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Documente Profesional
Documente Cultură
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
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
Final Report
Table of Contents
1
1.1.1
1.1.2
BRT between Binh Duong New City and Suoi Tien Terminal Station ................................. 1-1
1.2
1.2.1
1.2.2
1.2.3
1.3
1.4
2.2
2.2.1
2.2.2
2.2.3
2.2.4
Districts 9 of Ho Chi Minh City East Bus Terminal Area Zoning Plan.............................. 2-6
2.3
2.4
2.5
2.5.1
2.6
2.7
2.7.1
2.7.2
2.7.3
2.7.4
2.8
2.9
2.9.1
2.9.2
Review of EIA Report prepared by SAMCO for the New Eastern Bus Terminal Project .. 2-16
2.9.3
2.9.4
2.9.5
2.9.6
Final Report
Due diligence review of involuntary resettlement for the New Eastern Bus Terminal Project .
....................................................................................................................................... 2-19
2.9.7
2.9.8
2.9.9
3.1.1
3.1.2
3.2
3.2.1
3.2.2
3.3
3.3.1
3.3.2
3.3.3
Basic Policy for Introducing BRT in Binh Duong Province ............................................... 3-23
3.3.4
3.3.5
3.3.6
3.3.7
3.4
3.4.1
3.4.2
3.4.3
Setting for the Framework for Population and Population Density .................................... 3-55
3.4.4
3.5
3.5.1
3.5.2
3.5.3
3.6
3.6.1
Final Report
3.6.2
3.6.3
3.6.4
3.7
3.7.1
3.7.2
3.7.3
3.7.4
3.8
3.9
3.10
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
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
- iii -
Final Report
List of Figures
Figure 1.1.1
Figure 1.1.2
Figure 1.2.1
Figure 1.2.2
Figure 1.2.3
Figure 1.3.1
Figure 1.3.2
Figure 1.4.1
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
Figure 2.2.2
Figure 2.2.3
Binh Thanh District Zoning Plan (Unapproved Revised Plan) .................................. 2-4
Figure 2.2.4
Figure 2.2.5
Figure 2.2.6
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
Figure 2.9.2
Figure 3.1.1
Binh Duong Province Urban Planning Master Plan (land use plan) .......................... 3-1
Figure 3.1.2
Figure 3.1.3
Figure 3.1.4
Figure 3.1.5
Thu Dau Mot City Urban Plan (General Plan) ........................................................... 3-5
Figure 3.2.1
Figure 3.2.2
Cross Section Plan of My PhuocTan Van Road and Ring Road 3............................ 3-7
Figure 3.2.3
Figure 3.2.4
Figure 3.2.5
Figure 3.2.6
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
- iv -
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
Figure 3.3.6
Figure 3.3.7
Figure 3.3.8
General Cross Section and Groung Plan of Ho Chi Minh BRT Line-1 ................... 3-23
Figure 3.3.9
Figure 3.3.10
Figure 3.3.11
Figure 3.3.12
Figure 3.3.13
Figure 3.3.14
Figure 3.3.15
Figure 3.3.16
Cross Section Drawing of My Phuoc Tan Van Road in Installing BRT .............. 3-33
Figure 3.3.17
Figure 3.4.1
Figure 3.4.2
Figure 3.4.3
Figure 3.4.4
Figure 3.4.5
Number of Passengers at Mien Dong and Thu Dau Mot Bus Terminal ................... 3-41
Figure 3.4.6
Figure 3.4.7
Figure 3.4.8
Figure 3.4.9
Figure 3.4.10
Figure 3.4.11
Figure 3.4.12
Figure 3.4.13
Figure 3.4.14
Figure 3.4.15
Figure 3.4.16
Figure 3.4.17
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
-v-
Final Report
Figure 3.4.20
Figure 3.4.21
Figure 3.4.22
Figure 3.4.23
Figure 3.4.24
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
Figure 3.4.28
Figure 3.4.29
Figure 3.4.30
Figure 3.5.1
Figure 3.6.1
Figure 3.6.2
Figure 3.6.3
Figure 3.6.4
Figure 3.6.5
Figure 3.6.6
Figure 3.6.7
Figure 3.6.8
Figure 3.6.9
Figure 3.6.10
Plan and Cross Section of Widening, Underpass with U-turn Bridge on QL1A.... 3-81
Figure 3.6.11
Figure 3.6.15
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
Figure 3.6.20
Figure 3.6.21
Figure 3.6.22
Final Report
Figure 3.6.23
Design Live Load of Vietnam Standard and Weight of BRT Articulated Bus ....... 3-92
Figure 3.6.24
Figure 3.6.25
Figure 3.6.26
Figure 3.6.27
Figure 3.6.28
Figure 3.6.29
Blocked crossing point and detour route under flyover ......................................... 3-97
Figure 3.6.30
Figure 3.6.31
Figure 3.6.32
Figure 3.6.33
Figure 3.6.34
Figure 3.6.35
Figure 3.6.36
Figure 3.6.37
Figure 3.6.38
Figure 3.7.1
Figure 3.7.2
Figure 3.7.3
Figure 3.7.4
Figure 3.7.5
Figure 3.7.6
Figure 3.7.7
Figure 3.7.8
Figure 3.7.9
Figure 3.7.10
Figure 3.7.11
Figure 3.7.12
Figure 3.7.13
Figure 3.10.1
Figure 3.10.2
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
- vii -
Final Report
Figure 3.10.7
Figure 3.10.8
Figure 3.10.9
Figure 3.10.10
Figure 3.10.11
Figure 3.10.12
Figure 3.10.13
Figure 3.10.14
Figure 3.10.15
Figure 3.10.16
Figure 3.10.17
Figure 3.10.18
- viii -
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
at a site near
supports, and
Table 2.9.12
Table 2.9.13
Table 2.9.14
Table 2.10.1
Table 2.10.2
Final Report
Table 3.4.11
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
Table 3.4.15
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
Table 3.4.18
Table 3.4.19
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
Table 3.6.11
Table 3.6.12
Table 3.6.13
Table 3.6.14
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
-x-
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
Table 3.10.4
Table 3.10.5
Table 3.10.6
who had
lived in the land lot proposed for the BRT depot until 2004 ............................. 3-144
Table 3.10.7
who had
lived in the land lot proposed for the BRT depot untill 2004 ............................ 3-144
Table 3.10.8
for
Table 3.10.10
Table 3.10.11
Table 3.10.12
Table 3.10.13
which
Content of the 2014-amended-LEP (ratified on June 23, 2014 at the 8th National
Assembly, 7th session) ...................................................................................... 3-150
Table 3.10.15
Table 3.10.16
Deviations between Vietnams EIA legal framework and JICA Guidelines ........ 3-158
Table 3.10.17
Final Report
Table 3.10.18
Table 3.10.19
Table 3.10.20
Table 3.10.21
Table 3.10.22
TOR for the detailed surveys on impacts assessed as A-, B- or C- ........... 3-175
Table 3.10.23
Table 3.10.24
Table 3.10.25
Table 3.10.26
Table 3.10.27
Table 3.10.28
Table 3.10.29
Table 3.10.30
Cost for implementing mitigation measures during construction phase .............. 3-199
Table 3.10.31
Table 3.11.1
Table 3.11.2
- 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
- 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.
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
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
Alternative
Route: 3.2 km
Scale
6 km
Suoi Tien
Term. Sta.
MRT Line-1
1.2
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
Th Du
Mt
Bin Ha
Th Mi
Ty Bc (C
Chi)
Sui Tin
BIEN HOA
HO CHI MINH
CITY
NHN TRCH
c Ha
H Ch Minh
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.
The success for the Project will become a model case of TOD along MRT line, and would attract further
investments.
The project would contribute MRT ridership and sustainable operation by promoting modal shit towards public
transportation.
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
SustainableoperationofHCMCMRTby
ridershipincrease
Developmentexpansionatsurroundingarea
SAMCO/
BECAMEX
Synergyeffectwithbusservicebyupgrading
convenienceattheterminal
AcquirementofTODknowhow
Private
ApplyofTODknowhowandexperiences
Chanceexpandingoverseabusiness
Vietnamese
Gov.
AccessimprovementtowardBinh Duong
NewCityandSuoi Tien Terminalstation
DevelopmentsalongBRTline
TrafficproblemImprovementbymodalshift
BECAMEX/
SAMCO
SynergyeffectwithBinh DuongNewCity
developmentandTOD
KnowhowAcquirementofBRTand
advancedbusoperation
Private
ApplyofTODknowhowandexperiences
Chanceexpandingoverseabusiness
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)
Source: JICA Study Team
JICA
Steering Committee
JICA
Study Team
DOT
Monthly
Meeting
BECAMEX
Other Departments
(DPI, DONRE, DOC, etc)
1.4
- 1-5 -
Final Report
Leading Team
TAGUCHI Kazuhiro
HOSOMI Akira
Transportation Plan
Transportation Planning 2
SHIMIZU Takashi
HORIE Tetsuo
Marketing
SHIRAKAWA Shizuka
OOTSUKA Kaname
TAKATA Kazuhisa
TAKATA Masahide
Traffic Survey
ODA Takanori
SAKAI Yoichiro
ISHI Yoichi
FUKAYA Masashi
Project Implementation
YAMASHITA Takeshi
IWASAKI Masayoshi
IMADA Shinpei
Urban Plan
Urban Development / Regional Development Planning 1
MATSUMURA Shigehisa
KAMETANI Takashi
URATA Hirohiko
TAKAGI Yoshio
KIKUCHI Risa
NISHIMURA Tetsuro
Environmental Consideration
MINAMI Yasuhira
- 1-6 -
2
2.1
Final Report
N
Suoi Tien Terminal Station (plan)
3
New East Bus Terminal
Area 16ha
1
2
Grave Yard
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
3. Container Yard
2
Vacant Land
2. Newly Developing
Residential Area
Dormitory
500m
Source: JICA Study Team
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
Final Report
Source: JICA Study Team based on Zoning Plan of Binh Thanh Commune
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
Max.Floor-Area Ratio
8
8
8
0.1
-
- 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
Figure 2.2.3 Binh Thanh District Zoning Plan (Unapproved Revised 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
Figure 2.2.5 Detailed Plan and Current State of House Development by the Subsidiary of CIENCO6
- 2-5 -
Final Report
Suoi Tien
Terminal Station
A
Suoi Tien Station
A
B
C
Land Usage
Area (ha)
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
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
Figure 2.2.7 East Bus Terminal Area Zoning Plan (Land Use Plan)
- 2-7 -
Final Report
Table 2.2.1 Planning Criteria of East Bus Terminal Area Zoning Plan
(Land Usage)
Land Usage
Area (ha)
Populatio
n
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)
39.93
2.42
19.98
1.21
Land for trade, super market, market, bank, finance, hotel, office and other
services
15.01
0.91
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
Figure 2.2.8 Detailed Plan for East Bus Terminal Southeast Area
- 2-8 -
2.3
Final Report
- 2-9 -
2.4
Final Report
Marketing Research
This chapter is not published, because the publication has a risk to threaten the project formulation.
- 2-10 -
2.5
Final Report
Facility Plan
- 2-11 -
2.6
Final Report
Cost Estimation
This chapter is not published, because the publication has a risk to threaten the project formulation.
- 2-12 -
2.7
Final Report
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
- 2-14 -
2.8
Final Report
Business Plan
This chapter is not published, because the publication has a risk to threaten the project formulation.
- 2-15 -
2.9
Final Report
- 2-16 -
Final Report
Area (ha)
Portion (%)
01.Residential Area
79.5
25.30
49.6
15.78
03.Education Land
49.2
15.67
04.Bare land
40.8
13.00
28.4
9.03
06.Road
20.9
6.66
07.Planted forest/Vegetation
13.8
4.38
6.1
1.95
09.Lake
6.0
1.90
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
Final Report
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:
Lmax
72.9
91.3
55- 70
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
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
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)
Residential land
Agricultural land
Non- agricultural
land
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)
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)
No.
1
Tasks
- 2-20 -
Final Report
Tasks
12 August 2011
29 September 2009
October 2010
18 August 2011
September 2011
Payment of compensation
2012 - 2015
Resettlement
2013
2012 - 2015
Handover lands
2012-2013
No.
(3)
Review summarization
Table 2.9.8 Review summarization
No.
Item
Result of review
Evaluation
Efforts to
avoid/
minimize
social
impacts
Preparation
of RAP
Eligibility for
receiving
compensation,
supports,
etc.
Assistances
to affected
people for
livelihood
restoration
Grievance
redress
mechanism
Considerati
ons to
vulnerable
- 2-21 -
No.
Item
Final Report
Result of review
Evaluation
groups
7
Consultatio
n with
affected
people
Monitoring
No.
Environment
al factors
Pollution
Air pollution
Pre-constructio
n phase &
Operation
construction
phase
phase
Reason of assessment
[Construction stage]
B-
B-
B-
B-
B-
B-
B-
B-
Water pollution
Wastes
Soil pollution
Noise,
vibration
- 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
Reason of assessment
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 stage / Operation stage]
- 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
Reason of assessment
[Construction stage / Operation Stage]
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.
[Construction stage]
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.
[Construction stage / Operation stage]
The project will not cause significant impact to the existing public
transportation system nor social capital of the locality
[Pre-construction stage]
Misdistribution of damage may be occurred if compensation for affected
households is not properly implemented.
[Construction stage]
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.
[Construction stage / Operation stage]
Local conflict of interest that requires particular consideration is
not expected.
[Construction stage / Operation stage]
There is no any environmental sensitive structure/area (such as
school, hospital, religious structures, etc.) found within the range
of 300m from the station.
[Construction stage]
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.
[Construction stage / Operation stage]
Impact to gender that requires particular consideration is not
expected.
[Construction stage]
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.
[Construction stage]
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
Reason of assessment
Survey method
- 2-25 -
Final Report
1.Working environment
1.Working accident
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)
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-
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.
Source: JICA Study Team
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.
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
Reason of assessment
Pre-constr
Pre-cons
uction/
Operati truction/ Operatio
Constructi on
Construc n
on
tion
Pollution
B-
B-
[Construction stage]
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
Reason of assessment
Pre-constr
Pre-cons
uction/
Operati truction/ Operatio
Constructi on
Construc n
on
tion
- 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
Reason of assessment
Pre-constr
Pre-cons
uction/
Operati truction/ Operatio
Constructi on
Construc n
on
tion
- 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
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
Reason of assessment
Pre-constr
Pre-cons
uction/
Operati truction/ Operatio
Constructi on
Construc n
on
tion
[Construction stage]
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.
[Construction stage / Operation stage]
The project will not cause significant impact to the existing
public transportation system nor social capital of the locality
[Pre-construction stage]
Misdistribution of damage may be occurred if compensation for
affected households is not properly implemented.
[Construction stage]
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.
[Construction stage / Operation stage]
Local conflict of interest that requires particular consideration is
not expected.
[Construction stage / Operation stage]
There is no any environmental sensitive structure/area (such as
school, hospital, religious structures, etc.) found within the range
of 300m from the station.
[Construction stage / Operation stage]
There is no any scenic landscape observed in the area that
needs to be considered.
[Construction stage / Operation stage]
Impact to gender that requires particular consideration is not
expected.
[Construction stage]
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.
[Construction stage]
- 2-31 -
Final Report
Assessment
No.
Items
Environment
al factors
Scoping
After survey
diseases
such as
HIV/AIDS
28 Working
environment
(including
working
safety
Reason of assessment
Pre-constr
Pre-cons
uction/
Operati truction/ Operatio
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
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.
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.
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.
Source: JICA Study Team
Table 2.9.14
Impacts
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.
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.
Source: JICA Study Team
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>
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)
Measures to help affected households who are facing difficulty in restoring livelihood
- 2-34 -
Final Report
Attendance
(Organization of HCMC)
Major agenda
Kick off
Meeting
21st Feb.
2014
ICR contetnts
Helding monthly meeting
1st Monthly
Meeting
25th Mar
2014.
Market research
Data request
2nd Monthly
Meeting
24th Apr.
2014
Market research
Data request
3rd Monthly
Meeting
27th May.
2014
Market research
TOD case in Japan
4th Monthly
Meeting
26th Jun.
2014
5th Monthly
Meeting
31st Jul.
2014
6th Monthly
Meeting
5th Sep.
2014
1st Steering
Committee
7th Nov.
2014
2nd Steering
Committee
27th Nov.
2015
- 2-35 -
Final Report
Picture Meeting with HCMC (Left: Kick off Meeting Right: 2nd Steering Committee Meeting)
Counterpart
HCMC
BDP (Binh
Duong
Province)
HCMC
(Especially
DOT and
MAUR)
SAMCO
BDP
HCMC
SAMCO
- 2-36 -
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.
RingRoad No.4
Bing Dung New City
My Phuc-Tan Vang Highway
Urbanized Areas
Ring Road No.3
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
- 3-1 -
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
Thuan An District
Di An District
Source: JICA Study Team Based on Existing Map of Binh Dung Province
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).
- 3-2 -
Final Report
Industrial Area
New and Improved Redidential Area
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).
- 3-3 -
Final Report
Industrial Area
Low-density Residential Area
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).
- 3-4 -
Final Report
Military Land
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).
- 3-5 -
3.2
Final Report
Transportation Plan
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.
- 3-6 -
Final Report
Figure 3.2.2 Cross Section Plan of My PhuocTan Van Road and Ring Road 3
- 3-7 -
Final Report
(2)
- 3-8 -
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.
(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.
- 3-9 -
Final Report
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.
- 3-10 -
3.3
Final Report
Conceptual Design
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
- 3-11 -
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.
- 3-12 -
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
: Exiting Rw.
: Under Cons. Rw.
: Bus Terminal
Reference
QL1A under expansion,
Mp-Tv Rd. under
construction
Figure 3.3.1 Road condition in boarder area between HCMC and Binh Duong Province
(2)
- 3-13 -
(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.
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)
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).
- 3-15 -
Final Report
Source:101/Q-TTg, 2007
Figure 3.3.3 HCMC urban railway master plan (before amendment,101/Q-TTg, 2007)
- 3-16 -
Final Report
Figure 3.3.4 HCMC urban railway master plan (after amendment,5745/QD - UBND, 2009)
- 3-17 -
Final Report
Source: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
- 3-18 -
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.
- 3-19 -
(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
JapaneseOperatingCompanyalongtheBRTroute
My Phuoc
Industrial zone
Binh DuongProvince
VSIP2
BDNewCity
Song
Than 3
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
DongNai
Province
Song
Than 1
STTSt.
HCMC
BenThanSt.
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
- 3-21 -
Final Report
(2)
Source : Ho Chi Minh Green Transport Development Plan (World Bank 2014)
- 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
(2)
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
Eastern Urban
Center Designated
in the City Plan
Ho Chi Minh City CBD
Industrial Traffic Corridor
will be Shift over
*: 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).
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
Commissioning
Year
Route
Phase 1
Phase 2
2018
New Eastern Bus Terminal
(NEBT) opening
2020
HCMC MRT Line-1 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
Mp-Tv
Rd.
BD New
City
Flyover
Terminal
Facility
Stop
Purpose
N/A
Suoi Tien
BD New
City
Type
Standard bus
Fare
Collection
Speed
Time
80 85 min
25.0 km/h
65 min
30.0 km/h
Pnt Rd.
Mp-Tv Rd.
Planned Rd.
in Industry
QL1A
(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
Scale
MRT Line 1
Mp-Tv
Extension
+ QL-1A :
2.5km
[Mixed Lane]
Figure 3.3.10
BRT Route
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.
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)
Source: JICA Study Team
Figure 3.3.11
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)
(2)
(3)
(4)
Source: JICA Study Team
Figure 3.3.12
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
10km
(Future)
Route
Length
Time at
peak time
Speed
30.8km
65min
(Target)
28.4km/h
(Target)
19.7km
29min
40.7km/h
50.5km
94min
(Target)
32.2km/h
(Target)
Future Transit
20km
Suoi Tien
Terminal Sta.
30km
Ben Thanh
0
Scale
10km
Figure 3.3.13
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
Figure 3.3.14
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
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
QL-1A
BUS
Bus
3.75
3.75
3.75
4.00
3.75
3.75
3.75
Figure 3.3.16
- 3-33 -
Final Report
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
BUS STOP-6
10 km
BUS STOP-7
Scale
DT 743A
1.5 km
Intersection
: Flyover
: Signal
: Close Median
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
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
Low Floor
Position of Door :
Right of Vehicle
On Board
- 3-36 -
3.4
Final Report
Demand Forecast
Survey Contents
In the Study four traffic surveys was conducted as shown in the following table.
No.
Type of Survey
Traffic 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
- 3-37 -
Final Report
No.
1
QL13
16
TL743
16
TL8
16
TL16
16
TL745
16
TL743B
16
Source: JICA Study Team
2.Motorcycle
3.Car
4.Taxi
6.Minibus
7.Minibus
10.Truck
11.Others
- 3-38 -
Final Report
2) Survey Schedule
The surveys have been conducted following schedule.
Survey Items
Survey time
Traffic Count
05:00-21:00
Occupancy
07:00-09:00
12:00-14:00
16:00-18:00
Bus Transportation
05:30-20:20
Roadside OD Interview
06:00-11:00, 14:00-19:00
Source: JICA Study Team
3) Survey Methodology
Survey Items
Traffic Count
The traffic volume was counted after recording traffic flow using
video camera.
Occupancy
Bus Transportation
Roadside OD Interview
(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
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
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
Source: JICA Study Team
Figure 3.4.5 Number of Passengers at Mien Dong and Thu Dau Mot Bus Terminal
- 3-41 -
Final Report
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
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%
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%
- 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
(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
CentralDistrictofHCMC
(Q.1,3,4,5,6,8,10,11)
Figure 3.4.10
- 3-44 -
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 3.4.11
AllVehicle
BenCat
TanUyen
41min
ThuDauMot
29min
28min
BienHoa
Thuan An
85min
DiAn
32min
ThuDuc
CentralDistrictofHCMC
(Q.1,3,4,5,6,8,10,11)
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.
exp
Where:
:parameter by calculating maximum log likelihood
:Explanatory variable (income) by each individual
- 3-45 -
/
/
Final Report
- 3-46 -
Final Report
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
4,874.2
Source: JICA Study Team
100%
80%
Yes
60%
50%
40%
20%
4,874VND
0%
0
2000
4000
6000
BidVND)
8000
10000
Figure 3.4.13
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
Occupancy survey
Expand the sample and
making OD matrix
(No. of Vehicle)
Average No. of
passenger and driver
by each direction, time
and vechile type
Making trip-person OD
matrix
Figure 3.4.14
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
- 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
A part of
Tan Uyen 3
Thuan An
A part of Cu Chi
Bien Hoa
Di An
SuoiTien
Thu Duc
Binh Thanh ,
Q.13
Q.9
10,000
20,000 30,000
Figure 3.4.16
(4)
- 3-49 -
Final Report
Figure 3.4.17
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
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.
Source: JICA Study Team
Figure 3.4.20
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
Zone Impedance
Modal Choice
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
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
Figure 3.4.23
- 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)
2015
2020
2030
2,500,000
3,500,000
5.2%
3.4%
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
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
Source: JICA Study Team
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
(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)
Source: JICA Study Team
28.3ha 50.2ha
(21.2ha) (22.0ha)
7.1ha
150m
300m
400m
Figure 3.4.24
600%
Urban Center
with Specific Conditions
(transportation nodes, etc.)
500%
Standard Value for Urban
Center (CBD, New Urban
Center, etc.)
400%
300%
200%
100%
Residential Area
Situated in Sensitive
Natural Environment
30%
40%
50%
Figure 3.4.25
60%
70%
80%
90%
- 3-57 -
Table 3.4.11
Area
Final Report
(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
Source: JICA Study Team
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
Table 3.4.13
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
Table 3.4.14
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
35
2020
91
2030
170
2040
250
Source: JICA Study Team
(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
Figure 3.4.26
(2)
Year
Total
2020
86.7%
4.5%
8.8%
100.0%
2040
73.3%
14.6%
12.1%
100.0%
*: Passenger only
Source: JICA Study Team
(3)
- 3-61 -
Table 3.4.18
BRT Stop Name
(Tenporary)
Binh Duong New City
Final Report
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
Source: JICA Study Team
Table 3.4.19
Item
No of Passenger
Passenger x km
Unit
Pax/day
Pax*km/day
2020
2040
20,005
84,995
250,118 973,567
Source: JICA Study Team
- 3-62 -
Final Report
Figure 3.4.27
Figure 3.4.28
- 3-63 -
(4)
Final Report
STT St.
Figure 3.4.29
BD New City
STT St.
Figure 3.4.30
- 3-64 -
3.5
Final Report
Operation Plan
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%
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
A*13.5%
2018
2019
2,501
2020
2021
2022
2023
2024
2025
2030
2040
2048
52,500
84,995
110,991
708
1,416
7,081
8,231
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
J/K*60
85
85
65
65
65
65
65
65
65
65
65
(L+15)*2
200
200
160
160
160
160
160
160
160
160
160
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
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
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
Final Report
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
6
148
Source: JICA Study Team
Year
2019
2020
2021
2022
2023
2024
2025
2030
2040
2048
10
25
29
33
37
42
45
66
114
149
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
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
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
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
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
10,500
VND/Pax
525
VND/Pax
21,788
VND/Pax
Source: JICA Study Team
(2)
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
2019
Standard bus
distance of running/ day (km)
Passenger demands
Revenues by tickets1.000VND
Operating expenses1.000VND
457,392
750,048
975,936
367,536
604,032
781,248
Articulated bus F
24,000VND*B
2048
Except
depreciation
16,000VND*A
2040
@12,020VND*C
Standard bus E
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
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
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 -