Motorcycle ...................................................................... 3-44
Figure 3.4.11
Average Travel Time by Public Bus ....................................................................... 3-45
Figure 3.4.12
Average Travel Time by All Vehicles ..................................................................... 3-45
Figure 3.4.13
Curve of Willingness to Pay ................................................................................... 3-47
Figure 3.4.14
Methodology of Making Desire Line Data .......................................................... 3-48
Figure 3.4.15
Desire Line (inter province-city) ............................................................................ 3-48
Figure 3.4.16
Desire line (inner province).................................................................................... 3-49
Figure 3.4.17
Survey location of traffic count survey in SAPI .................................................... 3-50
Figure 3.4.18
Traffic volume on QL-1A near STT St. (from Hi Tech Park to Suoi Tien) ............ 3-50
Figure 3.4.19
Traffic volume on QL-1A near STT St. (from Suoi Tien to Hi Tech Park) ............ 3-51
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Final Report
Figure 3.4.20
Traffic Survey Conclusions .................................................................................... 3-52
Figure 3.4.21
Four Step Model ..................................................................................................... 3-53
Figure 3.4.22
Setting of Traffic Zones .......................................................................................... 3-54
Figure 3.4.23
The Future Road Network for Traffic Assignment................................................. 3-54
Figure 3.4.24
Distance and Area from BRT Stops BRT ............................................................... 3-57
Figure 3.4.25
Standard Figures of Floor Area Ratio / Building Coverage Ratio in Japan ........... 3-57
Figure 3.4.26
Daily public trip generation and attraction along BRT Route ................................ 3-61
Figure 3.4.27
BRT Passenger Demand (2020, Unit:100Pax/day) ................................................ 3-63
Figure 3.4.28
BRT Passenger Demand (2040, Unit:100Pax/day) ................................................ 3-63
Figure 3.4.29
Traffic Demand on Road (2020) ............................................................................ 3-64
Figure 3.4.30
Traffic Demand on Road (2040) ............................................................................ 3-64
Figure 3.5.1
Passenger raitio per hour .......................................................................................... 3-65
Figure 3.6.1
Typical Cross Section of the Existing Roads ........................................................... 3-72
Figure 3.6.2
BRT Route and Proposed Facility in Phase-1 .......................................................... 3-73
Figure 3.6.3
Future Plan of QL1A based on the Existing Plan ..................................................... 3-74
Figure 3.6.4
Alternatives of Flyover and Underpass .................................................................... 3-75
Figure 3.6.5
Alternatives of U-Turn Bridge and U-Turn Tunnel .................................................. 3-75
Figure 3.6.6
Alternative of At-grade Intersection ......................................................................... 3-76
Figure 3.6.7
Alternatives of Pedestrian Bridge and Underpass .................................................... 3-78
Figure 3.6.8
BRT Route and Proposed Facilities in Phase-2 ........................................................ 3-79
Figure 3.6.9
Problems concerned in circumstance of Phase-1 ..................................................... 3-80
Figure 3.6.10
Plan and Cross Section of Widening, Underpass with U-turn Bridge on QL1A.... 3-81
Figure 3.6.11
Plan and Cross Section of Extension of Mp-Tv Road ............................................ 3-81
Figure 3.6.12 Phased construction of Tan Van Interchange ............................................................. 3-82

Figure 3.6.13 General View of Temporary Pedestrian Bridge for access of East-West ................. 3-82
Figure 3.6.14
General View of Flyover with roundabout on QL1A ............................................ 3-83
Figure 3.6.15
General View of Pedestrian Bridge ....................................................................... 3-84
Figure 3.6.16 Plan and Cross Section of Two-way Service Road at Western Side ........................ 3-84
Figure 3.6.17
BRT Route and Cross Section on Pham Ngoc Thach Road ................................... 3-85
Figure 3.6.18
BRT Lane and Cross Section on My Phuoc Tan Van Road ................................. 3-86
Figure 3.6.19
Cross Section of Internal Road............................................................................... 3-86
Figure 3.6.20
Cross Sections of QL1A in Phase-1 and 2 ............................................................. 3-87
Figure 3.6.21
Facilities for Improvement of Traffic Flow at Intersection along My Phuoc Tan

Van Road ............................................................................................................. 3-89
Figure 3.6.22
Plan and Cross Section of Flyover ......................................................................... 3-90

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Final Report
Figure 3.6.23
Design Live Load of Vietnam Standard and Weight of BRT Articulated Bus ....... 3-92
Figure 3.6.24
Cross Section of MSE Wall .................................................................................... 3-94
Figure 3.6.25
Erection Method of Flyover Construction by Crane .............................................. 3-94
Figure 3.6.26
Traffic Sign............................................................................................................. 3-95
Figure 3.6.27
Proposed Location of Toll Gate .............................................................................. 3-96
Figure 3.6.28
Intersection with PTPS ........................................................................................... 3-96
Figure 3.6.29
Blocked crossing point and detour route under flyover ......................................... 3-97
Figure 3.6.30
Alternatives of BRT Bus Stop ................................................................................ 3-98
Figure 3.6.31
Roof and Chair of Bus Stop ................................................................................. 3-100
Figure 3.6.32
General View of Pedestrian Bridge at Bus Stop ................................................... 3-101
Figure 3.6.33
Electric Traffic Sign Board................................................................................... 3-102
Figure 3.6.34
Plan of Color Pavement........................................................................................ 3-103
Figure 3.6.35
BRT depot location ............................................................................................... 3-104
Figure 3.6.36
Site plan of BRT dpot ........................................................................................... 3-105
Figure 3.6.37
Location of CNG supply facility .......................................................................... 3-106
Figure 3.6.38
Layout of CNG supply facility ............................................................................. 3-106
Figure 3.7.1
Emission gas regulation in Vietnam ....................................................................... 3-110
Figure 3.7.2
General system hierarchy for AFC ......................................................................... 3-115
Figure 3.7.3
Necessary equipment for 1st stage ......................................................................... 3-116
Figure 3.7.4
Necessary equipment for 2nd stage ........................................................................ 3-117
Figure 3.7.5
Necessary equipment for 3rd stage ........................................................................ 3-118
Figure 3.7.6
Conceptual Diagram of Roles of each Organization .............................................. 3-119
Figure 3.7.7
Operation of Issuing Paper Ticket .......................................................................... 3-120
Figure 3.7.8
Operation of Issuing IC card .................................................................................. 3-120
Figure 3.7.9
Scope of Estimation for AFC in the 1st stage ........................................................ 3-122
Figure 3.7.10
Scope of Estimation for AFC in the 2nd stage ..................................................... 3-125
Figure 3.7.11
Scope of Estimation for AFC in the 3rd stage ...................................................... 3-127
Figure 3.7.12
PTPS System ........................................................................................................ 3-132
Figure 3.7.13
Signal control example by interlocking PTPS ..................................................... 3-133
Figure 3.10.1
Elevation map of the survey area ......................................................................... 3-138
Figure 3.10.2
Outstanding facilities, environmentally sensitive spots (1/4)............................... 3-140
Figure 3.10.3
Figure 3.10.4
Figure 3.10.5
Figure 3.10.6
Houses and lands identified from the satellite image taken in 2004 .................... 3-144
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Final Report
Figure 3.10.7
Process for EIA Prepration of this project ............................................................ 3-165
Figure 3.10.8
Existing bus route and planned BRT route ........................................................... 3-166
Figure 3.10.9
Alternative BRT (draft) ........................................................................................ 3-167
Figure 3.10.10
Estimated concentrations of air pollutants Flyover IS5, in case of without BRT

Project................................................................................................................ 3-177
Figure 3.10.11
Estimated concentrations of air pollutants Flyover IS5, in case of with BRT

Project................................................................................................................ 3-178
Figure 3.10.12

Project................................................................................................................ 3-178
Figure 3.10.13

Project................................................................................................................ 3-179
Figure 3.10.14

Project................................................................................................................ 3-179
Figure 3.10.15

Project................................................................................................................ 3-180
Figure 3.10.16
Predicted noise level at Flyover IS5 ................................................................ 3-183
Figure 3.10.17
Predicted noise level at Flyover IS21 .............................................................. 3-183
Figure 3.10.18
Predicted noise level at Flyover IS29 .............................................................. 3-184
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Final Report
List of Tables
Table 2.2.1 Planning Criteria of East Bus Terminal Area Zoning Plan .......................................... 2-8
Table 2.9.1 Current land use situation in the survey area ............................................................. 2-17
Table 2.9.2
Noise levels and concentrations of pollutants in ambient air measured
at a site near
National Highway No.1 ....................................................................................... 2-18

Table 2.9.3 Current socio-economic condition of the target communes ...................................... 2-19
Table 2.9.4 Coverage of social infrastructure ............................................................................... 2-19
Table 2.9.5 Land affected by the New Eastern Bus Terminal Development Project .................... 2-20
Table 2.9.6 Households, companies/organizations affected by
the New Eastern Bus Terminal
Development Project *1) ....................................................................................... 2-20

Table 2.9.7
Implementation progress of land acquisition, compensation,
supports, and
resettlement ......................................................................................................... 2-20

Table 2.9.8 Review summarization............................................................................................... 2-21
Table 2.9.9 Environmental Scoping (draft) .................................................................................. 2-22
Table 2.9.10 Content of environmental and social considerations surveys TOR .................... 2-25
Table 2.9.11
Results of surveys for impacts assessed as B- or C- ......................................... 2-26
Table 2.9.12
Impact assessment based on results of surveys ........................................................ 2-28
Table 2.9.13
Mitigation Measures Construction Phase ............................................................. 2-32
Table 2.9.14
Mitigation Measures Operation Phase .................................................................. 2-33
Table 2.10.1
Meeting with HCMC ............................................................................................... 2-35
Table 2.10.2
Issues regarding the STT Dev. Project ..................................................................... 2-36
Table 3.3.1 General Specifications of Public Transport Modes.................................................... 3-11

Table 3.3.2 Number of Japanese companese along the BRT route (as of Apr. 2014) ................... 3-21
Table 3.3.3 BRT Development Phasing Plan ................................................................................ 3-26
Table 3.3.4 BRT lane in each section ............................................................................................ 3-33
Table 3.4.1 Traffic survey coponents ............................................................................................ 3-37
Table 3.4.2 Survey Stations .......................................................................................................... 3-38
Table 3.4.3 Survey schedule ......................................................................................................... 3-39
Table 3.4.4 Traffic Survey Methodology ...................................................................................... 3-39
Table 3.4.5 Survey form for estimating WTP ............................................................................... 3-46
Table 3.4.6 Estimated Parameters and Willingness to pay ........................................................... 3-47
Table 3.4.7 Framework for Future Population of Urban Plan Master Plan .................................. 3-55
Table 3.4.8 Current (2010-2012) Population Growth Rate........................................................... 3-56
Table 3.4.9 Framework for Future Population in the Study ......................................................... 3-56
Table 3.4.10 Current and Future Population Densities for Binh Dung Province and Each District3-57
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Final Report
Table 3.4.11
Concept for Setting of Population Density .............................................................. 3-58
Table 3.4.12
Population Density Setting for Areas Around BRT Bus Stop .................................. 3-58
Table 3.4.13
Population Density of Area around BRT Bus Stop by Year (per/ha) ....................... 3-59
Table 3.4.14
Population Density around BRT Bus Stop Areas by Year(Corrected by a Corrective

Coefficient) (per/ha) ............................................................................................ 3-59
Table 3.4.15
Population Density around Suoi Tien Station Area (BS-0)...................................... 3-60
Table 3.4.16
Assumed Population Density for the Areas near the Bus Stations in Binh Dung New
City (per/ha) ........................................................................................................ 3-60
Table 3.4.17
Modal Share along BRT Route ................................................................................ 3-61
Table 3.4.18
BRT Passenger Demand........................................................................................... 3-62
Table 3.4.19
Number of Passenger and Passenger x km of BRT ................................................. 3-62
Table 3.5.1 Required number of vehicles in case of same interval operation as MRT ................. 3-66
Table 3.5.2 BRT vehicle arrangement........................................................................................... 3-66
Table 3.5.3 Number of BRT operation (Year 2020)...................................................................... 3-67
Table 3.5.4 BRT Operation Intervals and Number of trips ........................................................... 3-67
Table 3.5.5 BRT Fare Structure .................................................................................................... 3-68
Table 3.5.6 Cost and income for BRT operation .......................................................................... 3-68
Table 3.6.1 Major Geometric Design Criteria .............................................................................. 3-70
Table 3.6.2 Cross-Sectional Elements .......................................................................................... 3-70
Table 3.6.3 Basic Policy on Application of Design Standard for BRT Corridor .......................... 3-73
Table 3.6.4 Traffic Volume of QL1A (Year 2014) ........................................................................ 3-76
Table 3.6.5 Comprehensive Comparison of Infrastructures for Vehicle Path Flow...................... 3-76
Table 3.6.6 Comprehensive Comparison of Infrastructures for Pedestrian Path Flow ................. 3-78
Table 3.6.7 Cross sectional element and geometric design criteria for flyover ............................ 3-90
Table 3.6.8 Comparison of Type of the Girders............................................................................ 3-92
Table 3.6.9 Plan of Flyover........................................................................................................... 3-93
Table 3.6.10
Proposal of Permission/ Restriction of Passing Vehicles for Flyover ...................... 3-95
Table 3.6.11
Comparison of Alternatives of BRT Bus Stop Location .......................................... 3-98
Table 3.6.12
List of Pedestrian Bridge ....................................................................................... 3-100
Table 3.6.13
Proposed Location of Electric Traffic Sign Board ................................................. 3-102
Table 3.6.14
Major functions at depot ........................................................................................ 3-104
Table 3.7.1 The vehicles type by the position of a door ............................................................. 3-107
Table 3.7.2 Bus vehicle type of BRT .......................................................................................... 3-108
Table 3.7.3 Step type of BRT vehicle ......................................................................................... 3-109
Table 3.7.4 BRT Vehicle specification ........................................................................................ 3-111
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Final Report
Table 3.7.5 Vehicle Prices for Ordinary and Articulated Buses (Estimates)............................... 3-112
Table 3.7.6 Unit Prices of Onboard Equipment .......................................................................... 3-112
Table 3.7.7 Type of Fare Collection Method .............................................................................. 3-114
Table 3.7.8 Reference Data for the System ................................................................................ 3-121
Table 3.7.9 Cost for the Implementation of AFC (example) 1st Pattern for the 1st stage .......... 3-122
Table 3.7.10 Cost for the Annual Maintenance of AFC (example) 1st Pattern for the 1st stage 3-123
Table 3.7.11
Cost for the Implementation of AFC (example) 2nd Pattern for the 1st stage ....... 3-123
Table 3.7.12 Cost for the Annual Maintenance of AFC (example) 2nd Pattern for the 1st stage3-124
Table 3.7.13
Cost for the Implementation of AFC (example) 2nd stage .................................... 3-126
Table 3.7.14
Cost for the Annual Maintenance of AFC (example) 2nd stage ............................ 3-126
Table 3.7.15
Cost for the Implementation of AFC (example) 3rd stage ..................................... 3-128
Table 3.7.16
Cost for the Annual Maintenance of AFC (example) 3rd stage ............................. 3-128
Table 3.10.1
Current land use situation in the survey area ......................................................... 3-136
Table 3.10.2 Noise levels and concentrations of pollutants in ambient air
measured at the sites
along My Phuoc Tan Van Road ...................................................................... 3-139

Table 3.10.3
Outstanding facilities, environmentally sensitive spots ......................................... 3-139
Table 3.10.4
Current socio-economic condition of the target communes .................................. 3-142
Table 3.10.5
Summarized socio-economic characteristics of the target communes ................... 3-142
Table 3.10.6
Performance of compensation and resettlement for the three households
who had
lived in the land lot proposed for the BRT depot until 2004 ............................. 3-144
Table 3.10.7
Living condition before and after resettlement of the three households
who had
lived in the land lot proposed for the BRT depot untill 2004 ............................ 3-144
Table 3.10.8
Summary of the result of the due diligence review of involuntary resettlement
for
the land lot proposed for the BRT depot............................................................ 3-145

Table 3.10.9
Main laws and regulations on environmental protection ....................................... 3-146
Table 3.10.10
Main laws and regulations on regarding drainage ............................................... 3-148
Table 3.10.11
Main laws and regulations regarding solid waste ................................................ 3-148
Table 3.10.12
Main laws and regulations onclimate change ...................................................... 3-149
Table 3.10.13
List of international environmental conventions/agreements/treaties
which
Vietnam engaged to ........................................................................................... 3-149

Table 3.10.14
Content of the 2014-amended-LEP (ratified on June 23, 2014 at the 8th National
Assembly, 7th session) ...................................................................................... 3-150
Table 3.10.15
Content of Decree 18/2015/ND-CP ..................................................................... 3-156
Table 3.10.16
Deviations between Vietnams EIA legal framework and JICA Guidelines ........ 3-158
Table 3.10.17
Examination of alternatives of Binh Duong BRT ................................................ 3-168

- xi -

Final Report
Table 3.10.18
Perception on Benefit of the Project (%) ............................................................. 3-169
Table 3.10.19
Specific Benefits of the Project (%)..................................................................... 3-169
Table 3.10.20
Interviewed residents perception on impacts of the project (%) ......................... 3-170
Table 3.10.21
Result of Environmental Scoping ........................................................................ 3-170
Table 3.10.22
TOR for the detailed surveys on impacts assessed as A-, B- or C- ........... 3-175
Table 3.10.23
Results of surveys on environmental and social considerations .......................... 3-176
Table 3.10.24
Planned capacity of the depot .............................................................................. 3-181
Table 3.10.25
Noise levels from the operation of construction machine .................................... 3-182
Table 3.10.26
Impact assessment in scoping stage and after surveys ......................................... 3-187
Table 3.10.27
Environmental Management Plan EMP .......................................................... 3-191
Table 3.10.28
Roles and Responsibilities for Implementing the EMP ....................................... 3-195
Table 3.10.29
Environmental monitoring plan (EMoP) ............................................................. 3-196
Table 3.10.30
Cost for implementing mitigation measures during construction phase .............. 3-199
Table 3.10.31
Cost for implementation of EMP and mitigation measures ................................. 3-199
Table 3.11.1
Meeting with Binh Duong Province ...................................................................... 3-200
Table 3.11.2
Issues to be discussed regarding the BRT project. ................................................. 3-201
- xii -

Final Report
Abbreviation
AFC ............................ Automatic Fare Collection
AP ............................... Application
BDP ............................ Binh Duong Province
BECAMEX IDC ......... Investment and Industrial Development Corpotration
BRT ............................ Bus Rapid Transit
CBD ............................ Central Business District
CCHS.......................... Central Clearing House System
CII............................... Ho Chi Minh City Infrastructure Investment Joint Stock Company
CNG............................ Compressed Natural Gas
DB .............................. Database
DOC............................ Department of Construction
DONRE ...................... Department of Natural Resources and Environment
DPA ............................ Department of Planning and Architecture
DPI.............................. Department of Planning and Investment
DOST.......................... Department of Science and Technology
DOT ............................ Department of Transport
EIA ............................. Environmental Impact Analysis
EIRR ........................... Economic Internal Rate of Return
EPC ............................. Engineering, Procurement and Construction
FDI.............................. Foreign Direct Investment
FIRR ........................... Financial Internal Rate of Return
GPS ............................. Global Positioning System
HCMC ........................ Ho Chi Minh City
HIDS ........................... Ho Chi Minh City Institute for Development Studies
HOUTRANS .............. Study on Urban Transport Master Plan and Feasibility Study in Ho Chi Minh
Metropolitan Area
IC Card ....................... Integrated Circuit Card
IT ................................ Information Technology
ITDP ........................... Institute for Transportation and Development Policy
JICA............................ Japan International Cooperation Agency
JPY ............................. Japanese Yen
JV................................ Joint Venture
MAUR ........................ Management Authority for Urban Railway
MOCPT ...................... Management and Operations Center for Public Transport
MOT ........................... Ministry of Transport
MP .............................. Master Plan
MPI ............................. Ministry of Planning and Investment
Mp-Tv Rd. .................. My Phuoc - Tan Van Road
MRT ........................... Mass Rapid Transit
NFC ............................ Near Field Communication
NJPT ........................... NJPT Association General Consultants for the UMRT Line 1 Project
O&M .......................... Operation & Maintenance
OD .............................. Origin and Destination
ODA ........................... Official Development Assistance
OS ............................... Operating System
PC ............................... Peoples Committee
POS............................. Point Of Sale
PPHPD........................ Passenger Per Hour Per Direction
PPP ............................. Public Private Partnership
PSIF ............................ Private Sector Investment Finance
PTPS ........................... Public Transportation Priority System
QL-1 ........................... Vietnam Natioanl Highway No.1
RAP ............................ Resettlement Action Plan
SAMCO ...................... Saigon Transportation Mechanical Corporation
SAPI ........................... Special Assistance for Project Implementation
SPC ............................. Special Purpose Company
- xiii -

Final Report
STEP ........................... Special Terms for Economic Partnership

STT St......................... Suoi Tien Terminal Station
SV ............................... Stored Value
TOD ............................ Transit Oriented Development
TSL ............................. Two Step Loan
USD ............................ US Dollar
VAT ............................ Value Add Tax
VND ........................... Vietnamese Dong
VNU-HCM ................. Vietnam National University Ho Chi Minh City
VSIP ........................... Vietnam Singapore Industrial Park
- xiv -

Final Report
Introduction
1.1
Outline
The Preparatory Survey on Transit Oriented Development in Binh Duong Province and BRT
Development Project in Socialist Republic of Vietnam (the Study) is composed of two studies:
Study the feasibilities for TOD (Transit Oriented Development) at Suoi Tien Terminal Station of
HCMC Line-1, and Study for BRT (Bus Rapid Transit) development between Binh Duong New
City and the station.
1.1.1 TOD at Suoi Tien Terminal Station

TOD at Suoi Tien Terminal Station Project (the STT Dev. Project) is mixed use development at
North-East terminal of HCMC Line-1 by method of TOD, which bases on collaborating urban
development and public transportation with achieving high convenience and conformability of
public transportation users. Following figure shows the location of the STT Dev. Project. The
target area of specific facility design and project scheme in the Study is limited within 14ha in East
area of new eastern bus terminal developed by SAMCO, while 2ha partial area in the bus terminal
will be developed by a third party developer and be excluded from the target area of this project.
Suoi Tien Terminal St.
N
1.5 km
HCMC MRT
Line 1
(19.8km)
Scale
1.0 km
QL-1
1.0 km
West Area
(26ha)
0.5 km
East Area
(16ha)
Suoi Tien
Terminal Station
MRT Line-1
Source: JICA Study Team (with Google Earth Pro)
Figure 1.1.1 Location of The STT Dev. Project
1.1.2 BRT between Binh Duong New City and Suoi Tien Terminal Station
BRT between Binh Duong New City and Suoi Tien Terminal Station (The BRT Project) is
implementing BRT system with a view to improving traffic congestion and environment by
promoting public transportation, which will contribute the developments of both areas, that is
expected to grow rapidly in the future
- 1-1 -

Final Report
BRT Depot
In Binh Duong New

City : 3.0km
Duong Dan Vao TP Moi Binh Duong (TPM Rd.)

+ Pham Ngoc Thach Road (Pnt Rd.) :4.3km
My Phuoc - Tan Van Road (Mp-Tv Rd.) : 21.2km
Alternative
Route: 3.2 km
New Road + Hanoi

Highway : 2.3km
0
Scale
6 km
Suoi Tien
Term. Sta.
MRT Line-1
Source: JICA Study Team
Figure 1.1.2 Location of the BRT Project
1.2
Background and Objective
1.2.1 Background
In Vietnam, the development of transportation infrastructure is not enough for the demand which
has rapidly been increasing with economic growth. Especially, in Ho Chi Minh metropolitan area,
there are critical issues of transportation such as traffic jam, accidents, noise, and vibration and
huge economic loss has occurred.
To improve the current situation, Vietnamese government has disclosed SEDS (Socio-economic
Development Strategy) 2010-2020 that includes developing infrastructures with modernized
building facilities, and focusing transportation system development with huge urban infrastructures.
Developing transportation infrastructure has becomes one of the most critical issues in the 5-year
implementation strategy.
Based on the background, HCMC MRT Line-1 project has been proceeding with Japanese ODA
and technical cooperation, which has 19.8 km line and connects CBD (Central Business District) of
HCMC and Suoi Tien Terminal station. The operation will be started in 2019. Modal shift with
restraining private cars and motorbike must be a fatal issue for success of the MRT project, and
further socio-economic development of Vietnam.
On the other hand, there are new urban city developmens in near futer, like Binh Duon New city
and Cu Chi with population expansion in HCMC metropolitan area, in addition to existing urban
sites like CBD, Thu Dau Mot, Bien Hoa. Public transportation must play a substantial key role for
smooth connections among each cities.
- 1-2 -

Final Report
0
Tng lai2020-2030
Tng cng trc lin
hon kt ni th
mi Ty bc, Th
Du Mt v Sui
Tin
Thnh ph
mi Bnh
Dng
10km
Pht trin trc th kt ni 3 khu th

mi Bnh Dng, Th Du Mt v Sui
Tin
Th Du
Mt
Bin Ha
Th Mi
Ty Bc (C
Chi)
THU DAU MOT
Sui Tin
BIEN HOA
HO CHI MINH
CITY
NHN TRCH
c Ha
H Ch Minh
K hoch tng hp vng th HCM MOC
Figure 1.2.1 Assumed future urban axis at HCMC Metropolitan
The proposed project (the Project); combination of TOD at Suoi Tien Terminal station area and
BRT between Binh Duong New City and the Station, would contribute. They definitely contribute
to solve negative aspects of urban development such as urban un-functional and environmental
unfriendliness. And the Project will collaborate with developments where Japanese urban
development knowhow have been utilized.
1.2.2 Objective
There are four major objectives of the Project.
a) Strength inter-city node of urban axis among Binh Duong province, HCMC, and Dong Nai.
Suoi Tien terminal is located among Binh Duong province, HCMC, and Dong Nai, which has development
potential as inter-city node.
b) Build a model case of TOD along MRT line
The success for the Project will become a model case of TOD along MRT line, and would attract further
investments.
c) Contribute HCMC MRT line-1
The project would contribute MRT ridership and sustainable operation by promoting modal shit towards public
transportation.
d) Establish a beachhead on future extension of HCMC MRT line-1

The BRT project will be a basement future basement on future extension of HCMC MRT line-1
According to the above, the scopes of the Study are set as i) Review feasibility of the Project from
the perspective of PPP (Public-Privte Pertnership) investment, including demand forecast,
marketing analysis, PPP scheme building, financial analysis, risk analisis, technical consideration,
and environment impact assesment, ii)Form draft term sheets for both financial contract and
government gurantee, iii) Review the conditions for PSIF (Private Sector Investment Finance) and
Japanese ODA if necessary, for implementing the Project.
- 1-3 -

Final Report
1.2.3 Merit for Each Stakeholder

Many Stake holders will involve both projects. For instance, Vietnamese government would give
rights and concession for developments. Public corporations such as Saigon Transportation
Mechanical Corporation (SAMCO) and Investment and Industrial Development Corporation
(BECAMEX IDC) might become a partner for the investment. SAMCO, an affiliated company
under HCMC, deals with bus manufacturing, bus operation, and new Mien Dong bus terminal
development project. BECAMEX IDC, an affiliated company under Binh Duong province, handles
development of My Phuc Tan Van Road (Mp-Tv Rd.) by BOT, which will become major route of
the BRT. Although Mp-Tv Rd. is originally designed as a toll expressway, turned out to be as toll
highway. The toll fee structure has been re-studied for now.
The Project would have merits for each stakeholder;
Vietnamese
Gov.
SustainableoperationofHCMCMRTby
ridershipincrease
Developmentexpansionatsurroundingarea
SAMCO/
BECAMEX
Synergyeffectwithbusservicebyupgrading
convenienceattheterminal
AcquirementofTODknowhow
Private
ApplyofTODknowhowandexperiences
Chanceexpandingoverseabusiness
Figure 1.2.2 Merits by the STT Dev. Project
Vietnamese
Gov.
AccessimprovementtowardBinh Duong
NewCityandSuoi Tien Terminalstation
DevelopmentsalongBRTline
TrafficproblemImprovementbymodalshift
BECAMEX/
SAMCO
SynergyeffectwithBinh DuongNewCity
developmentandTOD
KnowhowAcquirementofBRTand
advancedbusoperation
Private
ApplyofTODknowhowandexperiences
Chanceexpandingoverseabusiness
Figure 1.2.3 Merits by the BRT Project
One of the most important issues to implement PPP project is consensus building. Actually, there
are many PPP projects which have filed to build consensus and aborted finally. There are many
stakeholders who involve in the Project. Specifically, HCMC, Binh Duong Province, SAMCO,
BECAMEX IDC are major stakeholders. JICA and Japanese private cooperation will also be
participants. It is necessary to coordinate their opinions and interests, and to collaborate each role
to make the Project successful.
- 1-4 -

1.3
Final Report
Consensus Building
The team for the Study (the Study Team) requested HCMC and Binh Duong province to organize
Steering Committee as decision-making organization, in order to build consensus on issues of the
Study. The Study Team will report result of the Study and propose implementation plan at the time
of Interim Report and Draft Final Report, and Steering Committee will consider and discuss the
proposal, and would approve it after the consensus built.
Furthermore, the detail of the Study issue will be discussed and confirmed between the Study Team
and Task Team that will be organized by acting players from each department, and the meeting
would be held monthly.
JICA
Steering Committee
JICA
Study Team
DOT
Monthly
Meeting
SAMCO
Other Departments
(DPI, DONRE, DPA, DOC, etc)
Figure 1.3.1 Steering Committee on HCMC
JICA
Steering Committee
JICA
Study Team
DOT
Monthly
Meeting
BECAMEX
Other Departments
(DPI, DONRE, DOC, etc)
Figure 1.3.2 Steering Committee on Binh Duong Province
It is necessary to get approval as an investment plan by Vietnamese government in order to forward

to implementation phase. The contents of the Investment plan will mainly be formed by the study
outputs. In case of being ODA project, it is required to confer with Ministry of Planning and
Investment.
1.4
The Study Team Structure

Mr. Kazuhiro TAGUCHI is a team leader of the Study Team that is composed of twenty two
experts as following figure shows.
- 1-5 -

Final Report
Leading Team
Team Leader / Project Implementation Planning
TAGUCHI Kazuhiro
Deputy Team Leader / Transportation Planning 1
HOSOMI Akira
Transportation Plan
Transportation Planning 2
SHIMIZU Takashi
Traffic Demand Forecast
HORIE Tetsuo
Marketing
Market Analysis 1 / Facility Planning (Housing)
SHIRAKAWA Shizuka
Market Analysis 2 / Facility Planning (Commercial)
OOTSUKA Kaname
BRT System / O&M
Operation & Maintenance / Rolling Stock
TAKATA Kazuhisa
Organization / Institution / Fare Setting
TAKATA Masahide
Traffic Survey
Market Analysis 3 / Facility Planning (Others)
Depot / Bus Stop / E&M System
ODA Takanori
SAKAI Yoichiro
ISHI Yoichi
Transportation Planning 3 / Project Coordination
FUKAYA Masashi
Civil and Architecture

Civil Engineering Facility 1
Project Implementation
Risk Analysis / Security Package Development
YAMASHITA Takeshi
Legislation, Institution, and Scheme of PPP
IWASAKI Masayoshi
IMADA Shinpei
Urban Plan
Urban Development / Regional Development Planning 1
MATSUMURA Shigehisa
Civil Engineering Facility 2
Urban Development / Regional Development Planning 2
KAMETANI Takashi
URATA Hirohiko
Architecture Engineering Facility
TAKAGI Yoshio
Financial Analysis / Finance Planning
Construction Planning / Cost Estimation
KIKUCHI Risa
NISHIMURA Tetsuro
Environmental Consideration
MINAMI Yasuhira
Figure 1.4.1 The Study Team Structure
- 1-6 -

2
2.1
Final Report
The STT Development Project

Current Situation of Land Use
This section will describe the current land use situation of the areas surrounding the STT Dev.
Project site (the new eastern bus terminal area with approximate 16ha). In the southeast side of
National Road No.1, container yards, factories and warehouses are located at low density in
relatively large lots, and small shop houses along the roadside. In the northern part of the bus
terminal area, many small houses are located with small roads (see Figure 2.1.1).
N
Suoi Tien Terminal Station (plan)
3
New East Bus Terminal
Area 16ha
1
2
Grave Yard
Depot for MRT Line 1
500m
Figure 2.1.1 Current Land Use Situation near STT St. at Southeast Side of National Road No.1
In the southeast side of National Road No.1, small residential lots exist along the national road, and
there are newly developing residential areas at the back side of those lots, which have been
developed by the affiliated company of CINENCO6, an umbrella organization of Ministry of
Transportation. Some of the residential lots have already been subdivided. At the back side of those
residential estates, there is a national university area. In the northern part of the university area, a
container yard obtained by the aforesaid affiliated company of CINENCO6 and Livestock Research
and Training Center, which is under the jurisdiction of the Southern Livestock Research Institute,
Ministry of Agriculture, are located (see Figure 2.1.2).
- 2-1 -

Final Report
4. Livestock Research and Training Center
3. Container Yard
1. National University Area
2
Vacant Land
2. Newly Developing
Residential Area
New East Bus Terminal

Area 16ha
Dormitory
Suoi Tien Terminal Station (plan)
500m
Figure 2.1.2 Current Land Use near STT St. of Northwest Side of National Road No.1
Considering the current land use situation in the southeast side of the bus terminal area, there could
be a distinct possibility for land conversion to other urban functions due to the low density land use
of the relatively large lots. On the other hand, in the northern part of the bus terminal area and in
the northwest side of the national road, it seems to be difficult to convert the current land use due to
the already developed small segmented lots. For the university area, an access way from the
terminal station needs to be developed.
2.2
Existing Urban Plan

In this section, the zoning plans will be shown as part of the existing urban plan. The zoning plan
shows planning standards such as a floor-area ratio (FAR) and height limitation, for each area,
based on general plans established by the direct-controlled city, province and district, which is the
administrative body lower than the city and province and has the role of providing basic
requirements for detailed plans as suggested by the developer. The areas around the Suoi Tien
Terminal Station are located on the administrative boundary of Di An District of Binh Duong
Province and District 9 of Ho Chi Minh City. In Di An District, zoning plans are formulated for
Binh Thanh Commune (phuong) and Dong Hoa Commune (phuong), and a zoning plan is
formulated for areas including the surrounding areas of the new east bus terminal in Ho Chi Minh
City. The urban plans and the land use plans of the target area will be indicated by referring to the
four urban plans comprising of the three zoning plans above and he plan for the national university
area located near the west side of the planned area of the Suoi Tien Terminal Station. Figure 2.2.1
shows the coverage areas of the aforesaid zoning plans.
- 2-2 -

Final Report
Zoning Plan of Binh Thanh Commune

Provincial Boundary
Zoning Plan of Dong Hoa Commune
National University Area Plan
Zoning Plan of North Bus Terminal Area
Suoi Tien Terminal Station
Source: JICA Study Team based on Zoning Plan of Binh Thanh Commune
Figure 2.2.1 Coverage Area of Zoning Plans
2.2.1 Binh Thanh Commune Zoning Plan

The Binh Thanh Phuong Zoning Plan 1/2000 (approval number 9635/QD-UBND, approved
December 16, 2011) designates the area around the station as a business-commercial zone intended
for intensive use with a floor-area ratio of 800% as well as a high-rise residential zone. Green areas
and the national university area are located (Figure 2.2.2) in the backlands.
Discussion with Binh Duong Province officials revealed that changes to this zoning plan have been
discussed (Figure 2.2.3). In the approved zoning plan, the major road stretching northwest from the
Suoi Tien Terminal Station would pass through a grave site, and a railway plan is indicated by a
line drawn on the road. This zoning plan has been revised to become more viable. For example in
the revised plan, the road is revised to a general road based on its current usage.
D
C
E
B
A

A
B
C
D
E
Land Usage
Trade & Service
Trade & Service
High Rise Residence
Green Area
Education
Area(ha)
3.22
3.95
3.65
2.15
31.4
Highest Floor Number

20
20
15
2
-
Max.Building Coverage Ratio

40
40
60
5
-
Max.Floor-Area Ratio
8
8
8
0.1
-
Source: Binh Thanh Commune Zoning Plan
Figure 2.2.2 Binh Thanh Commune Zoning Plan
- 2-3 -

Final Report
The Binh Thanh Phuong Zoning Plan 1/2000 (approval number 9635/QD-UBND, approved
December 16, 2011) designates the area around the station as a business-commercial zone intended
for intensive use with a floor-area ratio of 800% as well as a high-rise residential zone. Green areas
and the national university area are located (Figure 2.2.2) in the backlands. Discussion with Binh
Duong Province officials revealed that changes to this zoning plan have been discussed by the
urban management department of Di An District (Figure 2.2.3). In the approved zoning plan, the
major road stretching northwest from the Suoi Tien Terminal Station would pass through a grave
site, and a railway plan is indicated by a line drawn on the road. This zoning plan has been revised
to become more viable. For example in the revised plan, the road is revised to a general road based
on its current usage. The revised plan was approved in December 2014.
Grave Site
Road plan STT St.
Source: Binh Thanh Commune Zoning Plan
Figure 2.2.3 Binh Thanh District Zoning Plan (Unapproved Revised Plan)
2.2.2 Dong Hoa Phuong Zoning Plan

The Dong Hoa Phuong Zoning Plan 1/2000 (approval number 9637/QD-UBND, approved
December 16, 2011) shows the policy of the land use plan as a part of the area around the Suoi
Tien Terminal Station. The national university area, which consists of a large portion of National
Rood No. 1 roadside in Dong Hoa Phuong, is out of the scope of this zoning plan as the university
administering authority takes responsibility for the planning and development of this area (Figure
2.2.4).
Business & Commercial,
Residential Mixed use Area
Suoi Tien
Terminal Station
Improved residential Area
National University Area
Source: Dong Hoa Commune Zoning Plan
Figure 2.2.4 Dong Hoa Commune Zoning Plan
- 2-4 -

Final Report
The area near the station is designated mainly as a mixed commercial, business and residential area,
but indexes of the floor-area ratio (FAR), building coverage ratio (BCR) and floor numbers are not
indicated. In this commune, the detailed plan of development that centers on detached houses by
the subsidiary of the national company CIENCO6 under the Ministry of Transportation (MOT)
has been approved. The basic infrastructure, including road, has already been organized, and a
number of the detached houses have already been developed.
Public Land
Trade Service Land
Plants Land
Technical Land
Boundary of the
detailed plan
Planning Border
Public Land
Living Land
Water face
Plant Separated Land
Public Park and Sport
Land
Plant landscape Land
Trade Service Works
Concreted tiled foot-path
Brick tiled foot-path
Stone tiled foot-path
Greensward
Plant with large shadow
Plant for decoration
Low Shrub
Clipped Quickset Hedge
Red line landmark
Building landmark
Source: Left:House Development Detailed Plan/Right (picture):JICA Research Team
Figure 2.2.5 Detailed Plan and Current State of House Development by the Subsidiary of CIENCO6
2.2.3 National University Area Urban Plan

The purpose of the National University Master Plan (1/2000) is to transfer and integrate national
universities located in Ho Chi Minh City. After it was approved by the Prime Minister in 2003, the
revised plan was approved again in 2014 (approval number 409/QD-TTg, approved March 21,
2014). Roadside lands of Route 1 (around the MRT1 line Suoi Tien Station) have not been
purchased, but facilities in the area have been constructed based on the master plan. The planned
population is 65,000.Around the Suoi Tien Terminal Station, there is a designated sport center zone
and a dormitory (student residency). A part of the dormitory zone is already in use (Photo and
Figure 2.2.6).
Photo Current State of National University Area
- 2-5 -

Final Report
Suoi Tien
Terminal Station
A
Suoi Tien Station
A
B
C
Land Usage
Area (ha)
University Student Dorm Lot A

University Student Dorm Extended Lot A
Sport Center
14.78
5.69
29.50
Highest Floor
Number
5
12
4
Max.Building
Coverage Ratio
30
30
20
Max. Floor-Area
Ratio
0.7
2.04
0.28
Source: National University Master Plan
Figure 2.2.6 National University Master Plan
2.2.4 Districts 9 of Ho Chi Minh City East Bus Terminal Area Zoning Plan
The East Bus Terminal Area Zoning Plan (approval number 4460/QD-UBND, approved August
19, 2013) is the plan for the areas including the MRT Suoi Tien Terminal Station and the new east
bus terminal etc. (Figure 2.2.7, Table 2.2.1). The total area of the new east bus terminal is planned
to be 16 ha, but it is described as 12.95 ha since a part of the terminal is located in Binh Duong
Province.
Approximately 6 ha on the southeast of the new east bus terminal (Figure 2.2.7, B) is low-density
use and is used as a container yard. This zoning plan designates it as the mixed use district and
the planned population is 1,680, which means that it is an area where the conversion of land usage
is expected.
In addition, the southeast area of approximately 19.7 ha where plants and warehouses are located at
present has been designated as an area for houses, education facilities and parks. The detailed plan
for this area including the construction of 1,054 houses has been approved (Figure 2.2.8).As stated
above, in this zoning plan, the area where the industrial facilities around the MRT Suoi Tien
Terminal Station and the new east bus terminal are located is expected to be converted and
residential land development and urban development are expected in the future.
- 2-6 -

Final Report
c
D
MRT depot
b
A
a
B
C
Residential public facility land
Urban public facility land
Mix-used land
Residential medical land
Urban medical land
Residential educational land
Urban educational land
Existing administrative land
Existing residential land
New constructed residential land
Greenery park land
Lake, pond, canal
Religious land
Military land
Technical infrastructure land
Berth/ yard
Existing road
Future road
Project boundary
Planning boundary
Residential boundary
Source: East Bus Terminal Area Zoning Plan
Figure 2.2.7 East Bus Terminal Area Zoning Plan (Land Use Plan)
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Final Report
Table 2.2.1 Planning Criteria of East Bus Terminal Area Zoning Plan
(Land Usage)
Land Usage
Area (ha)
Populatio
n
Suoi Tien Bus Terminal
12.95
Mixed-use land
6.06
1,680
0.62
Existing church
Lowest
Floor
Number
Highest
Floor
Number
Max. Building
Coverage Ratio
Max.
Floor-Area
Ratio
12
45
1.64
73
80
4.00
2.03
568
80
4.00
0.32
70
3.50
(B zone details)
Land Usage
Ratio (%)
Area (ha)
Residential area (including green and traffic space)
39.93
2.42
Public green space inside the residential units
19.98
1.21
Land for trade, super market, market, bank, finance, hotel, office and other
services
15.01
0.91
Land for freight yard
25.08
1.52
(Road Width)
Road
Total width(m)
Left
Roadway
Right
Road No.13
30
18
Road No.A8
16
10
Road No.A5
16
10
3
Source: East Bus Terminal Zoning Plan
Primary School
Nursery School
Trade & Service
6,509.02m2
Detached house (Villa)

(C, D, E, F)
19,499.13m2
Collective house combined

with trade & service
(I, II, III, IV)
40,880.39m2
Detached house
(A, B)
13,353.52m2
Source: Detailed Plan for Tai Phong-Long Binh Commune
Figure 2.2.8 Detailed Plan for East Bus Terminal Southeast Area
- 2-8 -

2.3
Final Report
Metropolitan Context of Suoi Tien Terminal Area

This chapter is not published, because the publication has a risk to threaten the project formulation.
- 2-9 -

2.4
Final Report
Marketing Research
- 2-10 -

2.5
Final Report
Facility Plan
2.5.1 Requirements of Facility Plan

- 2-11 -

2.6
Final Report
Cost Estimation
- 2-12 -

2.7
Final Report
Relevant Law and Regulation
2.7.1 Notion of Development Right

In Vietnam development right is a general term and would mean differently depending on case
of usage and user, nonetheless the term is often used to mean the right of implementing a project
that include the following rights:
a)
Development (Project) approval which is given to a specific developer by the authority
b)
Investment certificate given to a project by the Investment Law (there must be a concrete
project to be implemented. Investment approval given to a SPC for specific investment by
DPI would correspond to this certificate.)
c)
Land use right
2.7.2 Possibility for Application of BOT Law and PPP Regulations
This project has not been listed in the project list prepared by Vietnamese Government for for the
application of BOT Law and PPP regulations based on the revised PPP Law which become
effective in April, 2015. In addition major portion of the project is not considered as the kind of
infrastructure sectors stipulated in the PPP Decree. The project would not have a considerable
publicly constructed and operated portions, thus it is considered that the project would have low
possibility for application of the PPP Decree.
2.7.3 Procedure for Implementing Urban Development Project
Procedure for implementing an urban development project is generally illustrated in the following
and they could be proceeded simultaneously or in reverse order:
i. Checking the Zoning Certificate (It is not officially stipulated step, but necessary for
confirmation of its official zoning)
ii. Seeking an approval for the project location or applying to implement the project. (In HCMC,
an approval for project location is granted where the target land has not been recovered from
existing land users and serves as a basis for land recovery and investment procedures. Project
Location approval);
iii. Selection of investor through Tender or No-Tender Appointment ;
iv. Setting up the Project Company;
v. Obtaining a Zoning Permit, if applicable;
vi. Preparing a construction zoning (rate of 1/2000 and/or 1/500, as the case may be) and obtain
the approved zoning plan;
vii. Preparing proposal dossier for investment approval and obtaining an Investment Approval or
in-principle approval;
viii. Preparing the Feasibility Study (also called Investment Project Dossier);
ix. Preparing a report on environment impact assessment;
x. Preparing the fire-fighting prevention and explosion prevention solutions and designs;
xi. Obtaining agreement and opinions from relevant authorities on the technical details of the
project, including architectural basic designs, construction height, river/channel safety zones,
environment protection, etc.;
xii. Assessing, approving and implementing the project by the competent authority (either the
- 2-13 -

Final Report
State authorities in case of State-funded projects, or the investors in other cases). In case of
SAMCO HCMPC is the competent authority. If is it a pure private sector project an approval
at the general meeting is necessary;
xiii. Proceeding with land lease procedures and obtaining the project land (including the procedure
for site clearance and land compensation). Application of land lease contract could be filed
before the completion of land acquisition, but the contract itself could not be signed before the
completion of land acquisition;
xiv. Obtaining Construction Permit;
xv. Other procedures and starting construction.
Above described process viii to xiii are the processes needed to obtain the Construction Permit.
Generally speaking at the process iii, an investor is required to pay the Deposit for the land
acquisition. This paid in deposit would purely be used by the Government to acquire the land and
considered as down payment for land use payment by the project company. Therefore it would be
deducted from the amount for the land use payment which the project company is supposed to pay1.
If the deposit amount is larger than the amount required for the land acquisition, the balance would
be considered as a part of initial investment to be made by the project company2.
2.7.4 Financing Issues
JICA or foreign commercial banks (not being branches and not being registered as a domestically
operating financial institution in Vietnam) are not allowed to be mortgagees of Land Use Right
(LUR)s and assets attached thereto. However, Branches of foreign commercial banks could become
mortgagees of LURs.
Possible solutions for this issue are as follows:
a)
JICA or foreign commercial banks should lend money to credit institutions licensed to
operate in Vietnam and such credit institutions should relend to borrowers and receive LURs
and assets attached thereon as security assets;
b)
The grant of loans by JICA or foreign commercial banks should be guaranteed by credit
institutions licensed to operate in Vietnam and such credit institutions would ask borrowers
to mortgage LURs and assets attached thereon in favor of them to secure the right to
reimbursement.
In principle, mortgages on residential houses under construction are permitted. However, such
mortgages face some restrictions in practice, partly due to the registration procedures of
secured-transactions requiring a certificate of ownership for the residential house, although it is not
possible to prepare the certificate in construction. However, the draft Law amending the Law on
Housing, now in the Parliament, expressly permits project investors to mortgage the housing
project in progress and the projects houses-in-construction. If the new law becomes effective, the
above registration would become possible. At present, instead of mortgages on residential houses to
be formed in the future, the owner in practice will create a mortgage on the rights and benefits
which arise from the sale and purchase contract in respect of a residential house to be formed in the
future.
1
2
Article 30.4 (b) of Decree 47/2014/ND-CP

Article 30.4 (b) of Decree 47/2014/ND-CP
- 2-14 -

2.8
Final Report
Business Plan
- 2-15 -

2.9
Final Report
Environmental and Social Consideration
2.9.1 Survey Plan for Environmental and Social Considerations

Surveys for environmental and social considerations for Suoi Tien Station TOD Project were
carried out in line of Japan International Cooperation Agency Guidelines for Environmental and
Social Considerations (April 2010, hereinafter refer to as JICA Environmental Guidelines). The
facility development plan for the New Eastern Bus Terminal Development Project is
under-preparing, and it is not clear whether the project will be implemented with JICA support or
not. Therefore, the study on environmental and social considerations for the Project is limited to the
following tasks:
(1) Review of the EIA Report prepared by SAMCO for the New Eastern Bus Terminal Project;
(2) Confirmation of current land use situation;
(3) Confirmation of current natural environment;
(4) Confirmation of current socio-economic condition;
(5) Due diligence review of involuntary resettlement for the New Eastern Bus Terminal Project;
(6) Environmental scoping;
(7) TOR for environmental and social considerations surveys;
(8) Results (including forecast results) of environmental and social considerations surveys;
(9) Impact assessment
(10) Recommendation on mitigation measures for potential impacts.
2.9.2 Review of EIA Report prepared by SAMCO for the New Eastern Bus Terminal Project
As mentioned in Section 2.5, the TOD facilities for Suoi Tien Terminal Station of HCMC MRT
Line 1 to be studied in this Preparatory Survey include the station plaza, the transit facilities around
the station, etc., and the New Eastern Bus Terminal planned in the area of 16 ha in the East of the
station. Improvement of the New Eastern Bus Terminals TOD functions is recommended in Phase
1 of the Project (refer to Section 2.5).
The New Eastern Bus Terminal Development Project is being implemented by HCM City PC. And
SAMCO, as the assigned project implementing agency, has responsibility to prepare an
environmental impact assessment (EIA) report for the Project. In 2013, SAMCO had entrusted a
local consultant to start the EIA report preparation and it was planned to complete the report by the
end of 2014. However, the EIA report preparation is now still being suspended as the facility plan
for the bus terminal is under-revised.
As of October 2013, the following parts of this EIA report had been prepared.
1) Introduction (background of the project, legal documents, study methodology, study
organization, etc.)
2) Chapter 1: Outlines of the project plan
3) Chapter 2: Current natural and socio-economic conditions
2.9.3 Confirmation of current land use situation
Following table shows the current land use situation in the survey area. Residential land occupies
the largest portion (25%), followed by industrial land (16%, including land for freight yard) and
land for education facilities (16%), and bare land (13%).
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Final Report
Table 2.9.1 Current land use situation in the survey area

Land use type
Area (ha)
Portion (%)
01.Residential Area
79.5
25.30
02.Industrial Land (including freight yard)
49.6
15.78
03.Education Land
49.2
15.67
04.Bare land
40.8
13.00
05.Martyrs 's Cemetery
28.4
9.03
06.Road
20.9
6.66
07.Planted forest/Vegetation
13.8
4.38
08.Research Institute Land
6.1
1.95
09.Lake
6.0
1.90
10.Planned Residential Land
5.7
1.81
11.Constructing Area
3.9
1.25
12.Cemetery
3.7
1.16
13.Park Land
3.0
0.94
14.Sport Facilities
2.0
0.63
15.Religious Land
1.3
0.43
16.Electricity Facilities
0.3
0.11
314.1
100.00
Total
2.9.4 Confirmation of current natural environment

1) Topographic characteristics: Elevation of the research area fluctuates from +4 m to +31 m. The
elevation reaches the highest in the South-West area of Suoi Tien Terminal Station at Long Binh
Hill (32 m above the sea level), and it is lowest in the North-East area (+1m, in the area planned for
the depot of HCMC MRT Line 1).
2) Road network, drainage system: National Highway No.1, Hoang Huu Nam Street, Street No.13,
and Street No.16 are identified as main roads in the survey area. These roads occupy 6.7% of the
total surface area. Drainage/sewage system has not been developed yet. Rainwater and
domestic/industrial wastewater flows to lower land and then to Dong Nai River in the East.
3) Green land: Green land in the survey area occupies about 5.3% of total surface area, and is
mainly found in the Cultural and Historical Park and the Martyrs Cemetery.
4) Ecosystem: The survey area is almost urbanized and its natural environment became unsuitable
for valuable animals/plants to inhabit.
5) Acoustic environment: The noise levels measured at a site near National Highway No.1 had
already exceeded the maximum permitted noise levels stated in the Vietnamese noise standard.
6) Ambient air: Concentrations of TSP (suspended particulate matters) and SO2 measured at a site
near National Highway No.1 had already exceeded the maximum permitted levels stated in the
Vietnamese ambient air standard.
7) Flooding: There is no report on flood caused by high tide. However, the area is usually flooded
after heavy rain due to the lack of appropriate drainage system.
- 2-17 -

Final Report
8) Outstanding facilities, environmentally sensitive spots: Identified outstanding facilities and

environmentally sensitive spots are shown in the Figure below.
Figure 2.9.1 Elevation map of the research area
Table 2.9.2 Noise levels and concentrations of pollutants in ambient air measured
at a site near National Highway No.1
Item
Measured level
Permitted level
Note:
Noise level (dBA)

Lmin
Lmax
72.9
91.3
55- 70
Concentration of pollutants in ambient air (g/m3)

Leqa
TSP
CO
NO2
SO2
82.4
782.98
3,931
68.69
452.7
300(2)
30,000(2)
200(2)
350(2)
(1)
(1) QCVN 26:2010: Maximum permitted noise level - National Technical Regulation on Noise.
(2) QCVN 05:2013/BTNMT: National Technical Regulation on ambient air quality.
Source:
EIA Report for My Phuoc Tan Van Highway 2009, CERM
- 2-18 -

Final Report
Resettlement
site
HCMC National
University
Cultural and
Historical Park
Planned New
Eastern Bus
Terminal
Planned Suoi
Tien Terminal
Station
Planned depot
for HCMC MRT
Line 1
Martyrs
Cemetery
Data source: JICA Study Team
Figure 2.9.2 Outstanding facilities, environmentally sensitive spots
2.9.5 Current socio-economic condition

The current socio-economic condition of the communes (i.e. the smallest administrative unit in
Vietnam) identified within 1000m radius from Suoi Tien Terminal Station were surveyed.
Table 2.9.3 Current socio-economic condition of the target communes
District/
Town
Di An
District 9
Commune
Population
(pers)
Number of
householder
(HH)
Binh Thang
Dong Hoa
Long Binh
13.616
55.484
18,231
1.979
7.903
4,884
Economic structure
Population
density
(pers/ km2)
No. of poor
/nearly
poor HHs
2490
5407
859
11/20
31/22
84/377
IndustryConstruction
(%)
Service
(%)
Agri,
Forestry,
Aqua.
(%)
35,0
65,0
0,0
20,0
40,0
40,0
Source: Commune PCs, 2014
Table 2.9.4 Coverage of social infrastructure

District/ Town
Di An
District 9
Commune
Binh Thang
Dong Hoa
Long Binh
Electricity
(%)
99,0
100,0
100.0
Tap water
(%)
91.0
92.1
90.0
Septic tank
toilet
(%)
Garbage
collection
(%)
Internet
(%)
82.0
81.3
100,0
81.0
79.5
50,0
84.1
83.1
Source: Annual statistics of communes, 2013
2.9.6 Due diligence review of involuntary resettlement for the New Eastern Bus Terminal Project
The following TOD facilities are planned for Suoi Tien Station of HCMC MRT L1: station plaza,
facilities for transferring between the railway station and other means of transportation, and the
New Eastern Bus Terminal. As of June 2015, the compensation and other procedures necessary for
the acquisition of the land lot (with 16 ha of surface area) for the new bus terminal has been almost
- 2-19 -

Final Report
completed by SAMCO. All affected households and companies had received compensation, and
most of them have already handed over the land to SAMCO.
Apart of land already acquired by SAMCO for the new bus terminal (with 14 ha of surface area) is
planned to be included in the Project. Therefore, the due diligence reviews of involuntary
resettlement for this land lot was carried out in line of JICA Environmental Guidelines. The review
has aim to confirm if the process of compensation payment, provision of supports, resettlement of
people affected by land acquisition for the new bus terminal meets JICAs policies on involuntary
resettlement and social considerations. Result of the review is summarized as following. Details of
the review are described in a separate report named Due Diligence Review-New Eastern Bus
Terminal- Final.
(1)
Scale of land acquisition, resettlement

Table 2.9.5 Land affected by the New Eastern Bus Terminal Development Project
Unit:m2
Residential land
Agricultural land
Non- agricultural
land
Land for roads,

electric power cable,
public facilities, etc.
Binh Thang
2,353
10,226
18,697
5,982
37,258
Long Binh
2,260
5,165
104,715
10,972
123,112
Total
4,613
15,391
135,658
16,954
160,370
Total area of
affected land
Source: General Plans of Compensation, Supports and Resettlement, (made by Di An Town PC in September 2012, and by
District 9 PC in August 2011)
Table 2.9.6 Households, companies/organizations affected by

the New Eastern Bus Terminal Development Project *1)
Affected companies/
organizations
Affected household
Commune
Fully
affected
Binh Thang
Long Binh
Total
Partly
affected
28
10
38
2
6
8
HH with
house in
company land
Fully
affected
5
5
5
2
7
Partly
affected
0
7
7
Total number of
affected HHs,
companies,
organizations
Number of affected
people
pers*2)
35
30
65
Source:
96
70
166
General Plans of Compensation, Supports and Resettlement, (made by Di An Town PC in September 2012, and
by District 9 PC in August 2011)
Note 1) The research area covers only a part (14 ha) of the area planned for the New Eastern Bus Terminal Project
Note 2) These data here show number of persons in the affected households. which exclude number of employees in the
affected enterprises, factories, etc.
(2)
Implementation progress of land acquisition, compensation, supports, and resettlement

Table 2.9.7
No.
1
Implementation progress of land acquisition, compensation,

supports, and resettlement
Tasks
Binh Thang Commune

(Di An Town)
Announcement of decisions on land

acquisition
December 30, 2008
- 2-20 -
Long Binh Commune

(District 9)

Final Report
Tasks
Binh Thang Commune

(Di An Town)
Long Binh Commune

(District 9)
Issuance of project plan
12 August 2011
29 September 2009
Inventory of loss, calculation of compensation
2012 March 2013
October 2010
Approvals of General Plans of Compensation,

Supports, and Resettlement
20 September 2012 (First phase)

4 March 2013 (Second phase)
18 August 2011
Announcements of General Plans of

Compensation, Supports, and Resettlement
September 2012 and March 2013
September 2011
Payment of compensation
October 2012 - April 2013
2012 - 2015
Resettlement
2013
2012 - 2015
Handover lands
2012-2013
October 2011 - 2015
No.
(3)
Review summarization
Table 2.9.8 Review summarization
No.
Item
Result of review
Evaluation
Efforts to
avoid/
minimize
social
impacts
Land acquisition is complicated and took long time, because it

was carried out simultaneously for 3 projects: National Highway
Widening Project, HCMC MRT Line 1 Project, and New Eastern
Bus Terminal Project.
It is thought that local PCs and the project owner

had paid efforts to formulate and implement the
compensation and resettlement plans. However,
it could not verify concrete effort to help affected
people in recovering livelihood.
Preparation
of RAP
General Plans of Compensation, Supports, and Resettlement

were prepared by the Compensation Committees of Di An Town
and District 9. The Long Son Resettlement Site was
constructed in an area located 2km from the station.
General Plans of Compensation, Supports, and

Resettlement were duly prepared in compliance
with relevant regulations issued by the central
and local governments.
Eligibility for
receiving
compensation,
supports,
etc.
Interviewed people said that they have not complaint on the

entitlement for receiving compensation, supports, etc. for
affected land. Even households who did not have legal
documents on his/her land were also entitled to receive
compensation if the commune PC certified that his/her land was
stably used and there was no dispute on his/her land since
1993. Compensation rates for affected lands were
commensurate with replacement costs.
Inventory of loss, definition of entitlement for

compensation, calculation of compensation
amount, etc. were properly implemented. There
is not significant discrepancy in comparison with
Vietnams relevant regulations and JICA
Environmental Guidelines.
Assistances
to affected
people for
livelihood
restoration
A large number of affected households are government

employees or company staff whose income is almost
unchanged after resettlement. However, there are 6 affected
households (among 15 interviewed HHs) said that their income
became decreased. Affected households had received a
lump-sum payment as assistance for livelihood restoration.
A large part of affected land were used by a

number of companies. These companies were
forced to suspend production and move to other
place, and therefore, it needs to have concrete
measures to help these companies workers in
seeking new job and restoring their income.
Grievance
redress
mechanism
Grievance on compensation, resettlement, etc. was first

recorded and redressed by the Town/District Compensation
Committees. To the date of due diligence review, almost all
grievances had been redressed. However, it remains 1 cases of
conflict on land use right between companies, and 1 case of
discontent on compensation rate.
The grievance redress mechanism applied by

the project is in compliance with relevant
regulations issued by Vietnamese government.
Affected peoples grievances were properly
recorded and redressed by the Town/District
Compensation Committees.
Considerati
ons to
vulnerable
Households recognized as family to be supported by the social

welfare policy are provided with an allowance in cash.
There is no recorded problem on the

considerations to socially vulnerable groups.
- 2-21 -

No.
Item
Final Report
Result of review
Evaluation
groups
7
Consultatio
n with
affected
people
Meetings to explain to affected people about the project plan

and the policies on compensation and resettlement had been
organized many times. All interviewed persons said that they
had been provided with appropriate information on the project
and policies on land acquisition.
Consultation and information disclose were

implemented in compliance with the relevant
regulations issued by Vietnamese government.
Monitoring
Plan to monitor the performance of compensation payment,

provision of supports, living condition and livelihood of affected
people after resettlement, etc. has not been prepared. There is
no agency responsible for monitoring the RAP implementation.
Monitoring system has not been established.
2.9.7 Environmental Scoping

Following table shows the impacts which can be predicted during the pre-construction phase, the
construction phase, and the operation phase.
Table 2.9.9 Environmental Scoping (draft)
Assessment
Items
No.
Environment
al factors
Pollution
Air pollution
Pre-constructio
n phase &
Operation
construction
phase
phase
Reason of assessment
[Construction stage]
Dust and polluted gas will be generated from the operation of

B-
B-
B-
B-
B-
B-
B-
B-
B-
Water pollution
Wastes
Soil pollution
Noise,
vibration
construction machine around the construction sites of bus

terminal and other TOD facilities.
[Operation stage]
Exhaust gas of buses may cause more air pollution.
Volume of exhausted CO2 and other polluted substances in the
area may be decreased due to the decrease in private car,
motorbike and traffic congestion.
Polluted water generated by construction works of the bus
terminal and other TOD facilities may cause negative impact to
surface water environment.
[Operation stage]
Polluted water and waste oil generated from the bus terminal
(water runoff, car washing) may cause negative impact to the
surrounding water bodies.
Construction wastes and general wastes from construction sites
may cause negative impact to the surrounding environment.
[Operation stage]
Improperly-disposed wastes from the bus terminal and other TOD
facilities may cause negative impact to environment.
Unsuitable materials, especially oily wastes generated from
construction works may cause soil pollution.
[Operation stage]
Waste oil and polluted water from the bus terminal may cause soil
pollution to the surrounding area.
Levels of noise and vibration around the construction sites may
increase due to construction works.
[Operation stage]
Level of noise and vibration may increase due to the bus moving
- 2-22 -

Final Report
Assessment
No.
Items
Environment
al factors
Ground
subsidence
Offensive odor
Bottom
sediment
Natural environment
Protected
areas
10
Eco-system
11
Hydrological
situation
12
Social environment
13
14
Topography
and
geo-graphical
features
C-
C-
B-
C+
B+
B+
B+
Involuntary
resettlement
The poor
15
Indigenous
and ethnic
people
16
Local economy
such as
employment
and livelihood
17
Pre-constructio
n phase &
Operation
construction
phase
phase
Land use and

utilization of
local resources
in and out the bus terminal and Suoi Tien Terminal Station.
[Construction stage / Operation stage]
Construction of the bus terminal may cause ground subsidence in
some extents. However, land of the construction site is solid, and
impact of ground subsidence may be managed by proper
construction method.
Construction works (in construction phase) and maintenance works for

the BRT facilities (in operation phase) do not generate offensive odor.

The landscape of the project area is rather flat and large-scale
soil reclamation or civil work is not required for construction of
flyovers and station. Therefore, the Project is expected not
caused bottom sediment to the surrounding water bodies.
There is not any protected areas such as national park observed
in the project area.
The areas around the project site are already urbanized and
occupied by many factories and residential areas.
The construction and operation of the bus terminal is expected
not cause affect to the flow of rivers those are located far from the
site.
Construction of the bus terminal will not cause large scaled
excavation, and therefore will not cause impact to topography
and geographical features of the project site.
[Pre-construction stage]
A number of households should be relocated to make land for the
bus terminal construction project.
[Operation stage]
Requirement of additional land acquisition and resettlement is not
expected during operation stage of the station.
The Project is expected not cause impact to the poor.
Connection between the bus routes, Binh Duong BRT, and MRT
Line 1 may help to improve accessibility of the poor, the elderly
people, the handicapped persons, etc.
Indigenous and ethnic people are not observed residing around
the project area.
Residents and business activities near the construction sites may
be affected by dust, noise, traffic jam, etc. temporarily during
construction stage.
Local residents around the project site may have opportunity to
work as construction worker for the project.
[Operation stage]
Local economy and industry may be promptly developed due to
the improved accessibility to Suoi Tien Terminal Station, Binh
Duong BRT, etc.
The Project may contribute to economic development of the
areas around the bus terminal.
[Construction stage / Operation Stage]
There may be significant change in land use in the areas around
the project area, where bare land may change into residential
land, urban land, commercial land, etc.
- 2-23 -

Final Report
Assessment
No.
Items
18
19
20
21
Environment
al factors
Water usage
or water rights
and rights of
common
Existing social
infrastructures
and service
Social capitals,
local
organizations,
such as
authorities to
make
decisions
Local conflict
of interests
23
Cultural,
historical
heritage
B-
B+
C-
C+
C-
C+
C-
C-
Landscape
25
Gender
26
Childrens right
27
Misdistribu-tion
of benefit and
damage
22
24
Pre-constructio
n phase &
Operation
construction
phase
phase
Hazard (risk),
infectious
diseases such
as HIV/AIDS
There is not any river in the project area. There is only a small
pond located about 700m from the project site in the east which is
being used for fishing. The project is expected not cause impact
to the water usage of local residents.
Traffic jam may occur on the roads around the construction sites
during construction.
[Operation stage]
The project may help improve accessibility of local residents to
public facilities in the region.
The project will not cause significant impact to the existing public
transportation system nor social capital of the locality
Misdistribution of damage may be occurred if compensation for affected
households is not properly implemented.
Residents who reside near the construction sites may suffer more
direct impact of dust, noise, traffic jam, etc. than residents who
reside far from the construction sites.
[Operation stage]
Residents who reside near the project area may earn more direct
benefits (such as increased land price, reduction of travel time,
etc.) from the project than residents who reside far from the
project area.
Local conflict of interest that requires particular consideration is
not expected.
There is no any environmental sensitive structure/area (such as
school, hospital, religious structures, etc.) found within the range
of 300m from the station.
The appearance of temporary structures, construction machines,
etc. may cause damage to the local landscape during the
construction stage.
[Operation stage]
Negative impact to landscape is not predicted, due to no any
scenic landscape observed in the area.
Impact to gender that requires particular consideration is not
expected.
Impact to childrens right that requires particular consideration is
not expected.
[Operation stage]
Operation of the bus terminal will improve childrens accessibility
in the region.
Risk of HIV/AIDS infection may increase among construction
workers, amusement places around construction sites.
[Operation stage]
- 2-24 -

Final Report
Assessment
No.
Items
28
Others
29
30
Environment
al factors
Pre-constructio
n phase &
Operation
construction
phase
phase
Working
environment
(including
working
safety
B-
B-
C-
C-
C+
Accident
Trans-boundar
y impacts,
global warming
Areas around the project area may be quickly developed in term

of economy (hotels, service business, etc.) and therefore, may
face increased risk of infection.
Dust and exhaust gas generated by construction works may
cause negative affect to workers health.
Wastes from worker camps and construction office may worsen
sanitary condition of the surrounding areas.
[Operation stage]
Impact to working environment that requires particular
consideration is not expected.
There is risk of traffic accident on the roads around the
construction sites and accidents on the sites.
[Operation stage]
Traffic accident may occur around and in the bus terminal due to
the inattention of drivers.
Greenhouse gas (CO2) will be generated by construction works.
[Operation stage]
It is expected that more passengers will use public transportation
(metro line, buses) in the region, therefore total volume of
greenhouse gas may be decreased due to the decrease in
motorbikes and other means of private transportation.
Operation of the new bus terminal will help mitigate traffic jam,
and lead to the reduction of green house gas.
Note
A+/-: serious positive/negative impact is expected;
B+/-: positive/negative impact is expected to some extent;
C+/-: extent of impact is unknown, further study is needed;
D: limited impact/negligible impact, further study is not needed.
According to the result of environmental scoping described in Table 2.2.9, there is no

environmental factor which is assessed as A-. The environmental factors which are assessed as
B- or C- in pre-construction phase/ construction phase, or operation phase are the followings:
(1) air pollution, (2) water pollution, (3) waste, (4) soil pollution, (5) noise & vibration, (6) ground
subsidence, (7) involuntary resettlement, (8) local economy such as employment and livelihood, (9)
existing social infrastructure and service, (10) misdistribution of benefits and damage, (11)
landscape, (12) infectious diseases such as HIV/AIDS, (13) working environment, (14) accidents,
(15) transboundary impacts, and global warming.
Table 2.9.10 shows the results of surveys for the impact factors which was assessed as B- or
C-.
2.9.8 Environmental surveys and environmental impact assessment
Table 2.9.10 shows the content (TOR) of the surveys for environmental items assessed as A-,
B- and C-.
Table 2.9.10
Items
1. Air pollution
Content of environmental and social considerations surveys TOR

Survey content
Survey method
1.Ambient air quality

2.Standards on ambient air quality
Review of existing documents

Confirmation of construction content, operation plan
- 2-25 -

Final Report
2. Water pollution 1.Surface water and groundwater

2.Standards on water quality
3. Waste
1.Method to treat wastes generated
from/around construction sites
4. Soil pollution
1.Soil quality
2.Standards on soil quality
5. Noise, vibration 1.Noise levels, vibration levels
2.Standards on noise, vibration
6. Ground
1.Geological, soil quality, ground
subsidence
conditions
7. Involuntary
1.Resettlement Plan
Resettlement/Lan 2.Living and livelihood of relocated
d Acquisition
people
3.Situation of affected companies
8. Local economy, 1.Socio-economic status of PAPs
such as
2.Regional socio-economic situation
employment, and
livelihood
9. Existing social 1.Situation of road and its utilities
infrastructure and
service
10. Misdistribu1.Socio-economic status of PAPs
tion of benefits
2.Resettlement Plan
and damage
1. Road trees around the project area
11. Landscape
12. Infectious
diseases such as
HIV/AIDS
13. Working
environment
(including work
safety)
14. Accidents
15 Transboundary impact,
global warming
1.Health status of workers

Surveys on natural conditions
Legal framework, institutional framework
Due diligence survey (hearing surveys to affected
people and companies, confirmation of replacement
cost survey, etc.)
Field surveys
Hearing surveys to affected people and companies
Field Surveys
Hearing to relevant stakeholders
Past similar cases
Field Surveys
Past similar cases
1.Working environment

Past similar cases
1.Working accident

Past similar cases
1.Impact caused by the construction

2.Expected traffic volume
Table 2.9.11 shows the results of surveys based on TOR shown in Table 2.9.10.
Table 2.9.11
Impact factor
Air pollution
(B- / C)
Results of surveys for impacts assessed as B- or C-

Result of survey
In the construction phase, ambient air quality may be exacerbated by dust and polluted gas
generated from the operation of construction machine around the construction sites of bus
terminal and other TOD facilities. Residents living around the construction sites may be
affected by air pollution temporarily during construction. Air pollution not only causes
respiratory and ophthalmic diseases but also hinders the daily activities of local residents. It is
difficult to assess this impact, because it is varied depending on construction method,
construction equipment, contractors management capability, etc. However, as shown in Table
2.7.12, the common measures to mitigate impacts of air pollution in the construction phase
are recommended.
In operation phase, ambient air quality may be degraded due to the exhaust gases from the
- 2-26 -

Impact factor
Water pollution
(B- / B-)
Waste
(B- / B-)
Soil pollution
B- / B-
Noise & vibration

(B- / B-)
Ground
subsidence
(C-, C-)
Involuntary
resettlement
(B- / D)
Local economy
(C / B+)
Existing social
infrastructure and
service
Final Report
Result of survey
moving buses, vehicles, etc., accessing the bus terminal, and dust raised from the road
surface. Residential areas around the bus terminal will be more exposed to exhaust fumes and
dust. However, the project is expected to contribute to the improvement of local road network
(including NH No.1 and other local roads around the project site), and help to promote the
modal shift from private cars/motorbikes to public transportation means (bus and railway),
etc. therefore, it is expected that the total volume of polluted substances in the area may be
decreased due to the decrease in private car, motorbike and traffic congestion in the area.
In construction phase, polluted water generated from the construction works of the bus
terminal and other TOD facilities which includes waste oil and toxic pollutants, etc. may
exacerbate the water quality of the surrounding waterbodies if without proper mitigation
measures.
In operation phase, polluted water and waste oil generated from the bus terminal, GSM
facilities, etc. may cause water pollution to the surrounding waterbodies.
In the construction phase, the demolition works, construction works, construction offices,
worker camps, etc. will generate many kinds of waste.
Wastes from construction sites generally consist of oily rags, chemicals, metal scrap, metal
dust, lubricants, oil, solvents, paints, tires, wood, soil, etc. Notably, most of these wastes are
classified as hazardous waste. Poorly designed waste and hazardous waste management plan
may cause contamination of the environment and risks to the people health and safety.
In the operation phase, it is anticipated that wastes will be generated from the bus terminal,
GSM facilities, and other TOD facilities. These wastes should be properly collected and
disposed by the competent entities.
In the construction phase, unsuitable materials such as waste oil generated from the
construction vehicles, machinery, etc. may cause soil pollution if they are not properly
collected and disposed.
In the operation phase, waste oil and polluted water from the bus terminal, GSM facilities,
etc. may cause soil pollution to the surrounding area.
Major noise sources during construction phase are construction equipment and transportation
vehicles. Construction works may require to use many kinds of large-sized and medium-sized
machinery and equipment. These construction machinery may generate excessive noise and
cause impact to the surrounding residential areas.
During operation phase, noise and vibration is generated mostly by the moving buses,
vehicles, motorbikes, etc. in and out the bus terminal and railway station.
Construction of the bus terminal may cause ground subsidence in some extents. However,
impact of ground subsidence should be examined in detail in the next stages of the project,
based on result of the geological surveys, and the building foundation construction method to
be applied in the construction phase.
As described in Section 2.7.6, the land necessary for developing the TOD facilities planned in
this project is located within the land already acquired by HCMC for developing the New
Eastern Bus Terminal. The number of households and areas of land affected by the land
acquisition for this project (with an area of 14 ha) is shown in Table 2.7.6. A due diligence
survey had been carried out to confirm the content of this land acquisition. According to result
of this due diligence survey (refer to Section 2.7.6), compensation for affected households
was properly implemented. However, it needs to monitor the livelihood restoration
performance for the affected people.
In the operation phase, requirement of additional land acquisition and resettlement is not
expected.
In the construction phase, business entities located near the construction site would be
affected by noise, air pollution, vibration, etc. caused by the construction vehicles and
machinery. However, during the construction phase, local residents may have the opportunity
to work as construction workers on the project.
In the operation phase, development of local economy and industry may be expected due to
the developed TOD facilities, the improved accessibility to Suoi Tien Terminal Station, Binh
Duong BRT, etc.
Households around the construction sites would be temporarily affected by traffic jams
occurred on the roads around the construction sites during the construction.
In the operation phase, the TOD facilities may help improve the accessibility of local
- 2-27 -

Final Report
Impact factor
(B- / B+)
Misdistribution of
benefits and
damage
(C- / C+)
Landscape
(C- / D)
Infectious
diseases such as
HIV/AIDS
(C- / C-)
Working
environment
(B- / D)
Accidents
(B- / C-)
Transboundary
impacts, and
global warming
(C- / C+)
Result of survey
residents in a large area.
In the construction phase, residents who reside near the construction sites may suffer more
direct impact of land acquisition, dust, noise, traffic jam, etc., than residents who reside far
from the construction sites.
In the operation phase, residents who reside near the project area may earn more direct
benefits (such as increased land price, reduction of travel time, etc.) from the project than
residents who reside far from the project area.
There is not any outstanding scenic landscape existing around the project area.
In the construction phase, a large number of outside construction workers may come from
other areas and may disrupt the local social order around the project area.
In the operation phase, a large number of passengers may come from other areas and may
cause increased risk of infectious diseases in the locality.
However, if the project is implemented under JICAs cooperation, the risk of spread of
HIV/AIDS infection in the locality should be examined in detail.
In the construction phase, dust and exhaust gas generated by the construction works may
cause negative affect to workers health. And wastes from worker camps and construction
office may worsen sanitary condition of the locality. The proper management of construction
sites, construction yard, worker camps, etc. should be carefully examined in the
environmental management plan (EMP).
In the operation phase, impact to working environment that requires particular consideration
is not expected.
In the construction phase, traffic congestion and accident on the roads surrounding the project
area may increase, due to the involvement of construction vehicles.
In the operation phase, traffic accident may occur around and in the bus terminal due to the
inattention of drivers.
In the construction phase, construction works will temporarily cause generation of greenhouse
gas such as CO2.
In the operation phase, it is expected that more passengers will use public transportation
(metro line, buses) in the region, therefore total volume of greenhouse gas may be decreased
due to the decrease in motorbikes and other means of private transportation. In addition,
operation of the new bus terminal may help mitigate traffic jam, and lead to the reduction of
green house gas.
Note
Table 2.9.12 shows the impact assessment based on results of the surveys.
Table 2.9.12 Impact assessment based on results of surveys
Assessment
No.
Items
Environment
al factors
Air pollution
Scoping
After survey
Pre-constr
Pre-cons
uction/
Operati truction/ Operatio
Constructi on
Construc n
on
tion
Pollution
B-
B-
Dust and polluted gas will be generated from the operation of
construction machine around the construction sites of bus
terminal and other TOD facilities.
[Operation stage]
Exhaust gas of buses may cause more air pollution.
- 2-28 -

Final Report
Assessment
No.
Items
Natural
environ
ment
Environment
al factors
Scoping
After survey
Water
pollution
B-
B-
B-
B-
B-
B-
B-
B-
B-
B-
B-
B-
B-
B-
B-
B-
C-
C-
Wastes
Soil
pollution
Noise,
vibration
Ground
subsidence
Offensive
odor
Bottom
sediment
Protected
areas
Pre-constr
Pre-cons
uction/
Constructi on
Construc n
on
tion
Volume of exhausted CO2 and other polluted substances in the

area may be decreased due to the decrease in private car,
motorbike and traffic congestion.
Polluted water generated by construction works of the bus
terminal and other TOD facilities may cause negative impact to
surface water environment.
[Operation stage]
Polluted water and waste oil generated from the bus terminal,
GSM facilities (water runoff, car washing) may cause negative
impact to the surrounding water bodies.
Construction wastes and general wastes from construction sites
may cause negative impact to the surrounding environment.
[Operation stage]
Improperly-disposed wastes from the bus terminal, GSM
facilities, and other TOD facilities may cause negative impact to
environment.
Unsuitable materials, especially oily wastes generated from
construction works may cause soil pollution.
[Operation stage]
Waste oil and polluted water from the bus terminal, GSM
facilities, etc. may cause soil pollution to the surrounding area.
Levels of noise and vibration around the construction sites may
increase due to construction works.
[Operation stage]
Level of noise and vibration may increase due to the bus
moving in and out the bus terminal and Suoi Tien Terminal
Station.
Construction of the bus terminal may cause ground subsidence
in some extents. However, land of the construction site is solid,
and impact of ground subsidence may be managed by proper
construction method.
Construction works (in construction phase) and maintenance
works for the BRT facilities (in operation phase) do not generate
offensive odor.
The landscape of the project area is rather flat and large-scale
soil reclamation or civil work is not required for construction of
the TOD facilities. Therefore, the Project is expected not caused
bottom sediment to the surrounding water bodies.
There is not any protected areas such as national park
- 2-29 -

Final Report
Assessment
No.
Items
Environment
al factors
Scoping
After survey
10 Eco-system
11 Hydrological
situation
12 Topography
and
geo-graphic
al features
B-
B-
C+
C+
B+
B+
B+
B+
B+
B+
13 Involuntary
resettlement
14 The poor
15 Indigenous
and ethnic
people
Social environment
16 Local
economy
such as
employment
and
livelihood
17 Land use
and
utilization of
local
resources
18 Water
usage or
water rights
and rights of
Pre-constr
Pre-cons
uction/
Constructi on
Construc n
on
tion
observed in the project area.

The areas around the project site are already urbanized and
occupied by many factories and residential areas.
The construction and operation of the bus terminal is expected
not cause affect to the flow of rivers those are located far from
the site.
Construction of the bus terminal will not cause large scaled
excavation, and therefore will not cause impact to topography
and geographical features of the project site.
A number of households should be relocated to make land for
the bus terminal construction project.
[Operation stage]
Requirement of additional land acquisition and resettlement is
not expected during operation stage of the station.
The Project is expected not cause impact to the poor.
Connection between the bus routes, Binh Duong BRT, and MRT
Line 1 may help to improve accessibility of the poor, the elderly
people, the handicapped persons, etc.
Indigenous and ethnic people are not observed residing around
the project area.
Residents and business activities near the construction sites
may be affected by dust, noise, traffic jam, etc. temporarily
during construction stage.
Local residents around the project site may have opportunity to
work as construction worker for the project.
[Operation stage]
Local economy and industry may be promptly developed due to
the improved accessibility to Suoi Tien Terminal Station, Binh
Duong BRT, etc.
The Project may contribute to economic development of the
areas around the bus terminal.
There may be significant change in land use in the areas around
the project area, where bare land may change into residential
land, urban land, commercial land, etc.
There is not any river in the project area. There is only a small
pond located about 700m from the project site in the east
which is being used for fishing. The project is expected not
- 2-30 -

Final Report
Assessment
No.
Items
Environment
al factors
Scoping
After survey
common
19 Existing
social
infrastructur
es and
service
20 Social
capitals,
local
organization
s, such as
authorities
to make
decisions
cause impact to the water usage of local residents.
B-
B+
B-
B+
21 Misdistributi
on of benefit
and damage
22 Local
conflict of
interests
23 Cultural,
historical
heritage
C-
C+
B-
C+
C-
C+
C+
C-
C-
B-
24 Landscape
25 Gender
26 Childrens
right
27 Infectious
Pre-constr
Pre-cons
uction/
Constructi on
Construc n
on
tion
Traffic jam may occur on the roads around the construction sites
during construction.
[Operation stage]
The project may help improve accessibility of local residents to
public facilities in the region.
The project will not cause significant impact to the existing
public transportation system nor social capital of the locality
Misdistribution of damage may be occurred if compensation for
affected households is not properly implemented.
Residents who reside near the construction sites may suffer
more direct impact of dust, noise, traffic jam, etc. than residents
who reside far from the construction sites.
[Operation stage]
Residents who reside near the project area may earn more
direct benefits (such as increased land price, reduction of travel
time, etc.) from the project than residents who reside far from
the project area.
Local conflict of interest that requires particular consideration is
not expected.
There is no any environmental sensitive structure/area (such as
school, hospital, religious structures, etc.) found within the range
of 300m from the station.
There is no any scenic landscape observed in the area that
needs to be considered.
Impact to gender that requires particular consideration is not
expected.
Impact to childrens right that requires particular consideration is
not expected.
[Operation stage]
Operation of the bus terminal will improve childrens
accessibility in the region.
- 2-31 -

Final Report
Assessment
No.
Items
Environment
al factors
Scoping
After survey
diseases
such as
HIV/AIDS
28 Working
environment
(including
working
safety
Pre-constr
Pre-cons
uction/
Constructi on
Construc n
on
tion
B-
B-
B-
C-
B-
C-
C-
C+
C-
C+
29 Accident
Others
30 Transbound
ary impacts,
global
warming
Risk of HIV/AIDS infection may increase among construction

workers, amusement places around construction sites.
[Operation stage]
Areas around the project area may be quickly developed in term
of economy (hotels, service business, etc.) and therefore, may
face increased risk of infection.
Dust and exhaust gas generated by construction works may
cause negative affect to workers health.
Wastes from worker camps and construction office may worsen
sanitary condition of the surrounding areas.
[Operation stage]
Impact to working environment that requires particular
consideration is not expected.
There is risk of traffic accident on the roads around the
construction sites and accidents on the sites.
[Operation stage]
Traffic accident may occur around and in the bus terminal due to
the inattention of drivers.
Greenhouse gas (CO2) will be generated by construction works.
[Operation stage]
It is expected that more passengers will use public
transportation (metro line, buses) in the region, therefore total
volume of greenhouse gas may be decreased due to the
decrease in motorbikes and other means of private
transportation.
Operation of the new bus terminal will help mitigate traffic jam,
and lead to the reduction of green house gas.
Note
2.9.9 Mitigation Measures for Potential Impacts

Table 2.9.13~14 shows measures to mitigate impact for environmental factors assessed as A-,
B-. Measures to mitigate impact for the environmental factors assessed as C- should be further
examined in the next stage of the project, if the project is implemented under JICA cooperation.
Table 2.9.13
Impacts
Air pollution
Mitigation Measures Construction Phase

Mitigation Measures
Contractors should implement measures to reduce impacts of dust and exhausted gases, such as:
build temporary walls around the construction sites; use construction equipment and vehicles which
comply with the latest regulations on exhaust gas control; periodically inspect and maintain
- 2-32 -

Final Report
construction equipment and vehicles; periodically clean and water the project sites; use cover sheets
for trucks carrying soil; etc
Water pollution
In construction phase, waste water generated from construction sites should not be discharged
directly to drainage system or surrounding surface water bodies. Waste water should be settled and
preliminarily treated before discharged, in accordance with Vietnam standards on waste water.
Wastes
Wastes generated from the construction sites should also be properly collected, treated, and disposed
by authorized company in accordance with Ho Chi Minh City regulations.
Noise and vibration
Contractors should bear efforts to reduce noise from the construction sites by installing the temporary
walls around the construction sites, using construction machinery and vehicles which reduces noise
and vibration. Construction machinery and vehicles should be periodically inspected and maintained
to be able to use in best condition.
Accidents, traffic
congestion:
During construction phase, construction vehicle operation plan should be appropriately made, and
routes for construction vehicles should be properly planned to avoid concentration of machinery and
vehicles in limited roads.
Drivers of vehicles bringing equipment and materials should be properly trained to ensure that they
observe the driving rules, driving routes, etc.
Table 2.9.14
Impacts
Mitigation Measures Operation Phase

Mitigation Measures
Air pollution
In operation phase, the following measures are recommended to mitigate impact of air pollution:
- Planting trees along the access roads to mitigate impact of air pollutants generated by vehicles.
- Periodically cleaning and watering the roads
- Applying regulations to limit vehicles which exhausts excessive pollutants or scatters wastes/dust
on the road during transportation.
Water pollution
Waste water should be settled and preliminarily treated before discharged, in accordance with
Vietnam standards on waste water.
Wastes
Waste generated from the bus terminal, station plaza, parking lots, etc. should also be properly
collected, treated, and disposed by authorized company in accordance with Ho Chi Minh City
regulations.
Soil pollution
Wastewater from washing buses shall be collected and screened to extract out solid wastes, before
moving to a stabilization tank. The wastewater needs to be disinfected before discharged to drainage
system. Waste oil generated from the GMS facilities should be separated, collected, transferred and
treated properly to prevent water and soil pollution.
Noise and vibration
Impact of noise generated from vehicles accessing to the bus terminal, parking lots, etc. should be
mitigated by planting trees along the access roads and around the project area, especially in parking
lots. Speed of vehicles in and out the project area shall be properly limited to both reduce traffice jam
and reduce noise level.
Accidents, traffic
congestion:
In operation phase, in order to ensure easy accessibility to the bus terminal, station/station plaza and
safety of pedestrians, the road network around the project area should be improved, including the
widening of these roads pedestrian roadsides.
Besides, traffic regulations for the approach road, parking lots, station plaza, etc. should be prepared
and applied. Especially, speed of vehicles should be regulated to reduce traffic congestion. When
necessary, staffs shall be in charge of regulating traffic flow in peak hours to minimize traffic jam.
2.9.10 Recommendation
As mentioned above, the study for environmental and social considerations for the Suoi Tien
Terminal Station TOD Development Project could not be sufficiently implemented during this
- 2-33 -

Final Report
Preparatory Survey. Therefore, in the future, if the project is planned under JICA cooperation, it
needs to carry out the following supplemental surveys.
<For environmental considerations>
Review again the EIA Report after it is prepared by SAMCO
Study on the implementing organization and institution of the Vietnam side
Alternatives analysis (including zero option)
Recommended impact mitigation measures and estimated cost for implementing these
measures
Monitoring plan
Stakeholder consultation (at the scoping stage and at the DFR preparation stage in case of
necessary)
<For social considerations>
Replacement cost survey
Measures to help affected households who are facing difficulty in restoring livelihood
Measures to help employees of the affected companies
Preparation of monitoring plan and implementing organizational arrangement
- 2-34 -

Final Report
2.10 Consensus Building

2.10.1 Meeting with Counterparts
JICA Study team has regular meetings with counterparts of local government organizations, Binh
Duong Province and HCMC, and their public corporations, BECAMEX IDC and SAMCO. Items
of The STT Dev. Project have been discussed mainly with HCMC and SAMCO, because the target
area of the Study is under their jurisdiction. And major context has been reported to Binh Duong
Province side. We have had a kick-off meeting at first to explain the contents of Inception Report,
and had monthly meetings six times till now to discuss major issues of the project. Following table
shows agenda of each meeting about the STT Dev. Project with HCMC. As to meetings with Binh
Duong Province, see Chapter 3.11.
Table 2.10.1
Date
(Y2014)
Meeting with HCMC
Attendance
(Organization of HCMC)
Major agenda
Kick off
Meeting
21st Feb.
2014
DOT, DPI, DPA, DONRE, District 9,

SAMCO, HIDS
ICR contetnts
Helding monthly meeting
1st Monthly
Meeting
25th Mar
2014.
DOT, DPI, DPA, DONRE, District 9,

SAMCO, HIDS, MAUR
Market research
Data request
2nd Monthly
Meeting
24th Apr.
2014
DOT, DPI, DPA, DONRE, SAMCO,

HIDS
Market research
Data request
3rd Monthly
Meeting
27th May.
2014
DOT, DPI, DPA, DONRE, SAMCO,

HIDS
Market research
TOD case in Japan
4th Monthly
Meeting
26th Jun.
2014
DOT, DPI, DOC, DONRE, District 9,

SAMCO, HIDS
5th Monthly
Meeting
31st Jul.
2014
DOT, DPIA, District 9, SAMCO, HIDS,

MAUR
6th Monthly
Meeting
5th Sep.
2014
DOT, DPA, SAMCO, HIDS, DONRE
1st Steering
Committee
7th Nov.
2014
DOT, DPA, SAMCO, HIDS, SAWACO,

MAUR
Land use and urban plan

Market research
BRT route (cross section of QL-1)
Area development policy
Marketing strategy
Facility plan and circulation plan
Facility plan
Business plan
EIA
Facility plan
Business plan
2nd Steering
Committee
27th Nov.
2015
DOT, SAMCO, DOC, DPI, DPA,

DONRE, District 9 PC, Thu Duc
PC
Draft Final report

Related projects
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Final Report
Picture Meeting with HCMC (Left: Kick off Meeting Right: 2nd Steering Committee Meeting)
2.10.2 Agreement and Issue

Table 2.10.2 Issues regarding the STT Dev. Project
Issue
(1) Urban Plan
a) Change of urban plan to induce station-based land use
b) Understand of the development policy at Binh Duong Province side land and
future support at the time of planning the development. (Potential of land
acquisition of undeveloped residential area will be considered with BECAMEX
IDC)
(2) Facility Plan (Accessibility of the Eastern Bus Terminal area)
a) Development of east west connection infrastructure between QL-1A
b) Expansion of QL-1A service road and both direction connection with Mp-Tv
extension road
(3) Business Plan

a) Project scheme (partnership among government, user, and operator)
b) Implementation Steps (Including legal proceedings)
c) Benefit /cost analysis and governmental burden/role
d) Benefit evaluation and financing
e) Implementation method and schedule
Counterpart
HCMC
BDP (Binh
Duong
Province)
HCMC
(Especially
DOT and
MAUR)
SAMCO
BDP
HCMC
SAMCO
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3
3.1
Final Report
BRT Project
Urban Plan
This chapter describes the outline of the urban planning master plan covering the whole Binh
Duong Province as well as the urban plan (general plan) of district and city levels covering the
target research area. These plans describe the development policies of the land usage plan and road
transportation facilities.
3.1.1 Binh Duong Province Urban Planning Master Plan

The Binh Duong Province Urban Planning Master Plan for 2020 to 2030 (approval number
1701/QD-UBND, approved June 26, 2012) describes the development policies for the whole of
Binh Duong Province with 2020 and 2030 set as the target years and includes major urban
infrastructure plans including the land usage plan map shown in Figure 3.1.1.
National Road No.13
Provincial Road No.741,

No.747, No.745, No.743
RingRoad No.4
Bing Dung New City
My Phuc-Tan Vang Highway
Urbanized Areas
Ring Road No.3
Ho Chi Minh City CBD

Source: Urban Planning Master Plan of Binh Dung Province
Figure 3.1.1 Binh Duong Province Urban Planning Master Plan (land use plan)
In the regional major road plan, the existing north-south roads such as National Road No.13 as well
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Final Report
as Provincial Roads No.741, 747, 745 and 743 etc. are drawn as the key major roads radically
stretching from the center of Ho Chi Minh City. Also, Ring Roads No. 3 and 4 as well as My
Phuoc-Tan Van Road (Mp-Tv Rd.) are indicated with the development target year of 2020. These
major roads were planned with the intension of de-concentrating the automobile traffic (mainly
industrial traffic), which is concentrated on the radial road at present, and the development of these
roads is thought to be of high priority. As of December 2015, the most part of Mp-Tv Rd. have
been constructed. As for Ring Road No. 3, a feasibility study was finished and a detailed design is
about to be started; therefore, the construction has yet to be started. The progress of development of
Ring Road No. 4 is unclear.
Regarding the land usage plan, the satellite type urban area centering on the industrial estate is
planned along the regional major road stated above in the north of Binh Duong Province. In the
south area close to Ho Chi Minh City (south of Ring Road No. 4), land usage for high-density
residences and industrial estate are planned. This plan includes the Binh Duong New City
including the transfer of the Binh Duong Province ministries and government offices.
Mp-Tv Rd., which is the target area of this research, is regarded as the key major road as it crosses
through the area where the urban area of the south of the Province is concentrated and a part of the
road will be in service as Ring Road No. 3.
3.1.2 District City Level Urban Plan (General Plan)
Ring Road No.4
Provincial Road No.747, No.745, No.743
National Road No.13
Bing Dung New City
My Phuc-Tan Van Road

Thu Dau Mot City
Ring Road No.3
Thuan An District
Di An District
Source: JICA Study Team Based on Existing Map of Binh Dung Province
Figure 3.1.2 Mp-Tv Rd. and Location of Target Research Area
For the two districts and city (Di An District Tuan Anh District Thu Dau Mot City) along Mp-Tv
Rd., which are the target area of this research, the urban plan (general plan) of the district and city
level on a scale of 1/10,000 has been established (Figure 3.1.2 shows the districts and cities of the
target area).
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Final Report
New Residential Area
Garden Residential Area

Industrial Area
New and Improved Redidential Area
Existing Residential Area
Residential Area to be improved
Source: General Plan of Di An District
Figure 3.1.3 Di An District Urban Plan (General Plan)
The land use plan of the Di An District General Plan 2020 to 2030 (approval number
2481/QD-UBND, approved June 23, 2009) shows that most of the south area of Mp-Tv Rd. are
built-up residential areas revealing that the urban area has already been formed. The land use plan
for the north of the highway is new residential lands and the land conversion of green areas and
farmlands is expected. In such a way, in Di An District, the residential land along Mp-Tv Rd. as
well as road improvements is planned (Figure 3.1.3).
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Final Report
Industrial Area
Low-density Residential Area
Medium-density residential area
Parks & Green Spaces
Industrial Area (VSIP I)
Provincial Road No.743
National Road No.13
Source: General Plan of Di An District
Figure 3.1.4 Tuan Anh District Urban Plan (General Plan)
The land use plan map of the Tuan Anh City General Plan 2020 to 2030 (approval number
1071/QD-UBND, approved April 12, 2010) shows National Road No. 13 and Provincial Road No.
743 stretching north as well as the industrial estate and residential land usage between these roads.
The Vietnam Singapore Industrial Park (VSIP1) created in cooperation with Vietnam and
Singapore has been already developed between National Road No. 13 and Provincial Road No. 743.
The land usage plan of the area along Mp-Tv Rd., which is planned to stretch over both roads, is
mainly residential land usage as stated above (Figure 3.1.4).
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My Phuoc Industrial Park
Final Report
Industrial Area (VSIP2)
New Urban Center for Bing Dung Province

Provincal Government Office
Binh Dung New City
Song Than Industrial Park
Military Land
Provincual Road No.743
My Phuc-tan Van Road

Existing Urban Center of Binh Dung Province
National Road No.13
Source: General Plan of Thu Dau Mot City
Figure 3.1.5 Thu Dau Mot City Urban Plan (General Plan)
The land usage plan map of the Thu Dau Mot City General Plan 2020 (approval number
1702/QD-UBND, approved June 26, 2012) is classified into the existing urban area along the
Saigon River on the west side of Mp-Tv Rd. and the new large urban development area composed
of Binh Duong New City, VSIPII and Song Than Industrial Estate. In Binh Duong New City,
a complex urban area including business, commercial and residential areas, is planned. The
ministries and government offices have also been transferred there. In the north and the south of the
new city, the industrial estates are planned and most of the VSIPII etc. have been developed.
These new large-scale urban development areas are planned so that they will be the new center of
Binh Duong Province, and it is estimated that the population of residents (night-time population)
will be approximately 120,000 and the population of the workforce (day-time population) will be
approximately 400,000. (Figure 3.1.5).
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3.2
Final Report
Transportation Plan
3.2.1 Binh Duong Province Transport Development Master Plan

Binh Duong Province promulgated Binh Duong Province socio-economic development master
plan to 2020 (81/2007/QD-TTG) in 2007. In this plan, although road development plan
including bridges is shown as urban transport sector, there is no reference to develop public
transport. TDSI- South, a research organization under MOT, made a study entitled Binh Duong
Province transport development master plan to 2020 and vision to 2030 in May 2013 and based on
the study, BINH DUONG PROVINCE TRANSPORT DEVELPENT MASTER PLAN TO 2020
AND VISION TO 2030(3247/QD-UBND) (hereinafter referred to as BD Transport MP) was
promulgated in December 2013. Binh Duong Province came up there with transportation network
development vision and policy, including installation of urban railway and bus system. Furthermore,
BINH DUONG PROVINCE SOCIAL DEVELOPMENT MASTER PLAN TO 2020 AND
VISION TO 2025 (893/QD-TTg) was promulgated by the Prime Minister in June 2014. The
decision also includes urban railway development plan which is almost the same contents as
authorized in the BD Transport MP.
(1)
Urban Railway
According to BD Transport MP, there are seven routes planed as urban railway in Binh Duong
province. Line-1 is the route connecting from Suoi Tien terminal station of Ho Chi Minh MRT
line-1 through Mp-Tv Rd. (hereinafter referred as to Mp-Tv Rd.) to Binh Duong Province new city.
That route is planned to be developed by 2020.
Mp-Tv Rd. is planned to run in parallel or shared with Ho Chi Minh Ring Road No.3 (hereinafter
referred as to RR-3) in the future. A figure shown below is a cross section of Mp-Tv Rd. and RR-3
shown in BD transport MP. The urban railway is introduced as elevated structure in a median of
Mp-TV Rd and RR-3 is proposed as elevated structure.
However, it is not determined how RR-3 runs, in particular in parallel or shared with Mp-Tv. This
issue is under discussion among Central Government, Ho Chi Minh City and Binh Duong Province
as of December 2015. The Study Team had an interview to TDSI-South which conducted Ho Chi
Minh metropolitan area Master Plan including RR-3 project and it was confirmed that RR-3 was
planned to develop in parallel to the southwest of Mp-Tv Rd as proposed by Binh Duong Province.
Moreover, there is a plan to develop Central Station which will concentrate 4 urban railway lines
and be built at the rotary located in the centre of Binh Duong New City developed by BECAMEX
IDC. This station is planned to develop as a large intermodal center concentrating not only
railway lines but also BRT, bus stops and taxi stands. However the details of Central Station are
not fixed yet.
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Final Report
Source: BD Transport MP (TDSI-South, 2013)
Figure 3.2.1 Planning Railway Routes in Binh Duong Province
Figure 3.2.2 Cross Section Plan of My PhuocTan Van Road and Ring Road 3
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Final Report
Figure 3.2.3 Vision of Central Station by Binh Duong
(2)
BRT and Bus

Bus route development plan is determined in BD Transport MP. Figure 3.2.4 shows planned
future bus routes. According to this plan, a bus route is to be developed on Mp-Tv after 2020,
however, there is no detail of this plan yet. And it is not clear to coordinate development plans
between bus and MRT Line-1.
Figure 3.2.4 Bus Route Plan of Binh Duong Province in 2020
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Final Report
BD Transport MP aims to introduce BRT in the route prospecting for adequate demand and
implement at least one BRT route as a pilot project by 2015. Although BRT route of Mp-Tv is not
current target, BD Transport MP describes BRT is introduced in advanced of future railway
development as necessary. Figure 3.2.4 is Typical Cross Section of BRT described in BD
Transport MP.
Figure 3.2.5 Typical Cross Section of BRT in Binh Duong Province
(3)
TOD
BD Transport MP aims to promote TOD along with implementation of urban railway and BRT.
There is a general description aiming high density development of merchandise, residence,
multi-purpose facility around the station. However, BD Transport MP refers to the concept of
TOD at the most. There is no specific development plan yet regarding TOD yet.
Figure 3.2.6 Vision of TOD in Binh Duong Province
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Final Report
3.2.2 Binh Duong Public Transport Master Plan

Peoples Committee of Binh Duong province has established Binh Duong Public Transport Master
Plan after BD Transport MP in 2014. The master plan includes revision of BD Transport MP with
the BRT Project connecting from BD New City to STT St. through Mp-Tv Rd. the following figure
excerpted from the draft report of public master plan shows the BRT lane introduced in Mp-Tv Rd.
and National Ring Road 3 (RR-3 Rd.) running in parallel with Mp-Tv Rd.
BRT Lane
Mp-Tv Rd.
Ring Road 3
Source: Draft Binh Duong Public Transport Master Plan (TDSI-South, 2014)
Figure 3.2.7 Future road section of Mp-Tv Rd. and RR-3 Rd.
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3.3
Final Report
Conceptual Design
3.3.1 Significance of the BRT project

(1)
Route and Mode Select

As described in chapter 3.2.2, it is determined that urban railway will be developed between BD
New City and Suoi Tien along Mp-Tv Rd. in BD Transport MP. This line is called BD MRT line 1
and the first priority to be developed until 2020 while there are 7 planed lines in total. Because rail
transit system should cover wide area in order to provide efficient service for users, the BD MRT
line 1 is important project for not only Binh Duong Province, but also HCMC MRT line 1 which
has been developed by Japanese ODA.
However, it is skeptical whether the demand will reaches to enough amount for MRT until 2020 as
the population in Binh Duong Province reaches only 1.75 million while the one in HCMC reaches
eight million.
Table 3.3.1 General Specifications of Public Transport Modes
Exclusiveness
Interval
between
stations / bus
stops (km)
MRT (Metro)
LRT
- Operated on
exclusive rails
- Grade
separation
from other
transport
modes
- Operated
mainly on
exclusive rails
- Sometimes
mixed with
other traffic
1.5
0.8-1.5
Electric trains
Vehicles
Number of
seating
Average
speed
(km/hour)
Transport
capacity
(PPHPD)
Min Radius
Max Gradient
Investment
cost
(Million
USD/km)
- Electric
motor cars
- Articulated
cars
- Low-floor
cars
Existing
Railways
Commuter
trains mixed
with Inter-city
long distance
trains
3-15
Electric trains
Rolling stock
Monorail, AGT
BRT
Bus
- Operated on
exclusive rails
or guideways
- Grade
separation
from other
transport
modes
- Use exclusive
lanes
- Occasionally
share certain
sections of
roads with other
motorized
vehicles
- Mixed with
Other
motorized
traffic
0.8-1.5
0.4-1.0
0.2-0.4
Conventional
bus, articulated
bus, low-floor
bus, high-floor
bus (to fit the
high platform),
diesel bus and
hybrid bus
Conventional
bus,
articulated
bus,
low-floor
bus, diesel
bus and
hybrid bus
- 40 per
standard bus
- 65 per
articulated
bus
Electric
motorcars
- 40 per
standard bus
- 65-85 per
articulate bus
50-80/ car
65-85/car
60-90/car
30-75/car
25-55
20-30
40-60
25-40
15-35
15-35
60,000
30,000
30,000
15,000
8,000
6,000
20m 8%
300m 3%
100m 6%
30-50
10-20
30-50
6-13
50m 8%
(Linear Metro)
160m 3%
60-100
(underground)
30-50
(viaduct)
Source: The Research on Practical Approach for Urban Transport Planning, JICA, 2011
Above table shows general specifications of public transport modes. The demand forecast of the
Study elucidated that MRT, LRT and monorail will not become efficient along Mp-Tv Rd. until
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Final Report
2020 due to low demand. On the other hand, the public transportation demand can be generated by
the urban development of the surrounding area, TOD. Thus, there is a significance to develop BRT,
a high cost-effectiveness transit mode with low initial investment cost, for enhancing TOD which
Japanese property developer is good at, along Mp-Tv Rd. under construction. As a result of TOD,
the demand of public transportation will increase. When the time comes that the demand of public
transportation overruns the capacity of BRT, MRT or LRT should be developed. From the
perspective of above background, developing full viaduct BRT at first and viaduct MRT or LRT
afterwards cannot become feasible idea due to high initial investment cost while it is technically
possible.
The road to install BRT system should have four lanes at least as an exclusive lane or priority lane
for BRT must be secured for each direction. But a road with four lanes is still not feasible to install
BRT, and a road with six lanes must be required in Vietnam. It is too dangerous that many
motorbikes are running through with private cars and trucks together in one lane where motorbike
traffic occupies 80 % of total.
The side area along old road of four lanes has been congested and crowded with existing houses
and business buildings. Expanding such old roads from four lanes to six lanes must face difficulty
with hindrances on residences and resettlements.
Thus, the most feasible way to install BRT system is choosing roads with more than six lanes, new
roads with potential expandability or roads with wide center median strip enough to provide
additional lanes.
Following figure shows road condition in boarder area between HCMC and Binh Duong Province.
As a result of the study, Mp-Tv Rd. is first feasible road to develop BRT with Pham Ngoc Thach
Road (Pnt Rd.) and National Highway No.1 (QL1A) for the purpose of connecting STT St. of
HCMC MRT Line 1 and BD New City.
The existing trunk road of National Highway No.13 (QL13) has already been congested with
overload traffic to the road capacity. The president decision No.568/2013/QD-TTg has disclosed
that QL13 will be expanded to eight lanes road in the future. But it is easily predicted that the
implementation needs so long time for resettlements and land acquisition due to crowded
residences and business buildings along the right of way.
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Final Report
BD NC
STT St.
Thu Dau Mot
0
Scale
6.0 km
LEGEND
: Existing Rd. (more than 6 lanes with Median)
: Under Cons, Rd.:(more than 6 lanes with Median)
: Existing Rd. (4-lane Rd.)
: Urban Planned Rd. (more than 6 lanes with Median
Road condition category
Road
Road with more than six lanes
QL1A, Mp-Tv Rd., Pnt Rd.
Road with 3m median strip
QL1A, Mp-Tv Rd., Pnt Rd.
Four lanes road
DT743C, QL1K, DT743B, TL743

DT743, DT746, DT745, QL13, TL746
: Exiting Rw.
: Under Cons. Rw.
: Bus Terminal
Reference
QL1A under expansion,
Mp-Tv Rd. under
construction
Source: JICA Study team
Figure 3.3.1 Road condition in boarder area between HCMC and Binh Duong Province
(2)
Pressing Issue to develop Mass Transit System

Developing this BRT as Mass Transit System in Binh Duong Province is a pressing issue as
following reasons:
(a) For now and forever, traffic congestion in QL-13 and in Mp-Tv Road will be getting worse
unless Mass Transit System has been developed which connects HCMC CBD and Binh Duong
urban core area. That situation will be persistently increasing economic loss more and more.
(b) In recent years, modal shift from motorbike to passenger car has been accelerating in HCM
metropolitan area. It is more difficult to shift from passenger car to public transportation than
to shift from motorbike to public transportation. Thus, there is no margin of time to make
modal-shift from motorbike to public transportation happened. BRT, one of the Mass Transit
System has substantially larger impact than ordinary bus, and should be applied for this critical
situation.
(c) Public transportation system cannot become effective without public transport network
including feeder services. It is essential to develop the BRT at the same commencement time
of HCM MRT line 1, in order to perform wider public transport network. Thus, concrete
procedure towards developing the BRT must begin within 2016 for achieving the target
commencement year 2020.
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(3)
Final Report
Ring Road 3
In 2015, Most of area along BRT route is under undeveloped and there is no substantial
development project yet other than terminal areas. Traffic congestion will be barely happened and
BRT will be smoothly operated with hourly exclusive lane. But in the future, traffic flows will
increase step and step with the developments of terminal area and roadside area.
On the other hand, Ring road 3 (RR-3) is planned to parallelly develop along Mp-Tv Rd. in BD
Transport MP as described in chapter 3.2.2. The implementation of RR-3 is under discussion
among Ministry of Transport (MOT), HCMC and Binh Duong Province. According to the local
consultant, tentative specification of RR-3 is designed as four lane highway with 100 km /h design
speed.
As other sections of RR-3 than parallel section with Mp-Tv Rd. have been in progress for
implementation, it is predicted that the parallel section with Mp-Tv Rd. will be developed at around
2030. After RR-3 is implemented, inter-city traffic specifically freight traffic will be shifted from
Mp-Tv Rd. to RR-3 and the congestion level of Mp-Tv Rd. will decrease. At that time, BRT
exclusive lane (all day) should be installed.
Following figure shows congestion factor of Mp-Tv Rd. after RR-3 developed under some assumed
conditions. Generally, over 1.5 of congestion factor indicates congested section. Most of the
congestion factors of Mp-Tv Rd. are lower than 1.0, which shows smooth traffic flow.
Source: JICA Study team
Figure 3.3.2 Congestion factor of Mp-Tv Rd. after RR-3 developed under assumed conditions
Installing BRT exclusive lane (all day) would make positive impact for BRT effectiveness; promote
TOD along the route, increase demand of public transportation and result in synergy effect between
BRT and TOD. At the time PPHPD of BRT has reached 8,000, BRT should be replaced to MRT or
LRT.
(4)
HCMC MRT Line-3

HCMC MRT Line-3 was approved as one of infrastructures in the HCMC transport master in 2007
(101/Q-TTg, 2007), starting from QL13, passing Mien Dong terminal, X Vit Ngh Tnh,
Nguyn Th Minh Khai, Trn PhHng Vng, Hng Bng and ending at Cy G. After that, a
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Final Report
prime minister decision in 2009 (5745/QD UBND) defined a split of this line into Line-3A and
3B with some modifications on the alignment. Specifically, it was modified as Line-3A, starting
from Ben Thanh , passing Pham Ngu Lao, Cong Hoa intersection, Hung VuongHong BangKinh
Duong Vuong, and ending at Mien Tay Bus Terminal, and as Line-3B, starting from Nguyen Thi
Minh Khai, Xo Viet Nghe Tinh, QL13 and ending at a depot at Hiep Binh Phuoc.
The subsequent transport plans basically follow this but this line is extended at the suburban area
without change on alignment at the urban area on the amendment of HCMC transport master plan
in 2013 (568/Q-TTg). Specifically, it is defined as Line-3A starting from Ben Thanh, passing
Pham Ngu Lao, Cong Hoa, Hung Vuong, Hong Bang, Kinh Duong Vuong, Tan Kien depot, and
ending at Tan Kien station intersection of 19.8km, and as Line-3B starting from Cong Hoa, Nguyen
Thi Minh Khai, Xo Viet Nghe Tinh, QL13 and ending at Hiep Binh Phuoc depot of 12.1km. In this
master plan, the connection of Binh Duong MRT to HCMC Line-1 and extended until Thu Dau
Mot would be studied but there is still no concrete development plan. HCMC MRT Line-3 was
once planned as a parallel line with Line-1 and those are nonintersecting. However, it was amended
by the Prime Minister decision in 2009 in order to connect directly with Line-1 (Line-1 and
Line-3A would be connected at Ben Thanh Station, and Line-3A and Line-3B will be connected at
Con Hoa Station). According to this, those three lines should use same railway system such as car
gauge, current collecting system, and signaling system, and the specification of Line-1 is already
fixed since this is already under construction, Line-3A and Line-3B should use the same system as
Line-1. HCMC MRT Line-1 adopts the specification of railway system named STRASYA which is
a general specification of Japanese railway system and was formed by a guidance of Ministry of
Land, Infrastructure, and Transport in Japan. Therefore, the specification of Line-3A and Line-3B
would be the same as Line-1 which is close to Japanese railway system. HCMC-PC as well as the
central government of Vietnam seems to hope the development of Line-3A and Line-3B would be
done by Japanese ODA and MPI seems to put this project into the long list for the Japanese ODA
(the long list is not open to the public).
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Final Report
Source:101/Q-TTg, 2007
Figure 3.3.3 HCMC urban railway master plan (before amendment,101/Q-TTg, 2007)
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Final Report
Source:5745/QD - UBND, 2009
Figure 3.3.4 HCMC urban railway master plan (after amendment,5745/QD - UBND, 2009)
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Final Report
Source:568/Q-TTg, 2013
Figure 3.3.5 HCMC urban railway master plan (latest,568/Q-TTg, 2013)
JICA as well as the Government of Japan seems to examine this investment after the prospect for
the construction of Line-1 will be stood. JICA is conducting a study entitled Data collection
survey on major urban railways in Vietnam which started at November 2013 until February 2015.
HCMC MRT Line-1 will start its commercial operation fully in 2020. In order to make investment
on Line-1 more efficient, the Line-3A as an extension of Line-1 to the west would be the most
prioritized projects in HCMC. Considering that it took almost 13 years to complete the project
since the loan agreement among two governments had done in 2007, it is hard to say for Line-3A
that it would start its operation a way earlier than 2025. Moreover, Line-3B is a paralleled line with
Line-1 at the urban area and it is also hard to invest on this project earlier than Line-3A. In the light
of the low possibility that Line-3A and Line-3B would be invested by the other donor or private
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Final Report
investor because the railway system should be same as the one of Line-1, the commencement of
Line-3B would be around 2030 in the earliest scenario. The FS conducted by TEDI-South says the
target of this project is 2025 but this has no specific investment prospective and year 2025 is a
target of completion if the project starts right now. As far as the Line-3 is for Japanese, it is hard
to consider that the Line-3B would be completed by 2025 because of the reason mentioned.
The extension of HCMC Line-3B to Binh Duong would be even much harder. In the Binh Duong
transport master plan in 2014(893/Q-TTg), the development target of this connection would be
after 2020, that is considered as low propriety comparing the one connecting HCMC Line-1 at Suoi
Tien to Binh Duong New City, which is called as Binh Duong MRT Line-1, is planned to develop
by 2020.
As examined above, it is appropriated to consider it would be after 2030 to connect between Ben
Thanh and Binh Duong New City by public transport system which composes from HCMC MRT
Line-3A, Line-3B and Binh Duong MRT Line-2. In case these all infrastructure is completed by
2030, this public transport system would be a competitor with HCMC Line-1 and BRT system for
trips between Ben Thanh and Binh Duong New City by public transport. The completion would be
critical if the completion of both systems is done by 2020, however, the one using HCMC Line-3
would be open after 10 years when Suoi Tien area would be developed as public transport core and
areas along BRT would be developed based on the concept of TOR. It is hard to imagine that
number of passenger on BRT would be reduced seriously after connecting HCMC Line-3A,
Line-3B and Binh Duong Line-2.
People who often travel between city centers of Binh Duong and HCMC already got tired with
heavy traffic congestion. This situation cannot be better without any infrastructure development
such as elevated highway and there is no such plan. It would be a big social and economical loss to
leave the situation for 15 years even if the HCMC Line-3 and Binh Duong Line-2 would be
completed in 2030. There are many Japanese companies locate their factories and join the urban
development, and that loss would have a negative impact on those companies. The terrible traffic
congestion makes the development potential of Binh Duong low and other the ones of other
satellite cities high.
The Study Team judges it is best to develop BRT using My Phuoc-Tan Van which is about to
complete and connect with HCMC MRT Line-1 which is under construction, not to decrease the
development potential. The grade of maturity of development of HCMC MRT Line-1 and BRT at
My Phuoc-Tan Van is quite high comparing with the one of HCMC MRT Line-3A, Line-3B and
Binh Duong MRT Line-2. This BRT development is also effective on increase of passengers of
HCMC MRT Line-1 and promoting TODs which is considered as a specialty of Japanese railway
companies. It is significant for Vietnamese and Japanese sides to promote this BRT project together
with on-going projects.
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(5)
Final Report
Passenger Demand
Master plan of Binh Duong Province predicts total population will reach three million at 2025 from
1.75 million at 2014. Southern area of Binh Duong province located inside HCM Metropolitan area
will become high density residential area to receive the population increase, and the BRT route will
become the corridor there. On the other hand, the development along the corridor has just started
and not much demand will be expected at the opening year. Initial demand of the BRT will depend
on the trip between BD New City and HCMC CBD through HCMC MRT line 1.
After the development at Suoi Tien area has progressed, the traffic demand to that area will
drastically increase. BD New City and Bien Hoa will become larger as the key satellite cities of
HCM metropolitan area. Thus, Trips among Suoi Tien area, BD New City and Bien Hoa will
increase during mid-term. Binh Duong Province has a strong intention to develop the BRT route
area by TOD with BRT development in long-term. And that strategy corresponds to the public
transportation enhancement which is proposed in the Study. In the future, after developments along
the BRT route has progressed, trips among each BRT stop, BD New City and STT St. will increase.
There are three categories of potential BRT user: 1) Bus users; 2) Motorbike users without his own;
3) Motorbike user with his own. The strategy aims to let the passenger shifting BRT not only 1) and
2), but also 3) with long distance travel, by providing high level service of BRT. Existing study has
shown that travel by motorbike would become drastically uncomfortable with over 30 minutes
ride1. BRT is able to become a competitive transit mode for such a long distance travel users.
Additionally, modal-shift from private mode to public mode is included in the national strategy and
30% of public transportation modal share in urban area is a target (206/2004/QD-TTg).
For example at Taipei city, passenger of public transportation has decreased two-thirds during ten
years from 1985 to 1995. But the municipal government has implemented traffic demand
management (TDM) such as regulating motorbike parking at roadsides, and the public
transportation passenger has revived more than before as a result2. That case tells modal shift from
motorbike to public transportation is not impossible with TDM implementation.
1
2
JICA(2004)HOUTRANS
STREAM(2007)Case Study in Chinese Taipei
- 3-20 -

(6)
Final Report
Effect on Japanese companies along the BRT route

Many Japanese companies have launched their offices and factories in Binh Duong Province
specifically along the BRT route. Tokyu Corporation has invested the urban development in BD
New City where a BRT terminal is located. Additionally, there are industrial area like VSIP-1,
VSIP-2, My Phuoc Industrial Park and etc, where many Japanese companies has launched as
shown in following figure. QL13 has been a corridor to carry the traffic between those industrial
area and HCMC CBD area where many Japanese companies have established the headquarters and
main office, but already been over capacity as described above.
This BRT has beneficial effects on those Japanese companies by not only activating the
communication between Binh Duong Province and HCMC CBD with access improvement, but
also promoting the development of residences and commercial facilities.
JapaneseOperatingCompanyalongtheBRTroute
My Phuoc
Industrial zone
Total area: 6,100ha

[Japanese Company]
TORAY, KIRIN, Acecook, Sakai
Chemical Industry, etc
Binh DuongProvince
VSIP2
BDNewCity
Song
Than 3
Total area: 1,000ha

Invested and developed by BECAMEX IDC
Future population: 125 thousand
Future Employment: 400 thousand
BRT route
Viet
Huong 1
VSIP1
Total area: 345ha
(Invested by Mitsubishi Coop.)
[Japanese Company]
(39 in total as of Sep. 2014)
Nisshin, Panasonic, Kewpie, HOYA, Nikoh,
TRR, Maruha chemical, etc
Tan Dong Hiep

[Japanese Company]
Maruichikokan, etc
Song
Than 2
Tan
Dong
Hiep
Tokyu Binh Duong Garden City
DongNai
Province
Song
Than 1
STTSt.
HCMC
BenThanSt.
Becamex Tokyu has been established by the

joint venture between Tokyu Corp and
Becamex IDC, and been developing Garden
City in the BD New City.
Total area: 500ha

(Invested by Mitsubishi Coop.)
[Japanese Company]
Rohto, Fujikura, Tombow, Uchiyama, etc
Source: the JICA Study team
Figure 3.3.6 Japanese Companies along the BRT route
Table 3.3.2 Number of Japanese companese along the BRT route (as of Apr. 2014)
SONG SONG SONG
TAN
VIET
MY
VIET
VSIP
VSIP
THAN
THAN
THAN DONG
HUONG
PHUOC
HUONG
1
2
1
2
3
HIEP
2
54
55
31
Total
155
Source: the JICA Study team
- 3-21 -

Final Report
3.3.2 BRT Case Study

(1)
BRT in the world

BRT is bus operation system providing high speed service, high reliability and comfortable service
compared with conventional bus service. BRT is recognized as economical mass rapid transit
(hereinafter referred as to MRT) system. Curitiba Brazil and Bogota Colombia are the famous case
of BRT introduced city. There are many cities in the world, specifically in South America and
Asia, introducing this BRT system since 2000.
As for transport capacity of BRT, although TransMilenio in Bogota achieves large capacity of
43,000 persons per direction per hour, this is special case. It is conceivable that maximum
capacity of BRT is in general about 13,000 persons per direction per hour. As for schedule speed
of BRT, it is conceivable between 15km/h and 25km/h in general. However, the case of BRT in
Amsterdam achieve over 30km/h because of lengthening the distance between bus stops. In
addition, BRT is expected high cost performance because BRT reduces the cost of construction and
machinery compared with other mass transit systems.
(2)
HCMC Green Transport Project

There are no advanced cases of BRT in Vietnam. However, the World Bank implemented
Feasibility Study of BRT Line-1 in Ho Chi Minh City in 2014. This study proposed to develop BRT
system on the route where originally proposed as LRT Line-1 in HCMC Master Plan. Specifically,
BRT route is planning 29.9km from western bus terminal (Mien Tay), through Vo Van Kiet road
along the canal, after stopping over Ben Thanh Market, through Thu Thiem tunnel to Rac Chiec
Station of HCMC Line-1. This plan basically proposes to construct passenger boarding facilities
inside median by placing bus exclusive lane next to median of Vo Van Kiet road.
Source : Ho Chi Minh Green Transport Development Plan (World Bank 2014)
Figure 3.3.7 Ho Chi Minh BRT Line-1 Planning Route
- 3-22 -

Final Report
Source : Ho Chi Minh Green Transport Development Plan (World Bank 2014)
Figure 3.3.8 General Cross Section and Groung Plan of Ho Chi Minh BRT Line-1
3.3.3 Basic Policy for Introducing BRT in Binh Duong Province

(1)
Recommendation about Public Transport Network Development in Binh Duong Province

It is required to develop functional public transport network efficiently for further growth of Binh
Duong Province. Binh Duong Province has been succeeded to invite many foreign companies to
industrial parks in the Province, and developed as industrial districts. Although these
developments sustain recent sound financial situation of the Province, Binh Duong Province is
expected to development still more as city centre as a part of Ho Chi Minh metropolitan region.
Public transport development has a major role about urban transport and inter-city connection in
Bin Duong new city.
In order to develop public transport network as a core infrastructure of the of city, the
recommendation for Binh Duong Province is shown below to function public transport as
fundamental network for TOD
a) To functionalize public transport as a core infrastructure of the area so as to achieve TOD
b) To put the development of MRT network in the future
c) To develop BRT first during the demand on public transport is still immature
d) To let BRT to be complement of MRT network in the future
e) To form compact city with TOD along MRT or BRT lines
(2)
Position of This BRT Project

This BRT project develops public transport of basic corridor between Suoi Tien Terminal Station of
MRT Line-1 and Binh Duong New City in accordance with above policy of public transport
- 3-23 -

Final Report
network.
Binh Duong New City is one of northern city cores with Thu Dau Mot, the former capital and
prospects rapid development in the future. Bin Duong New City held opening ceremony of
Peoples Committee office building and the new city in February 2014 and has been transferring
administrative function in order. Although there are lots of spaces under construction and
developing now, the development will be carried out rapidly. This new city prospects to have
daytime population of 400,000 and residents of 120,000 in 2020.
Suoi Tien Terminal station is terminal station of Ho Chi Minh MRT Line-1, and the current eastern
bus (Mien Dong) terminal of Ho Chi Minh City will be moved to eastern side of this station before
MRT opening. Therefore, after starting to operate each service, the potential of development is
very high because it is concentrated on terminal station to many public transport users of MRT or
Buses. In addition, this area has already started to concentrate urban functions because of high
accessibility from Bien Hoa and new airport gate area of satellite cities and other city cores.
Consequently, it is desirable to put this area as a city centre of eastern part of Ho Chi Minh City.
This study is conducted to implement complex development of commercials, offices, hotel and
residential buildings in front of station by utilizing advantages of this area, and it is expected to
develop TOD city.
As mentioned above, this BRT is planned to run along important route connecting 2 emerging
districts in the future. Moreover, these two routes build one of the development corridors in Binh
Duong Province and Ho Chi Minh metropolitan area. Furthermore, it is expected to encourage
public transport demand toward introducing urban railway before this corridor will be developed as
MRT Line-1 extension of Binh Duong Province in the future. In this development line, it is aimed
to improve convenience and to promote using public transportation, with implementation of urban
development based on TOD. Moreover, this project has a huge significance in terms of utilizing
this concept which has great possibility of Japanese technologies and expertise, and Binh Duong
Province hopes strongly that.
- 3-24 -

Final Report
Binh Dung New City

Thu Dau Mot City
Bien Hoa City
Industrial Traffic Corridor

will be Shift over
Suoi Tien Terminal

Station Area
Eastern Urban
Center Designated
in the City Plan
Ho Chi Minh City CBD
Industrial Traffic Corridor
will be Shift over
Phu My Hung New

Urban Area
Ben Luc
*: Thu Dau Mot City and Bien Hoa City are designated as a 1st Class independent Satellite City by the Ho Chi Minh
Metropolitan Regional Plan (Ministry of Construction).
Source : JICA Study Team
Figure 3.3.9 Urban Development Plan of Ho Chi Minh Mertopolitan Area
3.3.4 Basic Concept

(1)
Phasing Plan
BRT project is assumed to implement two phases in progress of development related works such as
Mp-Tv opening, new eastern bus terminal service starting, and MRT Line-1 opening in 2020. Final
developed condition of BRT plan is set to Phase 2 in the table below.
- 3-25 -

Final Report
Table 3.3.3 BRT Development Phasing Plan
Commissioning
Year
Route
Phase 1
Phase 2
2018
New Eastern Bus Terminal
(NEBT) opening
2020
HCMC MRT Line-1 opening
BD New City Suoi Tien Terminal Station of HCMC MRT Line-1

Tentative opening
Condition
Vehicle
Oper
ation
Road
NEBT opening
Mp-Tv Rd. intersection
Mp-Tv Rd.
improvement
Planned road in industrial zone QL1A Flyover in front of STT St.
Access improvement
Customer creation
High level of service provision

with HCMC MRT line-1
Mp-Tv
Rd.
Roadside BRT Stop
BD New
City
Existing bus stop
Flyover
Terminal
Facility
Stop
Purpose
Full scale opening
N/A
Major intersection on Mp-Tv Rd.
Suoi Tien
Inner-city bus terminal in NEBT
BD New
City
New Binh Duong Bus Terminal at BD New City
Type
Standard bus
Fare
Collection
Speed
Time
Standard bus and articulated bus

AFC system in vehicle
80 85 min
25.0 km/h
65 min
30.0 km/h
Pnt Rd.
Hourly bus exclusive lane
Mp-Tv Rd.
Hourly BRT exclusive lane
Planned Rd.
in Industry
Hourly BRT exclusive lane
QL1A
Mixed lane with motorbike

*STT St.: Suoi Tien Terminal Station
(2)
Route
As motioned, this BRT project is planning to connect Binh Duong New City and Suoi Tien
Terminal Station of MRT Line-1. However, there are rooms to change partial and phased route
depending on the prospect of developing progress of related works.
- 3-26 -

Final Report
BRT Depot
BRT Stops: 15
Total Length: 30.8km
N
Binh Duong New City: 2.7km
[BRT hourly exclusive lane or Mixed Lane]
Pham Ngoc Thach Road: 4.4km

[BRT hourly exclusive lane]
Scale
Suoi Tien Terminal Station,

6 km
MRT Line 1
Mp-Tv
Extension
+ QL-1A :
2.5km
[Mixed Lane]
Figure 3.3.10
BRT Route
1) Binh Duong New City

BRT Terminal on the side of Binh Duong Province is planned to develop in the roundabout of
future central station of the Province. BRT route in Binh Duong New City goes to the south from
terminal via Hung Vuong road to the intersection in Vo Van Kiet road and enters to Pham Ngoc
Thach road.
2) Pham Ngoc Thach Road (Pnt Rd.)

This road has been developed by March 2015, and hourly bus exclusive lane has been installed for
shuttle bus between BD New City and Thu Dau Mot. This road is an arterial road with 4 lanes on
each side connecting Binh Duong New City and Thu Dau Mot.
3) My Phuoc Tan Van Road (Mp-Tv Rd.)

Mp-Tv Rd. had been developed as BOT project by BECAMEX IDC. The segments which
construction is completed are opening to public and entire route will be open within 2016. This
route is an arterial road with six lanes and maximum speed 80km/h. Toll gates will be installed.
There are a lot of industrial parks located along the Mp-Tv Rd. This road takes on a role of a
- 3-27 -

Final Report
logistic arterial road and has already had many freight traffics. Therefore, this road is planned to
run in parallel and shared with RR-3
Mp-Tv Rd. is the key road of this BRT project because the most of the sections of this BRT project
are in this road. For this reason, Intersections will be improved in addition to install BRT lane and
BRT stops.
4) Planned Road in Industrial Zone (Mp-Tv Rd. Extention)

This road is planned to go to the south from east edge in Mp-Tv and to connect to QL-1. On the
north side, a part of road has already been constructed. On the south side, this road is under
design work and the land acquisition. L
Although there is not drawing yet, this road is about 33m width and has four lanes in the
constructed segment. BRT hourly exclusive lanes in this segment are planned to install in center
side lanes.
5) QL-1A (National Highway No.1)

QL-1A is one of the most important urban development roads in Ho Chi Minh metropolitan area
and has function as logistic operation route at present. Although it is progressing to widen the road
structure under control of Ho Chi Minh City, surrounding of Suoi Tien Terminal Station of
planning this BRT route is 3 lanes on each side and this road is heavy congestion mainly by trucks.
At the present, although southern segment from Suoi Tien Terminal station is progressing to widen
road structure, it is not determined the period of widening because the project owner which will be
in charge for burdening land acquisition of northern segment from station has not determined yet. It
is planning to be 7 lanes on each side after this road widening. Likewise, freight traffic shifts to
RR-3 after construction.
(3)
Schedule Speed
1) Target Speed
Keeping Level of service of BRT higher than ordinary public transportation is a key issue for
continuous passenger demand attraction and sustainable operation and management, which is
shown by the traffic survey in the Study. Passenger demand would be created based on speedy,
punctuality, punctual and comfortable service of BRT.
BD New City and Thu Dau Mot play a role of satellite cities of HCM Metropolitan area. They are
30 km away from HCMC CBD in a straight line. QL13, the current corridor connecting these areas,
has lots of traffic jam mainly at peak time of morning and evening caused by commuting traffic and
freight traffic. As a result of traffic survey, average travel time by bus between Thu Dau Mot and
HCMC became 113 min, and between Thu Dau Mot and Thu Duc became 108min.
- 3-28 -

Public Bus
Final Report
BenCat
TanUyen
ThuDauMot
40min
BienHoa
Thuan An
107min
DiAn
43min
ThuDuc
CentralDistrictofHCMC
(Q.1,3,4,5,6,8,10,11)
Figure 3.3.11
Public bus travel time
The time saving to access HCMC CBD is a priority key factor for passenger demand of BRT in
initial stage. Thus, the BRT conceptual plan has been established based on the target speed with
necessary facilities for the achievement.
(1)
Grasp the present situation of bus service between

HCMC CBD and BD New CityHCM No.616BD No.3.
Set the target operation speed of BRT in consideration
(2)
with the speed of HCMC MRT Line 1.

Study the condition of route, infrastructure, and system
(3)
to satisfy the target speed.
Decide the number and location of BRT Stops
(4)
Figure 3.3.12
Flow making BRT conceptural design
As the BRT terminal is located at STT St. Of HCMC MRT line-1, BRT Passenger from BD New
city to HCMC CBD will transfer at STT St. The conbined travel time of the BRT and MRT line-1
was compared with existing bus travel time of 134min.
- 3-29 -

N
Binh Duong
New City
Final Report
Access between Ben Thanh and Binh Duong New City by public
Transportation
(Present)
BD New City
City Hall
Existing Transit
Route
Length
Time at
peak time
Speed
Existing Bus
(Binh Duong New city Thu Dau
Mot -Ben Thanh along QL-13)
42.9km
134min
(1 transfer)
19.2km/h
without transfer time
10km
(Future)
Route
Length
Time at
peak time
Speed
Binh Duong BRT
30.8km
65min
(Target)
28.4km/h
(Target)
HCMC MRT Line-1
19.7km
29min
40.7km/h
50.5km
94min
(Target)
32.2km/h
(Target)
Future Transit
20km
Suoi Tien
Terminal Sta.
Total (BRT + MRT)
30km
without transfer time
Ben Thanh
0
Scale
10km
Target40 min time reduction at peak hour

= Target BRT schedule speed: 30km/hr
Figure 3.3.13
Target speed of the BRT
In case time reduction by BRT with MRT is set 40min than existing bus service, BRT schedule
speed becomes around 30km/h. as described in following chapters, this schedule speed would be
achievable with measures such as hourly exclusive lane, long distance between BRT stops and
intersection improvements. Thus, the target schedule speed of BRT was set on 30km/h
2) BRT Hourly Exclusive Lane
As described above, schedule speed is one of the important factors in this BRT project. Therefore,
BRT exclusive lane was proposed by the study team. However, as the result of consultations with
relevant authorities, it is assessed difficult to install BRT exclusive lane in entire line considering
operation frequency of BRT and impact on other traffic by exclusiveness of a lane. For this reason,
hurly exclusive lane will be implemented for the BRT.
Binh Duong province has already install bus hourly exclusive lane along Pnt Rd. between BD New
City and Thu Dau Mot for Kaze Shuttle operated by BECAMEX TOKYU BUS. Hearing from the
concerned parties, following facts are confirmed;
a) Exclusive hour: 5:00-22:00, covering most of operation hours
b) The lane is visually segregated by coloring and inscription of Bus Lane
c) Making well known about bus hourly exclusive lane by advertisement on mass media
d) As of December 2015, there are few other cars invading in the exclusive lane in
e) DOT and traffic police of Binh Duong province have high motivation for modal shift from
motorbike to public transportation.
There other measures to be through BRT exclusive lane; traffic police allocation, alert system and
regulation and punishment.
- 3-30 -

Final Report
3) Distance between BRT Stops

The density of BRT stops has trade-off relationship with the schedule speed. More BRT stops with
short distance between BRT stops lead higher accessibility for passengers, but lower schedule
speed by time increasing for dwelling, acceleration and deceleration. In short, there is a correlation
between distance between BRT stops and BRT schedule speed.
Following figure shows plotting of speed and average distance between BRT stops of existing BRT
cases referring to data from ITDP (Institute for Transportation & Development Policy).
Logarithmic trend line on those plotting showed significance as the R2 became more than 0.5.
According to the trend line, 30 km/hour of schedule speed would be achievable with around 1.3km
average distance between BRT stops. The average distance between stops of the BRT is set as
2.0km that would be enough length to achieve 30km/h.
Source: JICA Study Team with data from ITDP 2014
Figure 3.3.14
BRT Speed and average distance between BRT stops
4) Intersection improvement
Mp-Tv Rd., main route of the BRT, will become a future substantial corridor in Binh Duong
Province. Improving intersections of Mp-Tv Rd. will provide benefits not only to the BRT schedule
speed, but also the functionalities of Mp-Tv Rd. and crossing roads.
Three improvement measures have been proposed for the Mp-Tv Rd. intersections;
a) To construct flyovers at major intersections
b) To block of crossing traffic on BRT corridor by closing median strip at minor intersections
c) To install Public Transportation Priority System (PTPS) at intersections with other class of
road
The most beneficial measure is flyovers at major intersections. Constructing flyovers will result in
increasing BRT schedule speed through dwell time reduction at signal intersections.
Following figure shows relationship between average travel speed and signal intersection density
based on Japanese case studies.
- 3-31 -

Final Report
Source: level of service of interurban road and evaluation for road hierarchy,
Yuta Hashimoto and others, 2012
Figure 3.3.15
Average travel speed and signal intersection density
The Mp-Tv Rd. section of the BRT route is around 21km length and has 37 intersections. Based on
proposed improvement plan, flyovers will be constructed at eleven intersections, PTPS be set at
twelve, median strip be closed at twelve and two intersection will become interchanges. After
intersection improvement as proposed, the signal intersection density (locations/km) becomes 0.57
(=12 / 21). In case the flyovers will not be constructed and those eleven intersections becomes
signal ones, the signal intersection density becomes 1.10 ((11+12) / 21). From the above figure,
travel speed is estimated to increase approximately 7-8 km/h by signal intersection density
reducing from 1.10 to 0.57, which supposed to be the benefit resulted from the flyover
construction.
It is difficult to estimate the effect of PTPS, because the effect depends on each intersection
structure and priority system to be installed. For an example at Chiba Prefecture in Japan, average
bus travel time has reduced 20% by replacing ordinary signal system into PTPS1. Furthermore, for
an example at Kanagawa prefecture, bus travel time has reduced 13-18% by introducing PTPS2.
Intersection grade separation by flyover gives positive impacts not only BRT but also traffic
situation in surrounding area. Specifically, in addition to the traffic speed increase of Mp-Tv Rd., a)
traffic speed increase of the crossing trunk road, b) traffic volume decease in surrounding roads by
the traffic speed increase of trunk roads, c) traffic accident decrease, d) fuel consumption decease
and air pollution mitigation by lower frequency of vehicle acceleration and deceleration.
1
2
Transition of average bus travel time between JR Inage Station bus stop and Anagawa Jujiro bus stop:
http://www.police.pref.chiba.jp/safe_life/UTMS/ptps_report.php
http://www.pref.kanagawa.jp/uploaded/attachment/706012.pdf
- 3-32 -

Final Report
3.3.5 Cross Section

As described above, BRT hourly exclusive will be introduced on BRT route.
Furthermore, lane on the side of road shoulder is generally motorcycle exclusive lane in an arterial
road of Vietnam. Although public transport like buses is recognized to go in motorcycle lane, BRT
is planned to use exclusive or priority lane in median side because of avoiding mixed flow with
motorcycles.
Table 3.3.4 BRT lane in each section
Section
BRT Lane
Hourly exclusive lane
Pham Ngoc Thach Rd.
My Phuoc Tan Van Rd.
Planned road in Industry zone
QL-1A
Mixed traffic lane
BUS
BRT Hourly Exclusive Lane
BRT Hourly Exclusive Lane
Bus
3.75
3.75
3.75
4.00
3.75
3.75
3.75
Binh Duong New City
Source : JICA Study Team (Processing Drawing of MpTv Road in a Part)
Figure 3.3.16
Cross Section Drawing of My Phuoc Tan Van Road in Installing BRT
- 3-33 -

Final Report
3.3.6 BRT Stop

(1)
Structure
Focusing on speed of BRT, BRT stop structure is considered 3 types as described below by
construction cost, road width and development space near BRT stop.
a) BRT Stop at roadside
b) BRT Stop in median
c) BRT Stop on flyover
Because complete exclusive lane for BRT was not selected, setting BRT stop at median strip will
cause traffic flow disturbance on fast lane next to median strip and will make BRT operation
dangerous. And BRT Stop on flyover takes high cost and is not easily accessible. So, BRT Stop at
roadside will be set at all BRT stop other than terminals.
(2)
Location
As the result of consideration of distance between BRT stop and structure, location of BRT stop is
described follow. However, location of figure below is a draft phase of consideration. Detailed
location is been considering by discussion with Binh Duong Province.
Scale
500,m
BUS STOP-0
(Terminal at Suoi Tien)
New Eastern
Bus Terminal
QL1A
QL-1A
Intersection
: Flyover
: Signal
: Close Median
Intersection
: Flyover
: Signal
: Close Median
Mp-Tv Rd.
Railway
Industry
Park
BUS STOP-1
QL1K
Quarry
Develop
Area
Temple
Logistic
Park
Quarry
0 km
Cemetery
BUS STOP-2
5 km
DT 743A
BUS STOP-3
BUS-STOP-4
Scale
1.5 km
- 3-34 -

Intersection
: Flyover
: Signal
: Close Median
Final Report
Mp-Tv Rd.
BUS STOP-5
Duong Bui Thi Xian
BUS STOP-6
10 km
BUS STOP-7
Scale
Nguyen Thi Minh Khai
DT 743A
1.5 km
Intersection
: Flyover
: Signal
: Close Median
Dien Bien Phu
Huynh Van Luy
BUS STOP-11
DT 743A
BUS STOP-8
20km
BUS-STOP-12
15km
BUS STOP-9
Scale
DT 746
BUS STOP-10
1.5 km
Intersection
: Flyover
: Signal
: Close Median
Depot
Binh
Duong PC
Sora
Garden
BUS-STOP-14
Terminal at Binh
Duong New City
BUS-STOP-13
0
Scale
1.5 km
Figure 3.3.17
BRT Stops (Draft)
3.3.7 Vehicles
BRT vehicles plan to use both conventional buses and articulated buses considered as balance of
traffic efficiency, reduction of labor cost and procurement schedule. Therefore, structure is
unified to conventional bus about position of door and height of floor level as interface with BRT
stop. Likewise, it is used fee collection system as AFC and on board to reduce O&M cost.
- 3-35 -

Final Report
Specification of BRT Vehicles

Vehicle Type :
Combination of Conventional Bus and

Articulated Bus
Height of Floor Level :
Low Floor
Position of Door :
Right of Vehicle
Fare Collection System :
On Board
- 3-36 -

3.4
Final Report
Demand Forecast
3.4.1 Traffic Survey

(1)
Survey Contents
In the Study four traffic surveys was conducted as shown in the following table.
No.
Type of Survey
Table 3.4.1 Traffic survey coponents

Items
Traffic count
Traffic Volume and Vehicle Occupancy of Car, Motorcycle

and Bus at Survey Stations
Bus passenger count
Bus passenger count at Mien Dong, Thu Duc and Thu Dau
Mot bus terminals
Bus OD interview
and OD Interview at Mien Dong, Thu Duc and Thu Dau Mot
bus terminals
Roadside OD Interview
OD Interview for Vehicle Drivers at Survey Stations

(locations are the same as Traffic Count Survey sites)
1) Selection of Survey Locations

The objectives of the Traffic Survey are; 1) analyzing the interprovincial traffic situation between
Binh Duong Province and HCMC for implementing BRT system of the project; and 2) reflecting
the traffic situation on the travel demand forecasting of the BRT system. The survey locations were
selected based on below.
a) Most of the present interprovincial traffic in the study area is the traffic between Ho Chi Minh
City and Binh Duong Province.
b) There are currently less traffic volume along BRT corridor
c) High traffic volume sections exist on QL13, while other roads between Ho Chi Minh City and
Binh Duong Province have not high traffic volume.
d) Because Mp-Tv Rd. is now under construction, the number of vehicle of it is not so high in
present situation.
Therefore, the locations of traffic count, occupancy survey and roadside OD interview survey are
selected based on these traffic situations.
e) The traffic surveys are implemented for forecasting traffic volume. Survey locations are set on
arterial and national roads between Ho Chi Minh City and Binh Duong Province, because
there are a necessity of grasping the situation and forecasting the volume of the interprovincial
traffic especially along planned BRT line.
f) The short trips of intra-provincial transportation are less important than the interprovincial
transportation in the traffic survey.
g) Currently Mp-Tv Rd. is not used by long-distance trips because some sections of it are still
under construction.
The result of selecting traffic survey stations based on previous section is shown below.
- 3-37 -

Final Report
Figure 3.4.1 Survey Locations

Table 3.4.2 Survey Stations
Survey Station
Survey Hours
No.
1
QL13
16
TL743
16
TL8
16
TL16
16
TL745
16
TL743B
16
The survey was implemented targeting vehicle types shown below.

1.Bicycle
5.Cyclo
9.Medium and large Bus
(Private, capacity >=25)
2.Motorcycle
3.Car
4.Taxi
6.Minibus
7.Minibus
(Public, capacity 25<)
(Private, capacity 25<)
8.Medium and large

Bus(Public, capacity >=25)
10.Truck
11.Others
- 3-38 -

Final Report
2) Survey Schedule
The surveys have been conducted following schedule.
Survey Items
Table 3.4.3 Survey schedule

Survey Date
Survey time
Traffic Count
17,18,19, May, 2014
05:00-21:00
Occupancy
17,18,19, May, 2014
07:00-09:00
12:00-14:00
16:00-18:00
Bus Transportation
20, May, 2014
05:30-20:20
18, 22, 23, April, 2014
06:00-11:00, 14:00-19:00
3) Survey Methodology
Survey Items
Table 3.4.4 Traffic Survey Methodology

Methodology
Traffic Count
The traffic volume was counted after recording traffic flow using
video camera.
Occupancy
Vehicle occupancy rates was recorded directly at survey site by

each direction. The sample rate of public mini bus and public
medium/large bus are set 100%.
Bus Transportation
The surveyors stand in bus terminal, and count boarding and

alighting bus passengers. In interview survey, the passengers
waiting for bus and alighting from bus were interviewed by
surveyors based on survey form.
In the survey, the surveyors required the corporation to traffic

police to stop the automobile. After that, surveyors ask drivers
and passengers the question based on survey form.
(2)
Result
1) Traffic Count Survey
The graph following below is the result of aggregating traffic volume by each hour. TL743 and
QL13 have the highest traffic volume in an hour while TL16 and TL745 have the lowest.
Morning peak happens during 7:00-8:00 and off peak occurs during 12:00-13:00. Afternoon peak
takes place during 17:00-18:00. Interestingly, the traffic volume at the morning peak is always
higher than the one at the afternoon peak.
Following figure shows the composition of vehicle type on each road. Motorcycles account for the
majority of the total vehicles, 95% at peak hours and 64% at off peak hours. It is followed by
private passenger cars and trucks. In especially, on QL13, cars and trucks account for higher parts
of the total vehicles than those on other stations.
- 3-39 -

Final Report
Figure 3.4.2 Traffic volume distribution by each hour
Figure 3.4.3 Composition by Each Vehicle Type
Average number of passengers including driver by each vehicle type are shown from the result of
occupancy survey.
Average number of passengers in private mode (car, MC and bicycle) is one or two persons,
although public bus and private bus are high level as from 4 to 24 parsons.
Further, the occupancy of public minibus is indicated as zero; because no vehicle of this type was
observed.
- 3-40 -

Final Report
Occupancyrateallstation
60.00
7:009:00
12:0014:00
40.00
MC
Car
Taxi
Minibus
(public)
M&LBus
(private)
1.00
1.25
1.06
1.50
2.38
1.91
Bycicle
0.00
0.00
0.00
1.68
2.38
2.01
0.00
1.00
1.21
1.09
10.00
1.74
1.98
1.85
14.42
22.50
14.88
8.00
M&LBus
(public)
20.00
7.50
4.80
8.00
6.31
24.00
16:0018:00
Minibus
(private)
30.00
1.00
1.13
1.06
OCcucpancy rate
50.00
Truck
Other
Figure 3.4.4 The Result of Occupancy Survey
2) Passsenger Count
The result of public bus passenger count at Mien Dong and Thu Dau Mot bus terminal is shown
below. Mien Dong bus terminal have the morning and evening peak at 8:45 (alighting) and nearly
17:00 (closing time). And Thu Dau Mot bus terminal have the peak at 6:30 for commuting and
nearly 17:00 (closing time). These peaks indicate that the commuter passengers use the bus.
TotalnumberofpassengeratMienDongTerminal
(Bus04andBus616)
NumberofPassenger
50
45
40
35
30
25
20
15
10
5
0
Boarding
22:00
21:30
21:00
20:30
20:00
19:30
19:00
18:30
18:00
17:30
17:00
16:30
16:00
15:30
15:00
14:30
14:00
13:30
13:00
12:30
12:00
11:30
11:00
10:30
9:30
10:00
9:00
8:30
8:00
7:30
7:00
6:30
6:00
5:30
5:00
Alighting
Timeperiod
40
35
Boarding
30
Alighting
25
20
15
10
5
0
5:00
5:30
6:00
6:30
7:00
7:30
8:00
8:30
9:00
9:30
10:00
10:30
11:00
11:30
12:00
12:30
13:00
13:30
14:00
14:30
15:00
15:30
16:00
16:30
17:00
17:30
18:00
18:30
19:00
19:30
20:00
20:30
21:00
21:30
22:00
NumberofPassenger
TotalnumberofpassengeralightingatThuDauMot
Terminal(Bus04,Bus05andBus07)
Timeperiod
Figure 3.4.5 Number of Passengers at Mien Dong and Thu Dau Mot Bus Terminal
- 3-41 -

Final Report
3) Bus Transport Survey

The characteristics of bus passengers are shown below. Half of bus passengers use the bus every
day, and 40% of total bus passengers don't have alternative mode. The result indicates that the bus
is important mode for citizens.
Furthermore, the bus user's occupation is mainly students (40%) and factory laborers (24%); the
trend of using buses is depended on occupation.
Thefrequencyofusingpublictransport
Vehicleownership
45%
50%
Daily
4%
15%
2 3timesperweek
49%
15%
15%
2%
Onceaweek
30%
23timespermonth
20%
Onceamonth
10%
Rarely
12%
4%
0%
Car
Motorcycle
Occupation
8% 10%
1%
None
ToHome
9%
Farmers/fishermen
26%
Factorylaborers
24%
Bicycle
TripPurpose
Officeworker/governmentofficer
4%
14%
40%
40%
40%
ToWork
ToSchool
Student
32%
11%
Housewife/Jobless
21%
Others
Private
Business
Others
Figure 3.4.6 The Result of Bus Transport Survey
The accessibility of traffic modes is shown below. At Thu Dau Mot bus terminal, more than 70% of
total bus users use motorcycle or Xe Om, while 70 of total bus users access by walk at Thu Duc,
a variety of access modes are used at Mien Dong bus terminal.
The result indicates that access mode depends on the location of bus terminal and available traffic
mode. (Ex. whether "Park and Ride" facility exists or not, or whether the origin or destination of
the trip are near to a bus stop or not)
- 3-42 -

Final Report
Car Minibu
Passenge s(Publi ThuDauMot
r
c)
MienDong
M&Lbus
(Private),
5.5%
M&Lbus
(Public),
47.3%
Minibus
(Public),
1.8%
XeOm,
18.2% Walking,
27.3%
Walking,
25.5%
MCDriver,
5.5%
M&L M&Lbu
bus(P s(Publi
rivate
c)
)
Bicycle
MC
Passenger,
9.1%
XeOm,
Car
Passenger, 3.6%
MC
Passenger,
MCDrive
r
54.5%
1.8%
Minibus ThuDuc(LongBinhorThuDuc
Intersection
(Public),
6.5%
XeOm,
3.2%
ThuDuc(SuoiTienpark)
XeOm,
6.7%
MC
Passenger,
16.1%
Bicycle,
3.2%
MC
Passenger,
20.0%
Walking,
71.0%
Walking,
73.3%
Figure 3.4.7 Characteristic of Access Mode at Each Bus Terminal
4) Roadside OD Interview Survey

The composition of trip purpose and income distribution from the result of roadside OD interview
are shown below. The graph indicates MC/cars users mainly use them to work, while bus users
mainly use them to other trip purposes. It is generally said that there is the income gap between
MC/cars and bus users; however, the gap is not observed at this survey. Therefore, if BRT service
are provided with high-level service and travel speed in comparison with other modes, BRT have
the possibility of realizing the modal shift from MC/car and commuter usage.
40.0%
34.8%
33.2%
35.0%
30.0%
PrivateMode
25.0%
20.8%
19.8%
20.0%
15.0%
9.4%
8.2%
10.0%
5.0%
BusPassenger
27.5%
26.8%
6.8%
6.1%
0.5% 1.4%
0.1% 1.5%
1.7% 0.4%
1.0% 0.0%
>50mil
40~50mil
30~40mil
20~30mil
10~20mil
6~10mil
3~6mil
<3mil
None
0.0%
Figure 3.4.8 Income Distribution
- 3-43 -

Final Report
Trippurpose
1.0
BusPassenger
30.0
15.9
4.8
21.7
24.0
6.5
2.5
PrivateMode
36.6
6.0
1.9
0%
Towork
20%
Toschool
40%
Private
60%
Business
80%
Joyriding
100%
Other
Figure 3.4.9 Composition of Trip Purpose
(3)
Analysis
1) Aggregation of Travel Time
In the section, travel time is aggregated by travel time and average number of passenger.
In the result, the travel time of all vehicles from Thu Dau Mot to Thu Duc is 85 minutes while that
of bus is 108 minutes. And the travel time of all vehicles from Thu Dau Mot to Ho Chi Minh City
is 75 minutes while that of bus is 113 minutes. According to the result, if BRT can ensure service
speed, there is the possibility of the modal shift from competitive modes to BRT.
MotorCycle
BenCat
TanUyen
41min
ThuDauMot
29min
28min
BienHoa
Thuan An
86min
DiAn
31min
ThuDuc
(Q.1,3,4,5,6,8,10,11)
Figure 3.4.10
Average Travel Time by Motorcycle
- 3-44 -

Public Bus
Final Report
BenCat
TanUyen
ThuDauMot
40min
BienHoa
Thuan An
107min
DiAn
43min
ThuDuc
(Q.1,3,4,5,6,8,10,11)
Figure 3.4.11
AllVehicle
Average Travel Time by Public Bus
BenCat
TanUyen
41min
ThuDauMot
29min
28min
BienHoa
Thuan An
85min
DiAn
32min
ThuDuc
(Q.1,3,4,5,6,8,10,11)
Figure 3.4.12 Average Travel Time by All Vehicles
2) Willingness to Pay
Willingness to pay for shorter travel time is estimated from the result of the surveys. It is used for
sensitivity analysis on demand forecasting. At this section, the methodology of estimating the
willingness to pay and the result are shown.
a) Methodology of Estimating Willingness to Pay
A logit function is formulated following below to calculate willingness to pay.
Average willingness to pay(WTP):
exp
Where:
:parameter by calculating maximum log likelihood
:Explanatory variable (income) by each individual
- 3-45 -
/
/

Final Report
b) Questionnaire to Estimate Willingness to Pay

On the roadside OD interview and bus transport survey, the questionnaire of double-bounded
dichotomous choice following below is used to estimate willingness to pay.
Table 3.4.5 Survey form for estimating WTP
Do you permit to pay additionally 2,000VND if your trip is 10minutes shorter than the answer in Q13?
A. YesDo you permit to additionally pay
5,000VND more?
1. Yes How much do you permit to

additionally pay?
,000VND
2.No
B. NoDo you permit to additionally pay 1,000VND more?

3.Yes
4.No
c) Setting Price Range

The price 2000, 5000 and 1000VND in the questionnaire are decided by reference to the
questionnaire for acceptable fare level of the feeder bus service for new urban railway in the
household interview survey in SAPI (Special Assistance for Project Implementation) for HCMC
Urban Railway Project, Ben Thanh - Suoi Tien Section (Line 1) conducted by JICA.
It is generally said that the private mode driver/passenger's income is more than that of bus
passengers; so willingness to pay is not match between private and public modes. For this reason,
at the survey, the half of all distributed questionnaire sheets use the price range 3500, 7000 and
1500VND. This range is set by reference to the average income.
The price range 5000/1000 VND, and 7000/1500 VND is decided by reference general researches.
d) Estimated Willingness to Pay
Willingness to pay is estimated by using valid 6,168 samples.
In the result, all estimated parameters satisfy the significance level, and estimated willingness to
pay is 4,874VND per 10 minutes, namely, 29,244VND (USD 1.37 by using the rate in May 2014
by JICA) per hour.
This estimated willingness to pay is 90% level of the value of travel time saving of SAPI project
estimated by the method of income approach(USD 1.52/hour).
Although the value is a little bit less than the result of SAPI, the gap is caused from income level
gap between Ho Chi Minh City and Binh Duong Province. (The income level in Binh Duong
Province is indicated 68% level of that in Ho Chi Minh City according to the report "Data results of
the Viet Nam Household Living Standards Survey 2012" )
Therefore, it appears the estimated willingness to pay is accepted.
For example, the bus travel time "113 minutes" from Thu Dau Mot to Ho Chi Minh City is
converted to 55,076 VND.
- 3-46 -

Final Report
Table 3.4.6 Estimated Parameters and Willingness to pay

Estimated Parameter
Valuables
Coef.
t-value
p-value
Constant
9.9391
56.4884
0.0000
***
ln(Bid)
-1.3403
-59.8370
0.0000
***
Family income(month)
0.0190
8.3416
0.0000
***
Samples
6,168
Log likelihood
-8,285.9
Willingness to Pay(10 minutes )

Average
4,874.2
100%
80%
Yes
60%
50%
40%
20%
4,874VND
0%
0
2000
4000
6000
BidVND)
8000
10000
Figure 3.4.13
Curve of Willingness to Pay
3) Desire Line
a) Methodology
Desire line - the shortest and most direct link between an origin zone and a destination zone - is
drawn by using surveyed data. Each sample of roadside OD interview is expanded by traffic
volume by each hour and survey station. Desire lines are drawn by using the data on OD trips. The
number of person OD trips is calculated by multiplying the number of vehicle OD trips by the
average number of passengers from the result of occupancy survey.
- 3-47 -

Final Report
RoadSideODInterview
Traffic count survey
Correct traffic volume

at the out of survey
time by using other
traffic survey
(16hr -> 24hr)
Making the sample at

the out of survey time
Calculate expantion factor
after matching by
direction, time and
Traffic volume by each

direction, time, vehicle
type
Occupancy survey
Expand the sample and
making OD matrix
(No. of Vehicle)
Draw desire line
Calculate at the out of

survey time
Multiply by average No.

of passenger and
driver after matching
by direction, time and
vehicle
Average No. of
passenger and driver
by each direction, time
and vechile type
Making trip-person OD
matrix
Figure 3.4.14
Methodology of Making Desire Line Data
b) Desire Line of Trip Persons Inter Province-city Passing Survey Stations

This figure of desire line is drawn by the survey result on passing trips between HCMC and Binh
Duong province. In the result, total traffic volume is 97 thousand trip persons a day from each
region to Ho Chi Minh City, and 86 thousand trip persons from each region to district 2, 9 and Thu
Duc. The result indicates that there is enough traffic demand with possibility of the modal shift to
BRT.
West Of Binh Duong
Binh Duong New City
Thu Dau Mot
East Of Binh Duong

Thuan An
Cu Chi
Di An
SuoiTien
West Of Dong Nai
East Of HCMC
Q.9,Q.2,ThuDoc)
Central HCMC
10,000
20,000 30,000
Figure 3.4.15
Desire Line (inter province-city)
c) Desire Line of Trip Persons Inner Province Passing Survey Stations

This figure of desire line is drawn by the survey result on passing trips which is inner Binh Duong
province nearby BRT plan. The result indicates the transportation between Thu Dau Mot and
- 3-48 -

Final Report
Thuanh An is more traffic level, and the trip-person is not high level from north area of Binh
Duong to Ho Chi Minh City. Therefore, the districts from south of Ben Cat and Tan Uyen district is
set as target areas, are enough under the forecasting.
A part of Ben Cat
A part of
Tan Uyen 1
A part of
Tan Uyen 2
Binh Duong New City
Thu Dau Mot
A part of
Tan Uyen 3
Thuan An
A part of Cu Chi
Bien Hoa
Di An
North dist. HCMC

(HocMon,GoVap,Q12)
SuoiTien
Thu Duc
Binh Thanh ,
Q.13
Q.9
10,000
Central dist. HCMC

(Q.1,3,4,5,6,8,10,11)
20,000 30,000
Figure 3.4.16
(4)
Desire line (inner province)
Traffic Volume near Suoi Tien Terminal Station

Traffic count survey was conducted on QL-1A (National Highway No.1) near Suoi Tien Terminal
Station in SAPI as shown at location No.4 in the following figure.
QL-1A becomes a part of the BRT route and trunk road in front of Suoi Tien Terminal Station area
(New Eastern Bus Terminal area). It is required to consider the traffic volume at the location at
present and in the future.
Total traffic volume is one 120 thousand vehicles per day in both directions, consists of 65%
motorbike, 15% truck, 10% private car and 6% bus. Peak hour appears during 7:00-9:00 in
morning and 17:00-18:00 in evening. The volume of motorbike is hourly fluctuating due to the
commute, whereas the volume of track is stable.
- 3-49 -

Final Report
Source: SAPI, JICA 2014
Figure 3.4.17
Survey location of traffic count survey in SAPI
6000
5000
Other
4000
Truck
StandardBus
Minibus
3000
Taxi
Car
Cyclo
2000
Motocycle
Bicycle
1000
0
7:00
8:00
9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 0:00
6:00
7:00
8:00
1:00
2:00
3:00
4:00
5:00
6:00
9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 0:00
1:00
2:00
3:00
4:00
5:00
Figure 3.4.18
Traffic volume on QL-1A near STT St. (from Hi Tech Park to Suoi Tien)
- 3-50 -

Final Report
6000
5000
Other
4000
Truck
StandardBus
Minibus
3000
Taxi
Car
Cyclo
2000
Motocycle
Bicycle
1000
0
7:00
8:00
9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 0:00
6:00
7:00
8:00
1:00
2:00
3:00
4:00
5:00
6:00
9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 0:00
1:00
2:00
3:00
4:00
5:00
Figure 3.4.19
(5)
Traffic volume on QL-1A near STT St. (from Suoi Tien to Hi Tech Park)
Conclusions
The conclusions based on the result of surveys are shown below.
- 3-51 -

Traffic Count
Final Report
Traffic volume of QL13 and TL743 are high level in comparing with other
stations. 95% of total traffic volume at peak hours and 65% of off peak hours
are motorcycle.
Roadside OD
Interview
About 40% of private modes are used for going work and school.
Family income gap between private and public modes are not observed at this
survey although it is generally said there is the gap.
Passengers
Count
Mien Dong bus terminal have the morning and evening peak at 8:45 and
17:00. Thu Dau Mot bus terminal have the peak at 6:30 and 17:00. These
peaks indicate that the commuter passengers use the bus.
Bus Transport
Survey
40% of bus passengers are students, and 24% are labourers. And half of
them don't have alternative modes excluding bus. Bus passenger select a bus
depending on the characteristic of region and personal situation.
+Analysis
Desire Line
Travel Time
Willingness to Pay
There is possibility of the

demand that the person do
the modal shift to BRT if high
level BRT service is
provided. Taking South of
Ben Cat and Tan Uyen into
the study area are enough
when the demand forecast
for BRT is conducted.
People can travel from Thu

Dau Mot to HCMC in 113
minutes by bus. Therefore, if
passengers can go in less
than 113 minutes by BRT
with UMRT, there is the
possibility for modal shift
from competitive modes to
BRT.
Willingness to pay was

estimated 29,244 VND
(1.37USD) per hour. The
travel time "113minutes" from
Thu Dau Mot to HCMC is
equivalent to 55,076 VND.
Conclusion:
1) Travel demand of BRT is expected with high level (speedy, comfort and punctual) services.
2) The BRT plan should contain the exclusive lane for BRT to ensure these services.
Figure 3.4.20
Traffic Survey Conclusions
3.4.2 Methodology of Transport Demand Forecast

The demand forecast was conducted using the model based on the conventional four-step method
which is the same as that used in the previous The Study on Urban Transport Master Plan and
Feasibility Study in HCM Metropolitan Area (HOUTRANS) (hereinafter referred to as
HOUTRANS) study. The steps are: 1) Trip Generation and Attraction Model to estimate the
number of trips generated by and attracted to each traffic zone; 2) Trip Distribution Model to
estimate the number of trips traveling between the traffic zones; 3) Modal Share Model to
estimate the number of trips made using different transport modes; and 4) Traffic Assignment
- 3-52 -

Final Report
Model to estimate the number of trips on the transport network by the different transport modes.
The traffic demands were forecasted in HOUTRANS with target years 2020 and 2040. The traffic
demands in this study will also be forecasted with target years 2020 and 2040. In the model
building and application, considerations were given to the following:
4 Step Model
Input
1st Step
Socio-economic Frame
Output
Trip Production
Generation/Attraction
Ganaration/Attraction by Zone
OD table
OD table by Mode
Section Assignment Volume
Population, Employees, etc.

2nd Step
Zone Impedance
Trip Distribution Model
Distance, Travel Time

3rd Step
Parameter among Mode
Modal Choice
Travel Time, Travel Cost

4th Step
Network, etc.
Traffic Assignment
Operation Velocity,
Section Velocity, Capacity
Evaluation/Analysis
VOC, TTC
unit Cost
Evaluation/Analysis
Evaluation Indicator
Veh*km, Veh*hr,
Trip*km, Trip*hr, etc.
Figure 3.4.21
Four Step Model
Traffic zones along BRT: Traffic zones were divided into the Phong/Xa (commune) level along
HCMC UMRT Line 1 in Special Assistance for Project Implementation (SAPI) for Ho Chi Minh
City Urban Railway Project (Ben Thanh Suoi Tien Section (Line 1)) (hereinafter referred to as
SAPI). In addition, traffic zones were divided into the Phong/Xa level along BRT planning
route (See Figure 3-2).
Road network and bus route network data: The road network and bus route network data was
developed considering existing conditions and approved plans. The road network for traffic
assignment is shown in Figure 3-3.
Generation & Attraction Trips: The number of residents and workers in each traffic zone was set
considering the latest urban development plans/projects along the BRT route. Generated and
attracted traffic volume was calculated by the model used in HOUTRANS.
Modal Split: The modal split model of HOUTRANS was adopted to estimate the traffic volume of
BRT and the total number of trips of each mode was adjusted by the actual modal share from the
results of the passenger volume from the traffic survey.
Traffic Assignment: The network conditions for traffic assignment are adopted for HCMC UMRT
Line 1, public network and the feeder buses setting as same as SAPI.
Present Calibration: Present calibration of the demand forecast was done to adjust OD matrices
by comparing between the 2014 traffic assignment result and passenger movements from the traffic
survey result.
- 3-53 -

Final Report
Figure 3.4.22
Setting of Traffic Zones
Figure 3.4.23
The Future Road Network for Traffic Assignment
- 3-54 -

Final Report
3.4.3 Setting for the Framework for Population and Population Density
In this section, the framework for population at a macro level and population density at a micro
level is defined. As a framework for population at the macro level, a framework for the future
populations of Binh Dung Province and districts (Thu Dau Mot City, Thuan An District, and Di An
District) including the target areas is defined. The population density at a macro level around BRT
bus stop area along Mp-Tv Rd. is also defined.
(1)
Setting for the framework for population

1) Basic policy for setting for population framework
A framework for future population that has been approved as Urban Plan Master Plan at a ward
level shall be used as a basic policy for setting for the framework (frameworks for the future
population of a ward level in zoning plans shall not be used because it is difficult to obtain
frameworks for all of the area). However, considering the current population and its recent increase,
the estimated population in the mid-term plan should be revised in cases where it is considered to
be unrealistic. The future population of Di An District shall be estimated using a framework for
future population from the JICA SAPI study.
A micro level population density within a 400-m (approx. 5ha) radius of around BRT stops shall be
estimated using a measure of approx. 100 per/ ha, which is the average population density of a
huge-scale new town in Japan. The current (as of 2012) population densities of districts are 22.3
per/ha in Thu Dau Mot City, 52.4 per/ha in Thuan An District, and 59.3 per/ha in Di An District.
2) Framework and assessment of the Urban Plan Master Plan
Frameworks for the populations of Binh Dung Province, Thu Dau Mot City, Thuan An District and
Di An District are described in the Urban Plan Master Plan, as shown in Table 3.4.1 below. Table
3.4.2 shows recent (as of 2010-2012) growth rates of population and estimations for future
populations based on these growth rates. Considering this data and its current population in 2012,
Thu Dau Mot City needs to grow at annual rates of 12 % and 9% in order to reach the future
estimated populations for 2015 and 2020 respectively. Thus both growth rates are considered
unrealistic estimations. As for Thuan An District, when considering the populations for both 2015
and 2020, it is considered that corrections are necessary because the current 2012 population is
much closer to the projected future population for 2015. Regarding Di Anh District, the current
population for 2012 has already exceeded the projected future populations of 2015 and 2020, so for
both of these future estimations corrections are necessary because a decline in the population in the
future would not be expected.
Table 3.4.7 Framework for Future Population of Urban Plan Master Plan
Binh Dung Province
Growth rate
Future
(year)
population
2015
2020
2030
2,500,000
3,500,000
5.2%
3.4%
Thu Dau Mot City

Growth
Future
rate
population
(year)
374,825
515,520
600,000
Thuan An District
Growth rate
Future
(year)
population
8.2%
6.6%
1.5%
450,000
500,000
600,000
3.2%
2.1%
1.8%
Di An District
Growth
Future
rate
population
(year)
290,000
335,000
435,000
2.7%
2.9%
2.6%
*: Growth rates of 2015 refer to Thu Dau Mot City(2009-2015), Thuan An District (2009-2015), and Di An District
(2007-2015)
Source: Materials created by JICA Study Team according to Urban Plan Master Plans
- 3-55 -

Final Report
Table 3.4.8 Current (2010-2012) Population Growth Rate

Binh Dung Province
Thu Dau Mot City
Thuan An District
Growth rate
(year)
Current
population
2010
2012
1,619,930
1,748,001
3.9%
2015
2020
Current
population
241,276
264,642
304,002
383,034
Growth rate
(year)
Growth rate
(year)
Current
population
Di An District
Growth rate
(year)
Current
population
410,818
320,446
4.7%
438,922 3.4%
355,370
Estimation based on current growth rate
484,724
415,021
571,925
537,507
5.3%
*: Populations for 2010 and 2012 from Statistical Yearbook Binh Duong Province 2012
3) Setting a framework for future population

A framework for future population that is used in this investigation is shown in Table 3.4.3. Future
populations of Thu Dau Mot City for 2015 and 2020 shall be estimated using the growth rate of
4.7% for 2010-2012 that was published by the statistics office of Binh Dung Province, based on the
current population of 2012 in order for the projections to be more accurate. Future populations of
Thuan An District for 2015 and 2020 shall be estimated with the current population of 2012 and the
growth rates of the master plan because the population growth rate (3.4%) of 2010-2012 that was
published by the statics office is close to the population growth rate that was used in the master
plan for the district (3.2% in 2012-2015). Di Anh District shall be divided into two areas
(university area and other area) as well as the JICA SAPI study, an estimated value shall be applied
directly to the university area and the current figure shall be applied to the other area.
The future population of Binh Dung Province for 2030 is higher than the estimation by MPI/UN
(Master plan of Binh Dung Province is 3.5 million, 2.7 million estimated by MPI/UN). Thus it
seems that a higher estimation has been set due to public policy.
Thus, the estimation of 2030 that seems to be estimated by the policy shall be adopted for setting of
the future population for 2040.
Table 3.4.9 Framework for Future Population in the Study
Thu Dau Mot City
Thuan An District
Di An District
Future
population
2015
2020
2040
304,002
383,034
600,000
Growth rate
from
2012 (year)
4.7%
4.7%
Future
population
481,938
535,486
600,000
Growth rate
from
2012 (year)
Future
population
3.2%
2.1%
Growth
rate
(year)
406,743
512,800
*: Framework for Di An District is used in JICA SAPI study (2014)

(2)
Setting for population densities of areas around bus stops along Mp-Tv Rd.
1) Future population densities for districts
Table 3.4.4 shows population densities of Binh Dung Province and the districts for the study area
based on the current populations (as of 2012) and a framework for future populations. As shown in
the previous section, a framework for future population was adjusted in order to create more
realistic population growth population estimates, using the future population figures described in an
Urban Plan Master Plan (general plans for Binh Dung Province and the districts). Considering
this data, population densities for general urbanized areas except for green
space/farmland/industrial estate in each area are expected around 100 per/ha in the future.
- 3-56 -

Final Report
Table 3.4.10 Current and Future Population Densities for Binh Dung Province and Each District
Binh Dung Province
Thu Dau Mot City
Thuan An District
Di An District
Size
269,443 ha
11,866 ha
8,369 ha
5,995 ha
2012
5.6 per/ha
22.3 per/ha
52.4 per/ha
59.3 per/ha
2030
13.0 per/ha
50.6 per/ha
71.7 per/ha
72.6 per/ha
(2040)
2) Basic concept for setting of population density

When setting the population density for areas around bus stops of the BRT that is discussed in the
Study, an area within approx. 400-m radius of the bus stops would be affected by the BRT project.
The population densities shall be set for each area within 150m, 300m and 400m of radius of the
bus stops, considering the impact of the BRT (see Figure 3.4.1). (1) Floor-area ratio/building
coverage ratio, (2) Building type and (3) Ration for residential use in these areas shall be
considered in order to discuss population densities of these areas. Figure 3.4.2 shows standard
figures of floor-area ratio (FAR) /building coverage ratio (BCR) in Japan. These shall be used for
setting for (1). Table 3.4.5 shows population densities for areas along Mp-Tv Rd, according to the
above discussion. Population density of the area within a 400-m radius is estimated about 135-200
per/ha.
28.3ha 50.2ha
(21.2ha) (22.0ha)
7.1ha
150m
300m
400m
Figure 3.4.24
Distance and Area from BRT Stops BRT
FAR (Floor Area Ratio)
600%
Urban Center
with Specific Conditions
(transportation nodes, etc.)
500%
Standard Value for Urban
Center (CBD, New Urban
Center, etc.)
400%
300%
200%
100%
Standard Value for Ordinary

Urbanized Area (Mid-rise
Residential, Industrial, etc.)
Residential Area
Situated in Sensitive
Natural Environment
30%
40%
Standard Value for

Residential Area with Good
Living Environment
50%
BRC (Building Coverage Ratio)
Figure 3.4.25
60%
70%
80%
90%
Standard Figures of Floor Area Ratio / Building Coverage Ratio in Japan
- 3-57 -

Table 3.4.11
Area
Final Report
Concept for Setting of Population Density
(1) Floor-area
ratio / building
coverage ratio
(2) Standard
population density
considering (1)
and building type
(3) Ratio of
residential use
Mainly middle
rise
400-500 people
Mixed low
rise/middle rise
200-250 people
Mainly low rise
150-200 people
0.5-0.7
200-350
0.7-0.8
150-200
0.7-0.8
100-150
a) a 150m
radium area
7.1ha
300-400%
60-80%
b) a 150-300m
radium area
21.2ha
200-300%
40-60%
c) a 300-400m
radium area
400m radium
area (a)+b)+c))
22.0ha
150-250%
40-50%
(2) x (3)
(per/ha)
50.2ha
135-200
3) Policy of setting for population densities around each bus stop

Setting for population densities around each bus stop is estimated based on population densities
along Mp-Tv Rd. (135-200 per/ha for the area within a 400-m radius) as discussed in the above,
considering urbanization for around the bus stop areas in the future. Specifically, the population
densities are divided into 3 patterns; low density (135 per/ha), medium density (170 per/ha), high
density (200 per/ha) and these patterns shall be applied to each area, considering a future land use
plan and the possibility of urban development (existence of undeveloped sites) stated in an urban
plan for around each BRT bus stop area (general plans and zoning plans for districts). BRT bus stop
numbers which are considered to be applicable to the above 3 pattern are shown in Table 3.4.6,
which. Locations of each bus stop are shown in Figure 3.4.3.
Table 3.4.12
Population Density Setting for Areas Around BRT Bus Stop

Criteria for application
Low density (135

per/ha) area
Medium density
(170 per/ha) area
High density (200
per/ha) area
In urban plan, the surrounding area is positioned

as non- residential use
as planning for low and medium density
residences and mixed use
as planning for medium and high density
residences
Possibility of urban plan for the surrounding area
(existence of undeveloped site)
BRT stop No.

BS-1BS-11
BS-2 BS-4 BS-5
BS-7BS-8BS-10
BS-3 BS-6 BS-9
BS-12
The population densities that are estimated in the above are considered as the densities for 2040.
The projected population densities for 2020 and 2030 are estimated, assuming growth at the current
growth rates1. According to this strategy, the population densities for each year are shown in Table
3.4.7. As for the population densities for 2013, they are shown as average population densities of
Future populations on a macro scale are normally estimated by considering that growth patterns approximate a
logistic curve, but population density shall be estimated as a simplified model because future population estimation of
micro scale like this is very influenced by individual development projects etc.
- 3-58 -

Final Report
Phuong where the bus stops are located1.
Table 3.4.13
Population Density of Area around BRT Bus Stop by Year (per/ha)
Bus stop No
BS-1
BS-2
BS-3
BS-4
BS-5
BS-6
BS-7
BS-8
BS-9
BS-10
BS-11
BS-12
2013
39
34
57
19
19
21
21
30
28
12
2020
64
69
94
58
58
67
60
66
52
65
35
61
2030
99
120
147
114
114
134
115
118
126
117
85
130
2040
135
170
200
170
170
200
170
170
200
170
135
200
4) Correction for population density considering features of the residents

Currently, many of residents along Mp-Tv Rd. are believed to be commuting to manufacturing
factories in the industrial estates etc. located nearby. Apparently these residents do not use often
public transports for middle and long distance travel, which include the BRT and railways that are
laid along the highway. However, if the area along Mp-Tv Rd. turns into bed towns in the future for
long- distance commuters to the center of Ho Chi Minh City and Bien Hoa City, users of the BRT
and railways along the highway would increase. Thus, in order to reach the population densities
shown in Table 3.4.7 in reality, the population densities prior to the establishment of bed towns for
middle-long distance commuters in the future shall be applied using reduction compensation
coefficients considering the feature that the majority of residents are short-distance commuters. In
this report, therefore, reduction compensation coefficients for 2020 and 2030 are set considering
such the feature of the residents. That is, the coefficients were set on the condition that the areas
along the highway will be developed as the same speed as the population increase in Binh Dung
Province. Since the population of the province has been increased at a tremendous pace which was
almost same one planned by the authority since the establishment in 1997, the reduction
compensation coefficients for 2020 and 20130 were set to 0.6 and 0.8 respectively based on the
population framework indicated in the urban planning master plan of the province. The estimations
of Table 3.4.8, are obtained by multiplying the estimates shown in Table 3.4.7 by these coefficients.
Table 3.4.14
Population Density around BRT Bus Stop Areas by Year(Corrected by a Corrective

Coefficient) (per/ha)
BS-1
BS-2
BS-3
BS-4
BS-5
BS-6
BS-7
BS-8
BS-9
BS-10
BS-11
BS-12
2013
39
34
57
19
19
21
21
30
28
12
2020 (0.6)
38
42
56
35
35
40
36
40
31
39
21
36
2030 (0.8)
80
96
118
91
91
107
92
95
101
94
68
104
135
170
200
170
170
200
170
170
200
170
135
200
Bus stop No
2040
As for bus stops No.31 and 36, the population densities for 2013 are set to 0 because there are currently few
residents living around there.
- 3-59 -

Final Report
5) Population density around the Suoi Tien Terminal station area

Population density around Suoi Tien Terminal station area within a 400-m radius is predicted to
reach 250 per/ha in the future (2040). Although it is expected that residential buildings around Suoi
Tien station will have high population densities, because it is a terminal station, a non-residential
area including a bus terminal and a highway would take up much space. Thus, under the
assumption that high population density 350 per/ha accounts for 70 % of the area and there is no
night population in the remaining 30 % of the area, the population density for 2040 is estimated to
be 250 per/ha (350x 70% nearly = 250). The existing population density is set to 35 per/ha
because the densities for Binh Dung Province side and Ho Chi Minh City are 66 per/ha and almost
0 per/ha respectively. Considering the above data, the population densities around the area are
estimated as shown in Table 3.4.9. It is thought that correction is unnecessary for this area unlike
the area along the Mp-Tv Rd.
Table 3.4.15
Population Density around Suoi Tien Station Area (BS-0)

Population density (per/ha)
2013
35
2020
91
2030
170
2040
250
(3)
Population Density for the Area near the Bus Stations in Binh Dung New City
The detailed urban plan of Binh Dung New City was formulated, in which a land use plan and
planning criteria for each block, including floor area ratio (FAR), building coverage ratio (BCR)
and maximum floor number, are stipulated. Therefore, the population density of the areas near the
three BRT bus stations (the area within a 400-m radius) can be assumed based on the urban plan
of the new city. However, since those planning criteria are indicated with some ranges, actual
building volumes of the development projects which have already been constructed or approved
will be referred to the assumption. Figure 3.4.10 indicates the assumed population density for the
areas near the BRT bus station in Binh Dung New City.
Table 3.4.16
Assumed Population Density for the Areas near the Bus Stations in Binh Dung New City
(per/ha)
Year
BS-14
BS-15
BS-16
2013
2020
96
85
2030
232
200
2040
290
250
- 3-60 -

Final Report
3.4.4 Demand Forecast Result

(1)
Public Modal Share along BRT Route

Daily public trip generation and attraction are shown in Figure 3-4. Thu Dau Mot city, Thuan An
district and Di An district in Binh Duong province have high demand increase rate as 186%, 145%,
138% from year 2020 to 2040 under high economic development in Vietnam.
Figure 3.4.26
(2)
Daily public trip generation and attraction along BRT Route
Modal Share along BRT Route

Modal share along BRT route is shown in Table 3.4.17. Public modal shares are 8.8 % in year 2020
and 12.1 % in 2040.
Year
Table 3.4.17 Modal Share along BRT Route

Motorcycle
Passenger Car*
Public
Total
2020
86.7%
4.5%
8.8%
100.0%
2040
73.3%
14.6%
12.1%
100.0%
*: Passenger only
(3)
BRT Passenger Demand

BRT passenger demand is shown in Table 3.4.18, Table 3.4.19, Figure 3.4.27 and Figure 3.4.28. An
area along BRT route has high potential public demand indicated by high increase ratio of section
demand from 280 % to 516 % from year 2020 to 2040.
- 3-61 -

Table 3.4.18
BRT Stop Name
(Tenporary)
Binh Duong New City
Final Report
BRT Passenger Demand

BRT Demand
(100Pax/day/direction)
2020
2040
Increase
Ratio
14
497.1%
18
515.9%
26
122
463.0%
26
122
463.0%
69
297
431.1%
71
322
454.1%
71
322
454.2%
70
314
446.6%
43
151
350.8%
43
151
350.8%
49
182
371.3%
49
182
371.3%
52
164
312.9%
42
118
280.1%
Stop 13
Stop 12
Stop 11
Stop 10
Stop 9
Stop 8
Stop 7
Stop 6
Stop 5
Stop 4
Stop 3
Stop 2
Stop 1
Suoi Tien Terminal
Table 3.4.19
Number of Passenger and Passenger x km of BRT
Item
No of Passenger
Passenger x km
Unit
Pax/day
Pax*km/day
2020
2040
20,005
84,995
250,118 973,567
- 3-62 -

Final Report
Figure 3.4.27
BRT Passenger Demand (2020, Unit:100Pax/day)
Figure 3.4.28
BRT Passenger Demand (2040, Unit:100Pax/day)
- 3-63 -

(4)
Final Report
Traffic Demand on Road Network

Traffic demand on road network after BRT implementation is shown in Figure 3.4.29 and Figure
3.4.30. Average travel speed is usually 20 km/h in city area by empirical knowledge. In case of this
study area, average travel speed in 2020 is 30.3 km/h, and average congestion rate is 0.43. This
value means congestion level is lower than usual city area. On the other hand, average travel speed
in 2040 is 22.9 km/h, and average congestion rate is 0.61. From year 2020, average travel speed is
76 %, and average congestion rate is 1.4 times. This year 2040 traffic demand is not with Ring
Road 3, and by 2020 road network. Congestion rate with Ring Road 3 in 2040 is shown in Figure
3.3.2.
BD New City
STT St.
Figure 3.4.29
Traffic Demand on Road (2020)
BD New City
STT St.
Figure 3.4.30
Traffic Demand on Road (2040)
- 3-64 -

3.5
Final Report
Operation Plan
3.5.1 Required Number of Vehicles for BRT Operation

The number of bus vehicles of this BRT project needs to meet passenger demands with reflecting
effect of the New Eastern Bus Terminal project, the operation of HCMC metro Line 1, as well as
the increase in population along the route. Determination on the number of vehicles that will be
counted based on capacity to transfer maximum number of passengers in 1 hour (number of
passengers at 1 peak hour) after estimating number of BRT passengers.
About the rate of BRT passengers at each time per day, we referred the data of public transport
passenger rate at the area closed to Thu Duc Station and Suoi Tien Terminal (figure 3.5.1). This
data was collected from the SAPI Study. It is estimated that demands in peak hours occupies 13.5%
total of demands, demands out of peak hours is 8% total of demands, occupied 60% in compare
with peak hours demands.
Public_Pax(SuoiTien)
14.0%
10.0%
8.0%
BenThanhtoSuoiTien
6.0%
SuoiTientoBenThanh
4.0%
2.0%
4:00
2:00
0:00
22:00
20:00
18:00
16:00
14:00
12:00
8:00
10:00
0.0%
6:00
PeakRationper24hours
12.0%
Figure 3.5.1 Passenger raitio per hour
Basing on BRT passenger demand and the maximum number of passengers, the number of
necessary vehicles is counted as following formulations:
Number of passengers at peak hour = Number of BRT passengers x Rate of demands at peak hour
Number of required vehicles at peak hour (one way) = Number of passengers at peak hour
Number of passengers in each vehicle
Operated interval = 60 (minutes) Number of required vehicles at peak hour
Number of required vehicles = Number of buses required in the peak period +(Round trip time + round trip time for
driver waitingpeak one hour) off-peak operated interval.
The results of a study on traffic volumes on National Road 13 show a tendency for transportation
demand to be concentrated in a 30-minute segment of a passenger peak hour, rather than for the
demand to spread evenly over that hour. The results suggest that passenger volumes tend to fall 30
minutes before and after the peak 30-minute segment. Based on the data, we planned to introduce
articulated buses capable of mass transportation to the peak 30-minute segment and use ordinary
buses during other periods.
Besides, in the calculation the number of necessary vehicles, it is different from railway, buses are
very hard with 100% passengers covered, so the maximum rate of covering is set at rate of 85%,
number of existed buses includes 10% reversed buses (table 3.5.1).
- 3-65 -

Final Report
Table 3.5.1 Required number of vehicles in case of same interval operation as MRT
Year
Demand estimate for BRT
Number of passengers uses per day
The largest number of passengers/direction
Number of passensers at peak hour

The largest number of passengers
A*13.5%
2018
2019
2,501
2020
2021
2022
2023
2024
2025
2030
2040
2048
5,001 20,005 23,255 26,504 29,754 33,003 36,253
52,500
84,995
110,991
708
1,416
7,081
8,231
9,381 10,532 11,682 12,832
18,583
32,159
41,995
96
191
956
1,111
1,266
1,422
1,577
1,732
2,509
4,341
5,669
Articulated bus
140
140
140
140
140
140
140
140
140
140
140
Standard bus
80
80
80
80
80
80
80
80
80
80
80
Articulated bus
B/2/C*85%
11
18
24
Standard bus
B/2/D*85%
10
12
13
18
32
42
Total
D+F
11
13
14
16
19
20
29
50
66
Peak hour
60/G
30
20
5.5
4.6
4.3
3.8
3.2
3.0
2.1
1.2
0.9
H/0.6
Vehicle Capacity
Number of vehicles
required at peak 30min
Number of vehicles for
peak hour
Time intervals
minutes
50
33
7.1
6.3
5.3
4.8
4.3
4.0
2.7
1.6
1.2
1 way distance(Km)
35
35
32.5
32.5
32.5
32.5
32.5
32.5
32.5
32.5
32.5
Speed (Km/h)
25
25
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
Off-peak
Running time / 1 wayminutes
J/K*60
85
85
65
65
65
65
65
65
65
65
65
Running time / 2 wayminutes
(L+15)*2
200
200
160
160
160
160
160
160
160
160
160
Number of vehicles required for operating

Total
G+(M-60)/I
10
25
29
33
37
42
45
66
114
149
18
24
Articulated bus
11
Standard bus
N-O
10
21
24
28
31
35
38
55
96
125
Total Number of vehicles required ending stocks

Including reserve vehicles
R+S
13
29
33
37
48
47
50
74
126
165
Articulated bus
O*1.1
13
20
27
Standard bus
P*1.1
24
27
31
35
39
42
61
106
138
13
Table 3.5.2 shows arrangement plans of BRT vehicle.
Table 3.5.2 BRT vehicle arrangement

Year
2017
2018
2019
2020
2021
2022
2023
2024
2030
2040
2048
Articulated bus
Standard bus
11
23
41
32
Articulated bus
Standard bus
47
29
Procurement
Alternate
Number of vehicles
ending stocks
Articulated bus
15
21
27
Standard bus
13
24
27
31
35
39
42
65
106
138
13
29
33
37
42
47
50
80
127
165
Total Number of vehicles ending stocks
3.5.2 Yearly Operation Plan

For the operation plan for the BRT Project, we calculated the number of bus operations in 2020
based on peak and off-peak operation intervals used for finding the number of buses needed for
BRT, assuming a total passenger load factor of about 70% of transportation demand in the
operation period from 5 a.m. (the first departure from Binh Duong New City) to 12 midnight (the
- 3-66 -

Final Report
last departure from Suoi Tien Terminal).

Excepting year of 2020, other years data counted normally as the same rate as 2020, shown in
following table
Table 3.5.3 Number of BRT operation (Year 2020)
Time Zone
Number of trips (1 way)
by standard bus
by Articulated bus
5h
6h
7h
8h
9h
10h
11h
12h
13h
14h
Total
11
11
65
16
Time Zone
15h
16h
17h
18h
19h
20h
21h
22h
23h
Total
11
11
61

by standard bus
by Articulated bus
6
148
Table 3.5.4 BRT Operation Intervals and Number of trips

2018
Year
2019
2020
2021
2022
2023
2024
2025
2030
2040
2048
Number of vehicles required for

operation
10
25
29
33
37
42
45
66
114
149
Total required number of vehicles
13
29
33
37
42
47
50
74
126
165
Peak hour
30
20
5.5
4.6
4.3
3.8
3.2
3.0
2.1
1.2
0.9
Off-peak
50
33
7.1
6.3
5.3
4.8
4.3
4.0
2.7
1.6
1.2
Distance of 1 way (Km)
35
35
32.5
32.5
32.5
32.5
32.5
32.5
32.5
32.5
32.5
Speed(Km/h)
25
25
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
Running time/ 1wayminutes
85
85
65
65
65
65
65
65
65
65
65
Standard bus
27
40
126
149
171
194
217
240
353
581
751
Articulated bus
22
25
29
32
36
40
58
94
125
Total
27
40
148
174
200
226
253
280
411
675
876
Number of trips (2 ways)
54
80
296
348
400
452
506
560
874
1,350
1,752
1,889
2,834
8,190
9,668
11,146
12,624
14,102
15,581
22,971
37,752
48,828
1,404
1,638
1,872
2,106
2,340
2,574
3,744
6,084
8,112
1,889
2,834
9,594
11,306
13,018
14,730
16,442
18,155
26,715
43,836
56,940
Time intervals
minutes
Number of trips
(1 way)
Standard bus
Total distance
of running
[km/day]
Articulated bus
Total
3.5.3 Business balance

(1)
Fare structure
In order to use BRT + Metro Line 1 competitively on their time and fare in compare existed buses
(passengers must change many trips) to travel from Ben Thanh to Binh Duong, with BRT demands
calculation, fares are established as table 3.5.5 as below.
- 3-67 -

Final Report
Table 3.5.5 BRT Fare Structure

Starting fare for 12 km
Fare for additional 1 km
Fare for the whole BRT route
10,500
VND/Pax
525
VND/Pax
21,788
VND/Pax
(2)
Cost and Income for BRT Operation

The income was calculated by passenger demand and average boarding fare, 12,020VND. In the
meantime, we calculated the operating cost as presented in the following table by multiplying the
unit cost of the operating expenses per kilometer traveled (excluding vehicle depreciation cost and
taxes) at the point of a fare revision applied by PHUONG TRINH, a fixed-route bus operator, in
December 2013, which we obtained from the Binh Duong Management and Operation Center
Public Transportation, by the total kilometers covered.
We calculated the operating cost for articulated buses as 1.5 times the cost for ordinary buses based
on our test calculation of unit cost per kilometer, taking into account the actual fuel and vehicle
repair expenses for articulated buses in Japan that are twice and 1.5 times as high as those for their
ordinary counterparts, respectively.
Table 3.5.6 Cost and income for BRT operation
Year
2018
2020
2022
2023
2024
2025
2030
9,668
11,146
12,624
14,102
15,581
22,971
37,752
48,828
1,404
1,638
1,872
2,106
2,340
2,574
3,744
6,084
8,112
2,834
9,594
11,306
13,018
14,730
16,442
18,155
26,715
43,836
56,940
5,001
20,005
23,255
26,504
29,754
33,003
36,253
52,500
84,995
110,991
1,889
2,834
8,190
Articulated bus
distance of running/ day (km)
1,889
2,501
Total distance of running/ day (km)

Daily
2019
Standard bus
distance of running/ day (km)
Passenger demands
Revenues by tickets1.000VND
Operating expenses1.000VND
30,058 60,115 240,460 279,519 318,578 357,637 396,696 435,755
631,050 1,021,640 1,334,112
30,228 45,343 164,736 194,002 223,267 252,533 281,798 311,064
457,392
750,048
975,936
367,536
604,032
781,248
Articulated bus F
24,000VND*B
Operating expensesMillion VND

Yearly
Standard bus H
Articulated bus
2048
Except
depreciation
16,000VND*A
2040
@12,020VND*C
Standard bus E
Revenues by ticketsMillion VND
2021
30,228
45,343
131,040
154,690
178,339
201,989
225,638
249,288
33,696
39,312
44,928
50,544
56,160
61,776
89,856
146,016
194,688
D*365
10,971 21,942
87,768 102,024 116,281 130,538 144,794 159,051
230,333
372,899
486,951
Except
depreciation
11,033 16,550
60,129
70,811
81,493
166,948
273,768
356,217
E*365
11,033
16,550
47,830
56,462
65,094
92,174 102,856 113,538

73,726
82,358
90,990
134,151
220,472
285,156
F*365
12,299
14,349
16,399
18,449
20,498
22,548
32,797
53,296
71,061
- 3-68 -

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Socialist Republic of Vietnam

Ho Chi Minh City and Binh Duong Province

Socialist Republic of Vietnam

Preparatory Survey on Transit Oriented Development

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

TOD at Suoi Tien Terminal Station ...................................................................................... 1-1

Outline ....................................................................................................................................... 1-1

Background and Objective ......................................................................................................... 1-2

Background ........................................................................................................................... 1-2

Objective ............................................................................................................................... 1-3

Merit for Each Stakeholder ................................................................................................... 1-4

Consensus Building ................................................................................................................... 1-5

The Study Team Structure.......................................................................................................... 1-5

The STT Development Project .......................................................................................................... 2-1

Current Situation of Land Use ................................................................................................... 2-1

Existing Urban Plan ................................................................................................................... 2-2

Binh Thanh Commune Zoning Plan ..................................................................................... 2-3

Dong Hoa Phuong Zoning Plan ............................................................................................ 2-4

National University Area Urban Plan ................................................................................... 2-5

Metropolitan Context of Suoi Tien Terminal Area..................................................................... 2-9

Marketing Research ................................................................................................................. 2-10

Facility Plan ............................................................................................................................. 2-11

Requirements of Facility Plan............................................................................................. 2-11

Cost Estimation ........................................................................................................................ 2-12

Relevant Law and Regulation .................................................................................................. 2-13

Notion of Development Right............................................................................................. 2-13

Possibility for Application of BOT Law and PPP Regulations........................................... 2-13

Procedure for Implementing Urban Development Project ................................................. 2-13

Financing Issues.................................................................................................................. 2-14

Business Plan ........................................................................................................................... 2-15

Environmental and Social Consideration ................................................................................. 2-16

Survey Plan for Environmental and Social Considerations ................................................ 2-16

Confirmation of current land use situation ......................................................................... 2-16

Confirmation of current natural environment ..................................................................... 2-17

Current socio-economic condition ...................................................................................... 2-19

Preparatory Survey on Transit Oriented Development

Environmental Scoping....................................................................................................... 2-22

Environmental surveys and environmental impact assessment .......................................... 2-25

Mitigation Measures for Potential Impacts ......................................................................... 2-32

2.9.10 Recommendation ................................................................................................................ 2-33

Consensus Building ................................................................................................................. 2-35

2.10.1 Meeting with Counterparts ................................................................................................. 2-35

BRT Project ....................................................................................................................................... 3-1

Urban Plan ................................................................................................................................. 3-1

Binh Duong Province Urban Planning Master Plan ............................................................. 3-1

District City Level Urban Plan (General Plan) ................................................................... 3-2

Transportation Plan .................................................................................................................... 3-6

Binh Duong Province Transport Development Master Plan ................................................. 3-6

Binh Duong Public Transport Master Plan ......................................................................... 3-10

Conceptual Design ................................................................................................................... 3-11

Significance of the BRT project .......................................................................................... 3-11

BRT Case Study .................................................................................................................. 3-22

Basic Concept ..................................................................................................................... 3-25

Cross Section ...................................................................................................................... 3-33

BRT Stop............................................................................................................................. 3-34

Vehicles ............................................................................................................................... 3-35

Demand Forecast ..................................................................................................................... 3-37

Traffic Survey ..................................................................................................................... 3-37

Methodology of Transport Demand Forecast ..................................................................... 3-52

Demand Forecast Result ..................................................................................................... 3-61

Operation Plan ......................................................................................................................... 3-65

Required Number of Vehicles for BRT Operation .............................................................. 3-65

Yearly Operation Plan ......................................................................................................... 3-66

Business balance ................................................................................................................. 3-67