Preparatory Survey on Transit Oriented Development in Binh ... · Socialist Republic of Vietnam Ho...

JR( )OS

16-002

Socialist Republic of VietnamHo Chi Minh City and Binh Duong Province

Preparatory Surveyon

Transit Oriented Developmentin Binh Duong Province

andBRT 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 nN i p p o n K o e i C o , . L t d .NIKKEN SEKKEI Research Inst i tuteKoei Research Institute International

Socialist Republic of VietnamHo Chi Minh City and Binh Duong Province

Preparatory Surveyon

Transit Oriented Developmentin Binh Duong Province

andBRT 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 nN i p p o n K o e i C o , . L t d .NIKKEN SEKKEI Research Inst i tuteKoei Research Institute International

Preparatory Survey on Transit Oriented Development in Binh Duong Province and BRT Development Project Final Report

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Table of Contents

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

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

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

1.1.2 BRT between Binh Duong New City and Suoi Tien Terminal Station ................................. 1-1

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

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

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

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

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

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

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

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

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

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

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

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

2.2.4 Districts 9 of Ho Chi Minh City · East Bus Terminal Area Zoning Plan .............................. 2-6

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

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

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

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

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

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

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

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

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

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

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

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

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

2.9.2 Review of EIA Report prepared by SAMCO for the New Eastern Bus Terminal Project .. 2-16

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

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

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


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2.9.6 Due diligence review of involuntary resettlement for the New Eastern Bus Terminal Project .

....................................................................................................................................... 2-19

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

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

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

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

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

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

2.10.2 Agreement and Issue ........................................................................................................... 2-36

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

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

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

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

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

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

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

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

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

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

3.3.3 Basic Policy for Introducing BRT in Binh Duong Province ............................................... 3-23

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

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

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

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

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

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

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

3.4.3 Setting for the Framework for Population and Population Density .................................... 3-55

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

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

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

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

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

3.6 Infrastructure Plan .................................................................................................................... 3-69

3.6.1 Design Standard for BRT Corridor ..................................................................................... 3-69


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3.6.2 BRT Route and Cross Section Plan .................................................................................... 3-73

3.6.3 BRT Facilities ..................................................................................................................... 3-87

3.6.4 BRT Depot ........................................................................................................................ 3-103

3.7 Vehicle and System Plan ........................................................................................................ 3-107

3.7.1 Vehicle Plan ...................................................................................................................... 3-107

3.7.2 Automatic Fare Collection System (AFC) ........................................................................ 3-113

3.7.3 Public Transportation System (PTPS) .............................................................................. 3-131

3.7.4 Bus Location Information System .................................................................................... 3-133

3.8 Cost Estimation and Construction Plan ................................................................................. 3-134

3.9 Business Plan ......................................................................................................................... 3-135

3.10 Environmental and Social Consideration ............................................................................... 3-136

3.10.1 Survey Plan for Environmental and Social Considerations .............................................. 3-136

3.10.2 Confirmation of current land use situation ....................................................................... 3-136

3.10.3 Confirmation of Current natural environment .................................................................. 3-137

3.10.4 Confirmation of Current socio-economic condition ......................................................... 3-141

3.10.5 Due diligence review of involuntary resettlement ............................................................ 3-143

3.10.6 Vietnam legal framework on environmental impact assessment ...................................... 3-146

3.10.7 Examination of alternatives .............................................................................................. 3-166

3.10.8 Stakeholder consultation meetings ................................................................................... 3-168

3.10.9 Environmental scoping ..................................................................................................... 3-170

3.10.10 Results of surveys on environmental and social considerations ....................................... 3-174

3.10.11 Impact mitigation measures .............................................................................................. 3-191

3.10.12 Organizations revolving in the implementation of EMP .................................................. 3-195

3.10.13 Environmental Monitoring Program (EMoP) ................................................................... 3-196

3.10.14 Predicted environmental cost ............................................................................................ 3-198

3.11 Consensus Building ............................................................................................................... 3-200

3.11.1 Meeting with Counterparts ............................................................................................... 3-200

3.11.2 Agreement and Issue ......................................................................................................... 3-201

Appendix-A: Traffic simulation for comparison of traffic control alternatives at Suoi Tien Terminal

Appendix-B: Drawings of BRT Facilities

Appendix-C: Draft Environmental Impact Assessment of Binh Duong Bus Rapid Transit

Development Projet


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List of Figures

Figure 1.1.1 Location of The STT Dev. Project ............................................................................. 1-1

Figure 1.1.2 Location of the BRT Project ....................................................................................... 1-2

Figure 1.2.1 Assumed future urban axis at HCMC Metropolitan................................................... 1-3

Figure 1.2.2 Merits by the STT Dev. Project .................................................................................. 1-4

Figure 1.2.3 Merits by the BRT Project .......................................................................................... 1-4

Figure 1.3.1 Steering Committee on HCMC .................................................................................. 1-5

Figure 1.3.2 Steering Committee on Binh Duong Province ........................................................... 1-5

Figure 1.4.1 The Study Team Structure .......................................................................................... 1-6

Figure 2.1.1 Current Land Use Situation near STT St. at Southeast Side of National Road No.1 . 2-1

Figure 2.1.2 Current Land Use near STT St. of Northwest Side of National Road No.1 ............... 2-2

Figure 2.2.1 Coverage Area of Zoning Plans.................................................................................. 2-3

Figure 2.2.2 Binh Thanh Commune Zoning Plan ........................................................................... 2-3

Figure 2.2.3 Binh Thanh District Zoning Plan (Unapproved Revised Plan) .................................. 2-4

Figure 2.2.4 Dong Hoa Commune Zoning Plan ............................................................................. 2-4

Figure 2.2.5 Detailed Plan and Current State of House Development by the Subsidiary of

CIENCO6 .............................................................................................................. 2-5

Figure 2.2.6 National University Master Plan ................................................................................ 2-6

Figure 2.2.7 East Bus Terminal Area Zoning Plan (Land Use Plan) .............................................. 2-7

Figure 2.2.8 Detailed Plan for East Bus Terminal Southeast Area ................................................. 2-8

Figure 2.9.1 Elevation map of the research area ........................................................................... 2-18

Figure 2.9.2 Outstanding facilities, environmentally sensitive spots ........................................... 2-19

Figure 3.1.1 Binh Duong Province Urban Planning Master Plan (land use plan) .......................... 3-1

Figure 3.1.2 Mp-Tv Rd. and Location of Target Research Area..................................................... 3-2

Figure 3.1.3 Di An District Urban Plan (General Plan) .................................................................. 3-3

Figure 3.1.4 Tuan Anh District Urban Plan (General Plan) ............................................................ 3-4

Figure 3.1.5 Thu Dau Mot City Urban Plan (General Plan) ........................................................... 3-5

Figure 3.2.1 Planning Railway Routes in Binh Duong Province ................................................... 3-7

Figure 3.2.2 Cross Section Plan of My Phuoc–Tan Van Road and Ring Road 3............................ 3-7

Figure 3.2.3 Vision of Central Station by Binh Duong .................................................................. 3-8

Figure 3.2.4 Bus Route Plan of Binh Duong Province in 2020 ...................................................... 3-8

Figure 3.2.5 Typical Cross Section of BRT in Binh Duong Province ............................................ 3-9

Figure 3.2.6 Vision of TOD in Binh Duong Province .................................................................... 3-9

Figure 3.2.7 Future road section of Mp-Tv Rd. and RR-3 Rd. ..................................................... 3-10

Figure 3.3.1 Road condition in boarder area between HCMC and Binh Duong Province ........... 3-13


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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/QĐ-TTg, 2007) .......... 3-16

Figure 3.3.4 HCMC urban railway master plan (after amendment,5745/QD - UBND, 2009) ..... 3-17

Figure 3.3.5 HCMC urban railway master plan (latest,568/QĐ-TTg, 2013) ............................... 3-18

Figure 3.3.6 Japanese Companies along the BRT route ............................................................... 3-21

Figure 3.3.7 Ho Chi Minh BRT Line-1 Planning Route ............................................................... 3-22

Figure 3.3.8 General Cross Section and Groung Plan of Ho Chi Minh BRT Line-1 ................... 3-23

Figure 3.3.9 Urban Development Plan of Ho Chi Minh Mertopolitan Area ................................ 3-25

Figure 3.3.10 BRT Route .............................................................................................................. 3-27

Figure 3.3.11 Public bus travel time ............................................................................................. 3-29

Figure 3.3.12 Flow making BRT conceptural design ................................................................... 3-29

Figure 3.3.13 Target speed of the BRT ......................................................................................... 3-30

Figure 3.3.14 BRT Speed and average distance between BRT stops............................................ 3-31

Figure 3.3.15 Average travel speed and signal intersection density ............................................. 3-32

Figure 3.3.16 Cross Section Drawing of My Phuoc – Tan Van Road in Installing BRT .............. 3-33

Figure 3.3.17 BRT Stops (Draft) .................................................................................................. 3-35

Figure 3.4.1 Survey Locations ...................................................................................................... 3-38

Figure 3.4.2 Traffic volume distribution by each hour ................................................................. 3-40

Figure 3.4.3 Composition by Each Vehicle Type.......................................................................... 3-40

Figure 3.4.4 The Result of Occupancy Survey ............................................................................. 3-41

Figure 3.4.5 Number of Passengers at Mien Dong and Thu Dau Mot Bus Terminal ................... 3-41

Figure 3.4.6 The Result of Bus Transport Survey ........................................................................ 3-42

Figure 3.4.7 Characteristic of Access Mode at Each Bus Terminal .............................................. 3-43

Figure 3.4.8 Income Distribution .................................................................................................. 3-43

Figure 3.4.9 Composition of Trip Purpose ................................................................................... 3-44

Figure 3.4.10 Average Travel Time by Motorcycle ...................................................................... 3-44

Figure 3.4.11 Average Travel Time by Public Bus ....................................................................... 3-45

Figure 3.4.12 Average Travel Time by All Vehicles ..................................................................... 3-45

Figure 3.4.13 Curve of Willingness to Pay ................................................................................... 3-47

Figure 3.4.14 Methodology of Making Desire Line Data .......................................................... 3-48

Figure 3.4.15 Desire Line (inter province-city) ............................................................................ 3-48

Figure 3.4.16 Desire line (inner province) .................................................................................... 3-49

Figure 3.4.17 Survey location of traffic count survey in SAPI .................................................... 3-50

Figure 3.4.18 Traffic volume on QL-1A near STT St. (from Hi Tech Park to Suoi Tien) ............ 3-50

Figure 3.4.19 Traffic volume on QL-1A near STT St. (from Suoi Tien to Hi Tech Park) ............ 3-51


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Figure 3.4.20 Traffic Survey Conclusions .................................................................................... 3-52

Figure 3.4.21 Four Step Model ..................................................................................................... 3-53

Figure 3.4.22 Setting of Traffic Zones .......................................................................................... 3-54

Figure 3.4.23 The Future Road Network for Traffic Assignment ................................................. 3-54

Figure 3.4.24 Distance and Area from BRT Stops BRT ............................................................... 3-57

Figure 3.4.25 Standard Figures of Floor Area Ratio / Building Coverage Ratio in Japan ........... 3-57

Figure 3.4.26 Daily public trip generation and attraction along BRT Route ................................ 3-61

Figure 3.4.27 BRT Passenger Demand (2020, Unit:100Pax/day) ................................................ 3-63

Figure 3.4.28 BRT Passenger Demand (2040, Unit:100Pax/day) ................................................ 3-63

Figure 3.4.29 Traffic Demand on Road (2020) ............................................................................ 3-64

Figure 3.4.30 Traffic Demand on Road (2040) ............................................................................ 3-64

Figure 3.5.1 Passenger raitio per hour .......................................................................................... 3-65

Figure 3.6.1 Typical Cross Section of the Existing Roads ........................................................... 3-72

Figure 3.6.2 BRT Route and Proposed Facility in Phase-1 .......................................................... 3-73

Figure 3.6.3 Future Plan of QL1A based on the Existing Plan ..................................................... 3-74

Figure 3.6.4 Alternatives of Flyover and Underpass .................................................................... 3-75

Figure 3.6.5 Alternatives of U-Turn Bridge and U-Turn Tunnel .................................................. 3-75

Figure 3.6.6 Alternative of At-grade Intersection ......................................................................... 3-76

Figure 3.6.7 Alternatives of Pedestrian Bridge and Underpass .................................................... 3-78

Figure 3.6.8 BRT Route and Proposed Facilities in Phase-2 ........................................................ 3-79

Figure 3.6.9 Problems concerned in circumstance of Phase-1 ..................................................... 3-80

Figure 3.6.10 Plan and Cross Section of Widening, Underpass with U-turn Bridge on QL1A .... 3-81

Figure 3.6.11 Plan and Cross Section of Extension of Mp-Tv Road ............................................ 3-81

Figure 3.6.12 Phased construction of Tan Van Interchange ............................................................. 3-82

Figure 3.6.13 General View of Temporary Pedestrian Bridge for access of East-West ................. 3-82

Figure 3.6.14 General View of Flyover with roundabout on QL1A ............................................ 3-83

Figure 3.6.15 General View of Pedestrian Bridge ....................................................................... 3-84

Figure 3.6.16 Plan and Cross Section of Two-way Service Road at Western Side ........................ 3-84

Figure 3.6.17 BRT Route and Cross Section on Pham Ngoc Thach Road ................................... 3-85

Figure 3.6.18 BRT Lane and Cross Section on My Phuoc – Tan Van Road ................................. 3-86

Figure 3.6.19 Cross Section of Internal Road ............................................................................... 3-86

Figure 3.6.20 Cross Sections of QL1A in Phase-1 and 2 ............................................................. 3-87

Figure 3.6.21 Facilities for Improvement of Traffic Flow at Intersection along My Phuoc – Tan

Van Road ............................................................................................................. 3-89

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


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Figure 3.6.23 Design Live Load of Vietnam Standard and Weight of BRT Articulated Bus ....... 3-92

Figure 3.6.24 Cross Section of MSE Wall .................................................................................... 3-94

Figure 3.6.25 Erection Method of Flyover Construction by Crane .............................................. 3-94

Figure 3.6.26 Traffic Sign ............................................................................................................. 3-95

Figure 3.6.27 Proposed Location of Toll Gate .............................................................................. 3-96

Figure 3.6.28 Intersection with PTPS ........................................................................................... 3-96

Figure 3.6.29 Blocked crossing point and detour route under flyover ......................................... 3-97

Figure 3.6.30 Alternatives of BRT Bus Stop ................................................................................ 3-98

Figure 3.6.31 Roof and Chair of Bus Stop ................................................................................. 3-100

Figure 3.6.32 General View of Pedestrian Bridge at Bus Stop ................................................... 3-101

Figure 3.6.33 Electric Traffic Sign Board ................................................................................... 3-102

Figure 3.6.34 Plan of Color Pavement ........................................................................................ 3-103

Figure 3.6.35 BRT depot location ............................................................................................... 3-104

Figure 3.6.36 Site plan of BRT dpot ........................................................................................... 3-105

Figure 3.6.37 Location of CNG supply facility .......................................................................... 3-106

Figure 3.6.38 Layout of CNG supply facility ............................................................................. 3-106

Figure 3.7.1 Emission gas regulation in Vietnam ....................................................................... 3-110

Figure 3.7.2 General system hierarchy for AFC ......................................................................... 3-115

Figure 3.7.3 Necessary equipment for 1st stage ......................................................................... 3-116

Figure 3.7.4 Necessary equipment for 2nd stage ........................................................................ 3-117

Figure 3.7.5 Necessary equipment for 3rd stage ........................................................................ 3-118

Figure 3.7.6 Conceptual Diagram of Roles of each Organization .............................................. 3-119

Figure 3.7.7 Operation of Issuing Paper Ticket .......................................................................... 3-120

Figure 3.7.8 Operation of Issuing IC card .................................................................................. 3-120

Figure 3.7.9 Scope of Estimation for AFC in the 1st stage ........................................................ 3-122

Figure 3.7.10 Scope of Estimation for AFC in the 2nd stage ..................................................... 3-125

Figure 3.7.11 Scope of Estimation for AFC in the 3rd stage ...................................................... 3-127

Figure 3.7.12 PTPS System ........................................................................................................ 3-132

Figure 3.7.13 Signal control example by interlocking PTPS ..................................................... 3-133

Figure 3.10.1 Elevation map of the survey area ......................................................................... 3-138

Figure 3.10.2 Outstanding facilities, environmentally sensitive spots (1/4) ............................... 3-140




Figure 3.10.6 Houses and lands identified from the satellite image taken in 2004 .................... 3-144


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Figure 3.10.7 Process for EIA Prepration of this project ............................................................ 3-165

Figure 3.10.8 Existing bus route and planned BRT route ........................................................... 3-166

Figure 3.10.9 Alternative BRT (draft) ........................................................................................ 3-167

Figure 3.10.10 Estimated concentrations of air pollutants – Flyover IS5, in case of without BRT

Project ................................................................................................................ 3-177

Figure 3.10.11 Estimated concentrations of air pollutants – Flyover IS5, in case of with BRT

Project ................................................................................................................ 3-178


Project ................................................................................................................ 3-178


Project ................................................................................................................ 3-179


Project ................................................................................................................ 3-179


Project ................................................................................................................ 3-180

Figure 3.10.16 Predicted noise level – at Flyover IS5 ................................................................ 3-183

Figure 3.10.17 Predicted noise level – at Flyover IS21 .............................................................. 3-183

Figure 3.10.18 Predicted noise level – at Flyover IS29 .............................................................. 3-184


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List of Tables

Table 2.2.1 Planning Criteria of East Bus Terminal Area Zoning Plan .......................................... 2-8

Table 2.9.1 Current land use situation in the survey area ............................................................. 2-17

Table 2.9.2 Noise levels and concentrations of pollutants in ambient air measured at a site near

National Highway No.1 ....................................................................................... 2-18

Table 2.9.3 Current socio-economic condition of the target communes ...................................... 2-19

Table 2.9.4 Coverage of social infrastructure ............................................................................... 2-19

Table 2.9.5 Land affected by the New Eastern Bus Terminal Development Project .................... 2-20

Table 2.9.6 Households, companies/organizations affected by the New Eastern Bus Terminal

Development Project *1) ....................................................................................... 2-20

Table 2.9.7 Implementation progress of land acquisition, compensation, supports, and

resettlement ......................................................................................................... 2-20

Table 2.9.8 Review summarization ............................................................................................... 2-21

Table 2.9.9 Environmental Scoping (draft) .................................................................................. 2-22

Table 2.9.10 Content of environmental and social considerations surveys （TOR） .................... 2-25

Table 2.9.11 Results of surveys for impacts assessed as “B-“ or “C-“ ......................................... 2-26

Table 2.9.12 Impact assessment based on results of surveys ........................................................ 2-28

Table 2.9.13 Mitigation Measures – Construction Phase ............................................................. 2-32

Table 2.9.14 Mitigation Measures – Operation Phase .................................................................. 2-33

Table 2.10.1 Meeting with HCMC ............................................................................................... 2-35

Table 2.10.2 Issues regarding the STT Dev. Project ..................................................................... 2-36

Table 3.3.1 General Specifications of Public Transport Modes .................................................... 3-11

Table 3.3.2 Number of Japanese companese along the BRT route (as of Apr. 2014) ................... 3-21

Table 3.3.3 BRT Development Phasing Plan ................................................................................ 3-26

Table 3.3.4 BRT lane in each section ............................................................................................ 3-33

Table 3.4.1 Traffic survey coponents ............................................................................................ 3-37

Table 3.4.2 Survey Stations .......................................................................................................... 3-38

Table 3.4.3 Survey schedule ......................................................................................................... 3-39

Table 3.4.4 Traffic Survey Methodology ...................................................................................... 3-39

Table 3.4.5 Survey form for estimating WTP ............................................................................... 3-46

Table 3.4.6 Estimated Parameters and Willingness to pay ........................................................... 3-47

Table 3.4.7 Framework for Future Population of Urban Plan Master Plan .................................. 3-55

Table 3.4.8 Current (2010-2012) Population Growth Rate ........................................................... 3-56

Table 3.4.9 Framework for Future Population in the Study ......................................................... 3-56

Table 3.4.10 Current and Future Population Densities for Binh Dung Province and Each District3-57


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Table 3.4.11 Concept for Setting of Population Density .............................................................. 3-58

Table 3.4.12 Population Density Setting for Areas Around BRT Bus Stop .................................. 3-58

Table 3.4.13 Population Density of Area around BRT Bus Stop by Year (per/ha) ....................... 3-59

Table 3.4.14 Population Density around BRT Bus Stop Areas by Year(Corrected by a Corrective

Coefficient) (per/ha) ............................................................................................ 3-59

Table 3.4.15 Population Density around Suoi Tien Station Area (BS-0) ...................................... 3-60

Table 3.4.16 Assumed Population Density for the Areas near the Bus Stations in Binh Dung New

City (per/ha) ........................................................................................................ 3-60

Table 3.4.17 Modal Share along BRT Route ................................................................................ 3-61

Table 3.4.18 BRT Passenger Demand........................................................................................... 3-62

Table 3.4.19 Number of Passenger and Passenger x km of BRT ................................................. 3-62

Table 3.5.1 Required number of vehicles in case of same interval operation as MRT ................. 3-66

Table 3.5.2 BRT vehicle arrangement ........................................................................................... 3-66

Table 3.5.3 Number of BRT operation (Year 2020) ...................................................................... 3-67

Table 3.5.4 BRT Operation Intervals and Number of trips ........................................................... 3-67

Table 3.5.5 BRT Fare Structure .................................................................................................... 3-68

Table 3.5.6 Cost and income for BRT operation .......................................................................... 3-68

Table 3.6.1 Major Geometric Design Criteria .............................................................................. 3-70

Table 3.6.2 Cross-Sectional Elements .......................................................................................... 3-70

Table 3.6.3 Basic Policy on Application of Design Standard for BRT Corridor .......................... 3-73

Table 3.6.4 Traffic Volume of QL1A (Year 2014) ........................................................................ 3-76

Table 3.6.5 Comprehensive Comparison of Infrastructures for Vehicle Path Flow ...................... 3-76

Table 3.6.6 Comprehensive Comparison of Infrastructures for Pedestrian Path Flow ................. 3-78

Table 3.6.7 Cross sectional element and geometric design criteria for flyover ............................ 3-90

Table 3.6.8 Comparison of Type of the Girders ............................................................................ 3-92

Table 3.6.9 Plan of Flyover ........................................................................................................... 3-93

Table 3.6.10 Proposal of Permission/ Restriction of Passing Vehicles for Flyover ...................... 3-95

Table 3.6.11 Comparison of Alternatives of BRT Bus Stop Location .......................................... 3-98

Table 3.6.12 List of Pedestrian Bridge ....................................................................................... 3-100

Table 3.6.13 Proposed Location of Electric Traffic Sign Board ................................................. 3-102

Table 3.6.14 Major functions at depot ........................................................................................ 3-104

Table 3.7.1 The vehicles type by the position of a door ............................................................. 3-107

Table 3.7.2 Bus vehicle type of BRT .......................................................................................... 3-108

Table 3.7.3 Step type of BRT vehicle ......................................................................................... 3-109

Table 3.7.4 BRT Vehicle specification ........................................................................................ 3-111


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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 stage 3-124

Table 3.7.13 Cost for the Implementation of AFC (example) 2nd stage .................................... 3-126

Table 3.7.14 Cost for the Annual Maintenance of AFC (example) 2nd stage ............................ 3-126

Table 3.7.15 Cost for the Implementation of AFC (example) 3rd stage ..................................... 3-128

Table 3.7.16 Cost for the Annual Maintenance of AFC (example) 3rd stage ............................. 3-128

Table 3.10.1 Current land use situation in the survey area ......................................................... 3-136

Table 3.10.2 Noise levels and concentrations of pollutants in ambient air measured at the sites

along My Phuoc – Tan Van Road ...................................................................... 3-139

Table 3.10.3 Outstanding facilities, environmentally sensitive spots ......................................... 3-139

Table 3.10.4 Current socio-economic condition of the target communes .................................. 3-142

Table 3.10.5 Summarized socio-economic characteristics of the target communes ................... 3-142

Table 3.10.6 Performance of compensation and resettlement for the three households who had

lived in the land lot proposed for the BRT depot until 2004 ............................. 3-144

Table 3.10.7 Living condition before and after resettlement of the three households who had

lived in the land lot proposed for the BRT depot untill 2004 ............................ 3-144

Table 3.10.8 Summary of the result of the due diligence review of involuntary resettlement for

the land lot proposed for the BRT depot ............................................................ 3-145

Table 3.10.9 Main laws and regulations on environmental protection ....................................... 3-146

Table 3.10.10 Main laws and regulations on regarding drainage ............................................... 3-148

Table 3.10.11 Main laws and regulations regarding solid waste ................................................ 3-148

Table 3.10.12 Main laws and regulations onclimate change ...................................................... 3-149

Table 3.10.13 List of international environmental conventions/agreements/treaties which

Vietnam engaged to ........................................................................................... 3-149

Table 3.10.14 Content of the 2014-amended-LEP (ratified on June 23, 2014 at the 8th National

Assembly, 7th session) ...................................................................................... 3-150

Table 3.10.15 Content of Decree 18/2015/ND-CP ..................................................................... 3-156

Table 3.10.16 Deviations between Vietnam’s EIA legal framework and JICA Guidelines ........ 3-158

Table 3.10.17 Examination of alternatives of Binh Duong BRT ................................................ 3-168


- xii -

Table 3.10.18 Perception on Benefit of the Project (%) ............................................................. 3-169

Table 3.10.19 Specific Benefits of the Project (%) ..................................................................... 3-169

Table 3.10.20 Interviewed residents’ perception on impacts of the project (%) ......................... 3-170

Table 3.10.21 Result of Environmental Scoping ........................................................................ 3-170

Table 3.10.22 TOR for the detailed surveys on impacts assessed as “A-“, “B-“ or “C-“ ........... 3-175

Table 3.10.23 Results of surveys on environmental and social considerations .......................... 3-176

Table 3.10.24 Planned capacity of the depot .............................................................................. 3-181

Table 3.10.25 Noise levels from the operation of construction machine .................................... 3-182

Table 3.10.26 Impact assessment in scoping stage and after surveys ......................................... 3-187

Table 3.10.27 Environmental Management Plan （EMP） .......................................................... 3-191

Table 3.10.28 Roles and Responsibilities for Implementing the EMP ....................................... 3-195

Table 3.10.29 Environmental monitoring plan (EMoP) ............................................................. 3-196

Table 3.10.30 Cost for implementing mitigation measures during construction phase .............. 3-199

Table 3.10.31 Cost for implementation of EMP and mitigation measures ................................. 3-199

Table 3.11.1 Meeting with Binh Duong Province ...................................................................... 3-200

Table 3.11.2 Issues to be discussed regarding the BRT project. ................................................. 3-201


- xiii -

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 ............................... People’s 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


- xiv -

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


- 1-1 -

1 Introduction

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

1.1.1 TOD at Suoi Tien Terminal Station

TOD at Suoi Tien Terminal Station Project (the STT Dev. Project) is mixed use development at North-East terminal of HCMC Line-1 by method of TOD, which bases on collaborating urban development and public transportation with achieving high convenience and conformability of public transportation users. Following figure shows the location of the STT Dev. Project. The target area of specific facility design and project scheme in the Study is limited within 14ha in East area of new eastern bus terminal developed by SAMCO, while 2ha partial area in the bus terminal will be developed by a third party developer and be excluded from the target area of this project.

Source: JICA Study Team (with Google Earth Pro) Figure 1.1.1 Location of The STT Dev. Project

1.1.2 BRT between Binh Duong New City and Suoi Tien Terminal Station

BRT between Binh Duong New City and Suoi Tien Terminal Station (The BRT Project) is implementing BRT system with a view to improving traffic congestion and environment by promoting public transportation, which will contribute the developments of both areas, that is expected to grow rapidly in the future

2

N

HCMC MRTLine 1

(19.8km)

Suoi Tien Terminal St.N

West Area

(26ha)

Suoi Tien

Terminal Station

0 1.0 kmScale

East Area

(16ha)

MRT Line-1

0.5 km

1.0 km

1.5 km QL-1


- 1-2 -

Source: JICA Study Team Figure 1.1.2 Location of the BRT Project

1.2 Background and Objective 1.2.1 Background

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

0 6 kmScale

BRT Depot

MRT Line-1

Suoi Tien

Term. Sta.

My Phuoc - Tan Van Road (Mp-Tv Rd.) : 21.2km

Duong Dan Vao TP Moi Binh Duong (TPM Rd.)

+ Pham Ngoc Thach Road (Pnt Rd.) :4.3km

Alternative

Route: 3.2 km

New Road + Hanoi

Highway : 2.3km

In Binh Duong New

City : 3.0km


- 1-3 -

Source: JICA Study Team

Figure 1.2.1 Assumed future urban axis at HCMC Metropolitan

The proposed project (the Project); combination of TOD at Suoi Tien Terminal station area and BRT between Binh Duong New City and the Station, would contribute. They definitely contribute to solve negative aspects of urban development such as urban un-functional and environmental unfriendliness. And the Project will collaborate with developments where Japanese urban development know–how have been utilized.

1.2.2 Objective

There are four major objectives of the Project.

a) Strength inter-city node of urban axis among Binh Duong province, HCMC, and Dong Nai.

Suoi Tien terminal is located among Binh Duong province, HCMC, and Dong Nai, which has development

potential as inter-city node.

b) Build a model case of TOD along MRT line

The success for the Project will become a model case of TOD along MRT line, and would attract further

investments.

c) Contribute HCMC MRT line-1

The project would contribute MRT ridership and sustainable operation by promoting modal shit towards public

transportation.

d) Establish a beachhead on future extension of HCMC MRT line-1

The BRT project will be a basement future basement on future extension of HCMC MRT line-1

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

Kê hoạch tổng hợp vùng đô thị HCM （MOC）

HO CHI MINH CITY

BIEN HOATHU DAU MOT

NHƠN TRẠCH

Thủ DầuMột

Biên Hòa

Hồ Chí MinhＣＢＤ

Đô Thị MớiTây Bắc (CủChi)

Đức Hòa

Tương lai（2020-2030）

Suối Tiên

0 10km

Phát triển trục đô thị kết nối 3 khu đô thịmới Bình Dương, Thủ Dầu Một và SuốiTiên

Tăng cường trục liênhoàn kết nối Đô thịmới Tây bắc, ThủDầu Một và SuốiTiên

Thành phốmới BìnhDương


- 1-4 -

1.2.3 Merit for Each Stakeholder

Many Stake holders will involve both projects. For instance, Vietnamese government would give rights and concession for developments. Public corporations such as Saigon Transportation Mechanical Corporation (SAMCO) and Investment and Industrial Development Corporation (BECAMEX IDC) might become a partner for the investment. SAMCO, an affiliated company under HCMC, deals with bus manufacturing, bus operation, and new Mien Dong bus terminal development project. BECAMEX IDC, an affiliated company under Binh Duong province, handles development of My Phuc – Tan Van Road (Mp-Tv Rd.) by BOT, which will become major route of the BRT. Although Mp-Tv Rd. is originally designed as a toll expressway, turned out to be as toll highway. The toll fee structure has been re-studied for now. The Project would have merits for each stakeholder;


Figure 1.2.2 Merits by the STT Dev. Project


Figure 1.2.3 Merits by the BRT Project

One of the most important issues to implement PPP project is consensus building. Actually, there are many PPP projects which have filed to build consensus and aborted finally. There are many stakeholders who involve in the Project. Specifically, HCMC, Binh Duong Province, SAMCO, BECAMEX IDC are major stakeholders. JICA and Japanese private cooperation will also be participants. It is necessary to coordinate their opinions and interests, and to collaborate each role to make the Project successful.

• Sustainable operation of HCMC MRT by ridership increase

• Development expansion at surrounding area

Vietnamese Gov.

• Synergy effect with bus service by upgrading convenience at the terminal

• Acquirement of TOD know‐how

SAMCO / BECAMEX

• Apply of TOD know‐how and experiences

• Chance expanding oversea businessPrivate

• Access improvement toward Binh Duong New City and Suoi Tien Terminal station

• Developments along BRT line

• Traffic problem Improvement by modal‐shift

Vietnamese Gov.

• Synergy effect with Binh Duong New City development and TOD

• Know‐how Acquirement of BRT and advanced bus operation

BECAMEX / SAMCO

• Apply of TOD know‐how and experiences

• Chance expanding oversea businessPrivate


- 1-5 -

1.3 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.


Figure 1.3.1 Steering Committee on HCMC


Figure 1.3.2 Steering Committee on Binh Duong Province

It is necessary to get approval as an investment plan by Vietnamese government in order to forward to implementation phase. The contents of the Investment plan will mainly be formed by the study outputs. In case of being ODA project, it is required to confer with Ministry of Planning and Investment.

1.4 The Study Team Structure

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

SAMCO

JICA Study Team

Steering CommitteeJICA

DOT Other Departments(DPI, DONRE, DPA, DOC, etc)

Monthly Meeting

BECAMEX

JICA Study Team

Steering CommitteeJICA

DOT Other Departments(DPI, DONRE, DOC, etc)

Monthly Meeting


- 1-6 -


Figure 1.4.1 The Study Team Structure

Leading TeamTeam Leader / Project Implementation Planning

TAGUCHI KazuhiroDeputy Team Leader / Transportation Planning 1

HOSOMI Akira

Transportation Plan Marketing BRT System / O&MTransportation Planning 2 Market Analysis 1 / Facility Planning (Housing) Operation & Maintenance / Rolling Stock

SHIMIZU Takashi SHIRAKAWA Shizuka TAKATA KazuhisaTraffic Demand Forecast Market Analysis 2 / Facility Planning (Commercial) Organization / Institution / Fare Setting

HORIE Tetsuo OOTSUKA Kaname TAKATA MasahideTraffic Survey Market Analysis 3 / Facility Planning (Others) Depot / Bus Stop / E&M System

ODA Takanori SAKAI Yoichiro ISHI YoichiTransportation Planning 3 / Project Coordination

FUKAYA MasashiCivil and Architecture Urban Plan

Civil Engineering Facility 1 Urban Development / Regional Development Planning 1

Project Implementation IMADA Shinpei MATSUMURA ShigehisaRisk Analysis / Security Package Development Civil Engineering Facility 2 Urban Development / Regional Development Planning 2

YAMASHITA Takeshi KAMETANI Takashi URATA HirohikoLegislation, Institution, and Scheme of PPP Architecture Engineering Facility

IWASAKI Masayoshi TAKAGI YoshioFinancial Analysis / Finance Planning Construction Planning / Cost Estimation Environmental Consideration

KIKUCHI Risa NISHIMURA Tetsuro MINAMI Yasuhira


- 2-1 -

2 The STT Development Project

2.1 Current Situation of Land Use This section will describe the current land use situation of the areas surrounding the STT Dev. Project site (the new eastern bus terminal area with approximate 16ha). In the southeast side of National Road No.1, container yards, factories and warehouses are located at low density in relatively large lots, and small shop houses along the roadside. In the northern part of the bus terminal area, many small houses are located with small roads (see Figure 2.1.1).

Source: JICA Study Team 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 3 4

5 6 7 8

1

N

500m 0

Depot for MRT Line 1

New East Bus Terminal Area （16ha）

Grave Yard

Suoi Tien Terminal Station (plan)

6

8

7 5

2

1

3

4


- 2-2 -

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

N

0 500m

2

3

4

1

1. National University Area

2. Newly Developing Residential Area

3. Container Yard

4. Livestock Research and Training Center

Vacant Land

Dormitory

New East Bus Terminal Area （16ha）

Suoi Tien Terminal Station (plan)


- 2-3 -

Source: JICA Study Team based on Zoning Plan of Binh Thanh Commune

Figure 2.2.1 Coverage Area of Zoning Plans

2.2.1 Binh Thanh Commune Zoning Plan

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

Source: Binh Thanh Commune Zoning Plan

Figure 2.2.2 Binh Thanh Commune Zoning Plan

Land Usage Area(ha) Highest Floor Number Max.Building Coverage Ratio Max.Floor-Area Ratio A Trade & Service 3.22 20 40 8 B Trade & Service 3.95 20 40 8 C High Rise Residence 3.65 15 60 8 D Green Area 2.15 2 5 0.1 E Education 31.4 - - -

Zoning Plan of Binh Thanh Commune

Zoning Plan of Dong Hoa Commune

Zoning Plan of North Bus Terminal Area National University Area Plan

Provincial Boundary

Suoi Tien Terminal Station


A

B

C

D

E



- 2-4 -

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.

Source: Binh Thanh Commune Zoning Plan

Figure 2.2.3 Binh Thanh District Zoning Plan (Unapproved Revised Plan)

2.2.2 Dong Hoa Phuong Zoning Plan

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

Source: Dong Hoa Commune Zoning Plan

Figure 2.2.4 Dong Hoa Commune Zoning Plan

Grave Site

Road plan

National University Area

Business & Commercial, Residential Mixed use Area

Improved residential Area


STT St.


- 2-5 -

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.

Source: Left:House Development Detailed Plan/Right (picture):JICA Research Team

Figure 2.2.5 Detailed Plan and Current State of House Development by the Subsidiary of CIENCO6

2.2.3 National University Area Urban Plan

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


Photo Current State of National University Area

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

Public Land Trade Service Land Plants Land Technical Land

Boundary of the detailed plan


- 2-6 -

Source: National University Master Plan

Figure 2.2.6 National University Master Plan

2.2.4 Districts 9 of Ho Chi Minh City · East Bus Terminal Area Zoning Plan

The “East Bus Terminal Area Zoning Plan (approval number 4460/QD-UBND, approved August 19, 2013) is the plan for the areas including the MRT Suoi Tien Terminal Station and the new east bus terminal etc. (Figure 2.2.7, Table 2.2.1). The total area of the new east bus terminal is planned to be 16 ha, but it is described as 12.95 ha since a part of the terminal is located in Binh Duong Province. Approximately 6 ha on the southeast of the new east bus terminal (Figure 2.2.7, B) is low-density use and is used as a container yard. This zoning plan designates it as the “mixed use district” and the planned population is 1,680, which means that it is an area where the conversion of land usage is expected. In addition, the southeast area of approximately 19.7 ha where plants and warehouses are located at present has been designated as an area for houses, education facilities and parks. The detailed plan for this area including the construction of 1,054 houses has been approved (Figure 2.2.8).As stated above, in this zoning plan, the area where the industrial facilities around the MRT Suoi Tien Terminal Station and the new east bus terminal are located is expected to be converted and residential land development and urban development are expected in the future.

Land Usage Area (ha) Highest Floor Number

Max.Building Coverage Ratio

Max. Floor-Area Ratio

A University Student Dorm – Lot A 14.78 5 30 0.7 B University Student Dorm – Extended Lot A 5.69 12 30 2.04 C Sport Center 29.50 4 20 0.28

Suoi Tien Station


C

B

A


- 2-7 -

Source: East Bus Terminal Area Zoning Plan

Figure 2.2.7 East Bus Terminal Area Zoning Plan (Land Use Plan)

A

B

C

D

E

a

b

c

MRT depot

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


- 2-8 -

Table 2.2.1 Planning Criteria of East Bus Terminal Area Zoning Plan

(Land Usage)

(B zone details)

(Road Width) Road Total width(m) Left Roadway Right

a Road No.13 30 6 18 6

b Road No.A8 16 3 10 3

c Road No.A5 16 3 10 3 Source: East Bus Terminal Zoning Plan

Source: Detailed Plan for Tai Phong-Long Binh Commune

Figure 2.2.8 Detailed Plan for East Bus Terminal Southeast Area

Land Usage Area (ha) Population

Lowest Floor Number

Highest Floor Number

Max. Building Coverage Ratio

Max. Floor-Area Ratio

A Suoi Tien Bus Terminal 12.95 - - -

B Mixed-use land 6.06 1,680 5 12 45 1.64

C Existing residential land 0.62 73 1 5 80 4.00

D Existing residential land 2.03 568 1 5 80 4.00

E Existing church 0.32 - 1 5 70 3.50

Land Usage Ratio (%) Area (ha)

Residential area (including green and traffic space) 39.93 2.42

Public green space inside the residential units 19.98 1.21

Land for trade, super market, market, bank, finance, hotel, office and other services…

15.01 0.91

Land for freight yard 25.08 1.52

Primary School

Nursery School Trade & Service

6,509.02m2

Collective house combined with trade & service

(I, II, III, IV) 40,880.39m2

Detached house (Villa) (C, D, E, F) 19,499.13m2

Detached house (A, B)

13,353.52m2


- 2-9 -

2.3 Metropolitan Context of Suoi Tien Terminal Area

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


- 2-10 -

2.4 Marketing Research



- 2-11 -

2.5 Facility Plan

2.5.1 Requirements of Facility Plan



- 2-12 -

2.6 Cost Estimation



- 2-13 -

2.7 Relevant Law and Regulation

2.7.1 Notion of Development Right

In Vietnam “development right “ is a general term and would mean differently depending on case of usage and user, nonetheless the term is often used to mean the right of implementing a project that include the following rights:

a) Development (Project) approval which is given to a specific developer by the authority

b) Investment certificate given to a project by the Investment Law (there must be a concrete

project to be implemented. Investment approval given to a SPC for specific investment by

DPI would correspond to this certificate.)

c) Land use right

2.7.2 Possibility for Application of BOT Law and PPP Regulations

This project has not been listed in the project list prepared by Vietnamese Government for for the application of BOT Law and PPP regulations based on the revised PPP Law which become effective in April, 2015. In addition major portion of the project is not considered as the kind of infrastructure sectors stipulated in the PPP Decree. The project would not have a considerable publicly constructed and operated portions, thus it is considered that the project would have low possibility for application of the PPP Decree.

2.7.3 Procedure for Implementing Urban Development Project

Procedure for implementing an urban development project is generally illustrated in the following and they could be proceeded simultaneously or in reverse order:

i. Checking the Zoning Certificate (It is not officially stipulated step, but necessary for

confirmation of its official zoning)

ii. Seeking an approval for the project location or applying to implement the project. (In HCMC,

an approval for project location is granted where the target land has not been recovered from

existing land users and serves as a basis for land recovery and investment procedures. Project

Location approval);

iii. Selection of investor through Tender or No-Tender Appointment ;

iv. Setting up the Project Company;

v. Obtaining a Zoning Permit, if applicable;

vi. Preparing a construction zoning (rate of 1/2000 and/or 1/500, as the case may be) and obtain

the approved zoning plan;

vii. Preparing proposal dossier for investment approval and obtaining an Investment Approval or

in-principle approval;

viii. Preparing the Feasibility Study (also called Investment Project Dossier);

ix. Preparing a report on environment impact assessment;

x. Preparing the fire-fighting prevention and explosion prevention solutions and designs;

xi. Obtaining agreement and opinions from relevant authorities on the technical details of the

project, including architectural basic designs, construction height, river/channel safety zones,

environment protection, etc.;

xii. Assessing, approving and implementing the project by the competent authority (either the


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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 project’s 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 Article 30.4 (b) of Decree 47/2014/ND-CP 2 Article 30.4 (b) of Decree 47/2014/ND-CP


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2.8 Business Plan



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2.9 Environmental and Social Consideration

2.9.1 Survey Plan for Environmental and Social Considerations

Surveys for environmental and social considerations for Suoi Tien Station TOD Project were carried out in line of Japan International Cooperation Agency Guidelines for Environmental and Social Considerations (April 2010, hereinafter refer to as “JICA Environmental Guidelines”). The facility development plan for the New Eastern Bus Terminal Development Project is under-preparing, and it is not clear whether the project will be implemented with JICA support or not. Therefore, the study on environmental and social considerations for the Project is limited to the following tasks: (1) Review of the EIA Report prepared by SAMCO for the New Eastern Bus Terminal Project; (2) Confirmation of current land use situation; (3) Confirmation of current natural environment; (4) Confirmation of current socio-economic condition; (5) Due diligence review of involuntary resettlement for the New Eastern Bus Terminal Project; (6) Environmental scoping; (7) TOR for environmental and social considerations surveys; (8) Results (including forecast results) of environmental and social considerations surveys; (9) Impact assessment (10) Recommendation on mitigation measures for potential impacts.

2.9.2 Review of EIA Report prepared by SAMCO for the New Eastern Bus Terminal Project

As mentioned in Section 2.5, the TOD facilities for Suoi Tien Terminal Station of HCMC MRT Line 1 to be studied in this Preparatory Survey include the station plaza, the transit facilities around the station, etc., and the New Eastern Bus Terminal planned in the area of 16 ha in the East of the station. Improvement of the New Eastern Bus Terminal’s TOD functions is recommended in Phase 1 of the Project (refer to Section 2.5). The New Eastern Bus Terminal Development Project is being implemented by HCM City PC. And SAMCO, as the assigned project implementing agency, has responsibility to prepare an environmental impact assessment (EIA) report for the Project. In 2013, SAMCO had entrusted a local consultant to start the EIA report preparation and it was planned to complete the report by the end of 2014. However, the EIA report preparation is now still being suspended as the facility plan for the bus terminal is under-revised. As of October 2013, the following parts of this EIA report had been prepared. 1) Introduction (background of the project, legal documents, study methodology, study

organization, etc.) 2) Chapter 1: Outlines of the project plan 3) Chapter 2: Current natural and socio-economic conditions

2.9.3 Confirmation of current land use situation

Following table shows the current land use situation in the survey area. Residential land occupies the largest portion (25%), followed by industrial land (16%, including land for freight yard) and land for education facilities (16%), and bare land (13%).


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Table 2.9.1 Current land use situation in the survey area

Land use type Area (ha) Portion (%)

01.Residential Area 79.5 25.30

02.Industrial Land (including freight yard) 49.6 15.78

03.Education Land 49.2 15.67

04.Bare land 40.8 13.00

05.Martyrs 's Cemetery 28.4 9.03

06.Road 20.9 6.66

07.Planted forest/Vegetation 13.8 4.38

08.Research Institute Land 6.1 1.95

09.Lake 6.0 1.90

10.Planned Residential Land 5.7 1.81

11.Constructing Area 3.9 1.25

12.Cemetery 3.7 1.16

13.Park Land 3.0 0.94

14.Sport Facilities 2.0 0.63

15.Religious Land 1.3 0.43

16.Electricity Facilities 0.3 0.11

Total 314.1 100.00 Source: JICA Study Team

2.9.4 Confirmation of current natural environment

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


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8) Outstanding facilities, environmentally sensitive spots: Identified outstanding facilities and environmentally sensitive spots are shown in the Figure below.


Figure 2.9.1 Elevation map of the research area

Table 2.9.2 Noise levels and concentrations of pollutants in ambient air measured at a site near National Highway No.1

Item Noise level (dBA) Concentration of pollutants in ambient air (µg/m3)

Lmin Lmax Leqa TSP CO NO2 SO2

Measured level 72.9 91.3 82.4 782.98 3,931 68.69 452.7

Permitted level 55- 70 (1) 300(2) 30,000(2) 200(2) 350(2)

Note: (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



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Data source: JICA Study Team

Figure 2.9.2 Outstanding facilities, environmentally sensitive spots

2.9.5 Current socio-economic condition

The current socio-economic condition of the communes (i.e. the smallest administrative unit in Vietnam) identified within 1000m radius from Suoi Tien Terminal Station were surveyed.

Table 2.9.3 Current socio-economic condition of the target communes

District/ Town

Commune Population (pers)

Number of house- holder (HH)

Population density (pers/ km2)

No. of poor /nearly poor HHs

Economic structure

Industry- Construction (%)

Service (%)

Agri, Forestry, Aqua. (%)

Di An Binh Thang 13.616 1.979 2490 11/20 35,0 65,0 0,0 Dong Hoa 55.484 7.903 5407 31/22 20,0 40,0 40,0

District 9 Long Binh 18,231 4,884 859 84/377 - - - Source: Commune PCs, 2014

Table 2.9.4 Coverage of social infrastructure

District/ Town Commune Electricity (%)

Tap water (%)

Septic tank toilet (%)

Garbage collection (%)

Internet (%)

Di An Binh Thang 99,0 91.0 82.0 81.3 100,0

Dong Hoa 100,0 92.1 81.0 79.5 50,0

District 9 Long Binh 100.0 90.0 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

Martyrs Cemetery

Cultural and Historical Park

Resettlement site

Planned New Eastern Bus Terminal

Planned depot for HCMC MRT Line 1

Planned Suoi Tien Terminal Station

HCMC National University


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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 JICA’s policies on involuntary resettlement and social considerations. Result of the review is summarized as following. Details of the review are described in a separate report named “Due Diligence Review-New Eastern Bus Terminal- Final.”

(1) Scale of land acquisition, resettlement

Table 2.9.5 Land affected by the New Eastern Bus Terminal Development Project （ Unit:m2）

Residential land Agricultural land

Non- agricultural land

Land for roads, electric power cable, public facilities, etc.

Total area of affected 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

Source: General Plans of Compensation, Supports and Resettlement, (made by Di An Town PC in September 2012, and by District 9 PC in August 2011)

Table 2.9.6 Households, companies/organizations affected by the New Eastern Bus Terminal Development Project *1)

Commune

Affected household Affected companies/ organizations

Total number of affected HHs, companies, organizations

Number of affected people

（pers）*2) Fully affected

Partly affected

HH with house in company land

Fully affected

Partly affected

Binh Thang 28 2 - 5 0 35 96 Long Binh 10 6 5 2 7 30 70

Total 38 8 5 7 7 65 166 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) Note 1) The research area covers only a part (14 ha) of the area planned for the New Eastern Bus Terminal Project

Note 2) These data here show number of persons in the affected households. which exclude number of employees in the affected enterprises, factories, etc.

(2) Implementation progress of land acquisition, compensation, supports, and resettlement

Table 2.9.7 Implementation progress of land acquisition, compensation, supports, and resettlement

No. Tasks Binh Thang Commune (Di An Town)

Long Binh Commune (District 9)

1 Announcement of decisions on land acquisition

December 30, 2008


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No. Tasks Binh Thang Commune (Di An Town)

Long Binh Commune (District 9)

2 Issuance of project plan 12 August 2011 29 September 2009

3 Inventory of loss, calculation of compensation 2012 –March 2013 October 2010

4 Approvals of General Plans of Compensation, Supports, and Resettlement

20 September 2012 (First phase) 4 March 2013 (Second phase)

18 August 2011

5 Announcements of General Plans of Compensation, Supports, and Resettlement

September 2012 and March 2013 September 2011

6 Payment of compensation October 2012 - April 2013 2012 - 2015

7 Resettlement 2013 2012 - 2015

8 Handover lands 2012-2013 October 2011 - 2015 Source: JICA Study Team

(3) Review summarization

Table 2.9.8 Review summarization

No. Item Result of review Evaluation

1 Efforts to avoid/ minimize social impacts

Land acquisition is complicated and took long time, because it was carried out simultaneously for 3 projects: National Highway Widening Project, HCMC MRT Line 1 Project, and New Eastern Bus Terminal Project.

It is thought that local PCs and the project owner had paid efforts to formulate and implement the compensation and resettlement plans. However, it could not verify concrete effort to help affected people in recovering livelihood.

2 Preparation of RAP

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

“General Plans of Compensation, Supports, and Resettlement” were duly prepared in compliance with relevant regulations issued by the central and local governments.

3 Eligibility for receiving compensation, supports, etc.

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

Inventory of loss, definition of entitlement for compensation, calculation of compensation amount, etc. were properly implemented. There is not significant discrepancy in comparison with Vietnam’s relevant regulations and JICA Environmental Guidelines.

4 Assistances to affected people for livelihood restoration

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

A large part of affected land were used by a number of companies. These companies were forced to suspend production and move to other place, and therefore, it needs to have concrete measures to help these companies’ workers in seeking new job and restoring their income.

5 Grievance redress mechanism

Grievance on compensation, resettlement, etc. was first recorded and redressed by the Town/District Compensation Committees. To the date of due diligence review, almost all grievances had been redressed. However, it remains 1 cases of conflict on land use right between companies, and 1 case of discontent on compensation rate.

The grievance redress mechanism applied by the project is in compliance with relevant regulations issued by Vietnamese government. Affected people’s grievances were properly recorded and redressed by the Town/District Compensation Committees.

6 Considerations to vulnerable

Households recognized as “family to be supported by the social welfare policy” are provided with an allowance in cash.

There is no recorded problem on the considerations to socially vulnerable groups.


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No. Item Result of review Evaluation

groups

7 Consultation with affected people

Meetings to explain to affected people about the project plan and the policies on compensation and resettlement had been organized many times. All interviewed persons said that they had been provided with appropriate information on the project and policies on land acquisition.

Consultation and information disclose were implemented in compliance with the relevant regulations issued by Vietnamese government.

8 Monitoring Plan to monitor the performance of compensation payment, provision of supports, living condition and livelihood of affected people after resettlement, etc. has not been prepared. There is no agency responsible for monitoring the RAP implementation.

Monitoring system has not been established.


2.9.7 Environmental Scoping

Following table shows the impacts which can be predicted during the pre-construction phase, the construction phase, and the operation phase.

Table 2.9.9 Environmental Scoping (draft)

Items

No.

Environmental factors

Assessment

Reason of assessment Pre-construction phase & construction phase

Operation phase

Pollution

1 Air pollution

B- C±

[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. • Volume of exhausted CO2 and other polluted substances in the

area may be decreased due to the decrease in private car, motorbike and traffic congestion.

2 Water pollution

B- B-

[Construction stage] • Polluted water generated by construction works of the bus

terminal and other TOD facilities may cause negative impact to surface water environment.

[Operation stage] • Polluted water and waste oil generated from the bus terminal

(water runoff, car washing) may cause negative impact to the surrounding water bodies.

3 Wastes

B- B-

[Construction stage] • Construction wastes and general wastes from construction sites

may cause negative impact to the surrounding environment. [Operation stage] • Improperly-disposed wastes from the bus terminal and other TOD

facilities may cause negative impact to environment. 4 Soil pollution

B- B-

[Construction stage] • Unsuitable materials, especially oily wastes generated from

construction works may cause soil pollution. [Operation stage] • Waste oil and polluted water from the bus terminal may cause soil

pollution to the surrounding area. 5 Noise,

vibration B- B-

[Construction stage] • Levels of noise and vibration around the construction sites may

increase due to construction works. [Operation stage] • Level of noise and vibration may increase due to the bus moving


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Items

No.


Assessment


Operation phase

in and out the bus terminal and Suoi Tien Terminal Station.6 Ground

subsidence C- C-

[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.

7 Offensive odor D D

[Construction stage / Operation stage] • Construction works (in construction phase) and maintenance works for

the BRT facilities (in operation phase) do not generate offensive odor. 8 Bottom

sediment D D

[Construction stage / Operation stage] • The landscape of the project area is rather flat and large-scale

soil reclamation or civil work is not required for construction of flyovers and station. Therefore, the Project is expected not caused bottom sediment to the surrounding water bodies. N

atural environment

9 Protected areas D D

[Construction stage / Operation stage] • There is not any protected areas such as national park observed

in the project area. 10 Eco-system

D D [Construction stage / Operation stage] • The areas around the project site are already urbanized and

occupied by many factories and residential areas. 11 Hydrological

situation D D

[Construction stage / Operation stage] • The construction and operation of the bus terminal is expected

not cause affect to the flow of rivers those are located far from the site.

12 Topography and geo-graphical features

D D

[Construction stage / Operation stage] • Construction of the bus terminal will not cause large scaled

excavation, and therefore will not cause impact to topography and geographical features of the project site. Social environm

ent

13 Involuntary resettlement

B- D

[Pre-construction stage] • A number of households should be relocated to make land for the

bus terminal construction project. [Operation stage] • Requirement of additional land acquisition and resettlement is not

expected during operation stage of the station. 14 The poor

D C+

[Construction stage / Operation stage] • The Project is expected not cause impact to the poor. • Connection between the bus routes, Binh Duong BRT, and MRT

Line 1 may help to improve accessibility of the poor, the elderly people, the handicapped persons, etc.

15 Indigenous and ethnic people

D D [Construction stage / Operation stage] • Indigenous and ethnic people are not observed residing around

the project area. 16 Local economy

such as employment and livelihood

C± B+

[Construction stage] • Residents and business activities near the construction sites may

be affected by dust, noise, traffic jam, etc. temporarily during construction stage.

• Local residents around the project site may have opportunity to work as construction worker for the project.

[Operation stage] • Local economy and industry may be promptly developed due to

the improved accessibility to Suoi Tien Terminal Station, Binh Duong BRT, etc.

• The Project may contribute to economic development of the areas around the bus terminal.

17 Land use and utilization of local resources B+ B+

[Construction stage / Operation Stage] • There may be significant change in land use in the areas around

the project area, where bare land may change into residential land, urban land, commercial land, etc.


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Items

No.


Assessment


Operation phase

18 Water usage or water rights and rights of common

D D

[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.

19 Existing social infrastructures and service

B- B+

[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. 20 Social capitals,

local organizations, such as authorities to make decisions

D D

[Construction stage / Operation stage] • The project will not cause significant impact to the existing public

transportation system nor social capital of the locality

21 Misdistribu-tion of benefit and damage

C- C+

[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.

22 Local conflict of interests D D

[Construction stage / Operation stage] • Local conflict of interest that requires particular consideration is

not expected. 23 Cultural,

historical heritage D D

[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.

24 Landscape

C- D

[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. 25 Gender

D D [Construction stage / Operation stage] • Impact to gender that requires particular consideration is not

expected. 26 Children’s right

D C+

[Construction stage] • Impact to children’s right that requires particular consideration is

not expected. [Operation stage] • Operation of the bus terminal will improve children’s accessibility

in the region. 27 Hazard (risk),

infectious diseases such as HIV/AIDS

C- C-

[Construction stage] • Risk of HIV/AIDS infection may increase among construction

workers, amusement places around construction sites. [Operation stage]


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Items

No.


Assessment


Operation phase

• Areas around the project area may be quickly developed in term of economy (hotels, service business, etc.) and therefore, may face increased risk of infection.

28 Working environment (including working safety） B- D

[Construction stage] • Dust and exhaust gas generated by construction works may

cause negative affect to workers’ health. • Wastes from worker camps and construction office may worsen

sanitary condition of the surrounding areas. [Operation stage] • Impact to working environment that requires particular

consideration is not expected. Others

29 Accident

B- C-

[Construction stage] • There is risk of traffic accident on the roads around the

construction sites and accidents on the sites. [Operation stage] • Traffic accident may occur around and in the bus terminal due to

the inattention of drivers. 30 Trans-boundar

y impacts, global warming

C- C+

[Construction stage] • Greenhouse gas (CO2) will be generated by construction works. [Operation stage] • It is expected that more passengers will use public transportation

(metro line, buses) in the region, therefore total volume of greenhouse gas may be decreased due to the decrease in motorbikes and other means of private transportation.

• Operation of the new bus terminal will help mitigate traffic jam, and lead to the reduction of green house gas.

Note A+/-: serious positive/negative impact is expected; B+/-: positive/negative impact is expected to some extent;

C+/-: extent of impact is unknown, further study is needed; D: limited impact/negligible impact, further study is not needed.


According to the result of environmental scoping described in Table 2.2.9, there is no environmental factor which is assessed as “A-“. The environmental factors which are assessed as “B-” or “C-” in pre-construction phase/ construction phase, or operation phase are the followings: (1) air pollution, (2) water pollution, (3) waste, (4) soil pollution, (5) noise & vibration, (6) ground subsidence, (7) involuntary resettlement, (8) local economy such as employment and livelihood, (9) existing social infrastructure and service, (10) misdistribution of benefits and damage, (11) landscape, (12) infectious diseases such as HIV/AIDS, (13) working environment, (14) accidents, (15) transboundary impacts, and global warming. Table 2.9.10 shows the results of surveys for the impact factors which was assessed as ”B-“ or “C-“.

2.9.8 Environmental surveys and environmental impact assessment

Table 2.9.10 shows the content (TOR) of the surveys for environmental items assessed as “A-“, “B-“ and “C-“.

Table 2.9.10 Content of environmental and social considerations surveys （TOR）

Items Survey content Survey method 1. Air pollution 1.Ambient air quality

2.Standards on ambient air quality ・Review of existing documents ・Confirmation of construction content, operation plan


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2. Water pollution 1.Surface water and groundwater 2.Standards on water quality

・Review of existing documents ・Confirmation of construction content, operation plan

3. Waste 1.Method to treat wastes generated from/around construction sites


4. Soil pollution 1.Soil quality 2.Standards on soil quality


5. Noise, vibration 1.Noise levels, vibration levels 2.Standards on noise, vibration


6. Ground subsidence

1.Geological, soil quality, ground conditions

・Surveys on natural conditions ・Confirmation of construction content, operation plan

7. Involuntary Resettlement/Land Acquisition

1.Resettlement Plan 2.Living and livelihood of relocated

people 3.Situation of affected companies

・Legal framework, institutional framework ・Due diligence survey (hearing surveys to affected

people and companies, confirmation of replacement cost survey, etc.)

8. Local economy, such as employment, and livelihood

1.Socio-economic status of PAPs 2.Regional socio-economic situation

・Review of existing documents ・Field surveys ・Hearing surveys to affected people and companies

9. Existing social infrastructure and service

1.Situation of road and its utilities

・Field Surveys ・Review of existing documents ・Hearing to relevant stakeholders

10. Misdistribu- tion of benefits and damage

1.Socio-economic status of PAPs 2.Resettlement Plan

・Review of existing documents ・Past similar cases

11. Landscape 1. Road trees around the project area

・Field Surveys ・Review of existing documents

12. Infectious diseases such as HIV/AIDS

1.Health status of workers ・Review of existing documents ・Past similar cases

13. Working environment (including work safety)

1.Working environment ・Review of existing documents ・Past similar cases

14. Accidents 1.Working accident ・Review of existing documents

・Past similar cases 15 Trans- boundary impact, global warming

1.Impact caused by the construction 2.Expected traffic volume

・Confirmation of construction content, operation plan


Table 2.9.11 shows the results of surveys based on TOR shown in Table 2.9.10.

Table 2.9.11 Results of surveys for impacts assessed as “B-“ or “C-“

Impact factor Result of survey

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


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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.

Water pollution (B- / B-)

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.

Waste (B- / B-)

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.

Soil pollution （B- / B-）

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.

Noise & vibration (B- / B-)

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.

Ground subsidence (C-, C-)

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.

Involuntary resettlement (B- / D)

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.

Local economy (C± / B+)

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.

Existing social infrastructure and service

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


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(B- / B+) residents in a large area. Misdistribution of benefits and damage (C- / C+)

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.

Landscape (C- / D)

There is not any outstanding scenic landscape existing around the project area.

Infectious diseases such as HIV/AIDS (C- / C-)

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 JICA’s cooperation, the risk of spread of HIV/AIDS infection in the locality should be examined in detail.

Working environment (B- / D)

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.

Accidents (B- / C-)

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.

Transboundary impacts, and global warming (C- / C+)

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

Items

No.


Assessment

Reason of assessment Scoping After survey

Pre-construction/ Construction

Operation


Operation

Pollution

1 Air pollution

B- C± B- C±

[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.


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Items

No.


Assessment



Operation


Operation

• Volume of exhausted CO2 and other polluted substances in the area may be decreased due to the decrease in private car, motorbike and traffic congestion.

2 Water pollution

B- B- B- B-

[Construction stage] • Polluted water generated by construction works of the bus

terminal and other TOD facilities may cause negative impact to surface water environment.

[Operation stage] • Polluted water and waste oil generated from the bus terminal,

GSM facilities (water runoff, car washing) may cause negative impact to the surrounding water bodies.

3 Wastes

B- B- B- B-

[Construction stage] • Construction wastes and general wastes from construction sites

may cause negative impact to the surrounding environment. [Operation stage] • Improperly-disposed wastes from the bus terminal, GSM

facilities, and other TOD facilities may cause negative impact to environment.

4 Soil pollution

B- B- B- B-

[Construction stage] • Unsuitable materials, especially oily wastes generated from

construction works may cause soil pollution. [Operation stage] • Waste oil and polluted water from the bus terminal, GSM

facilities, etc. may cause soil pollution to the surrounding area.

5 Noise, vibration

B- B- B- B-

[Construction stage] • Levels of noise and vibration around the construction sites may

increase due to construction works. [Operation stage] • Level of noise and vibration may increase due to the bus

moving in and out the bus terminal and Suoi Tien Terminal Station.

6 Ground subsidence

C- C- D D

[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.

7 Offensive odor

D D D D

[Construction stage / Operation stage] • Construction works (in construction phase) and maintenance

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

8 Bottom sediment

D D D D

[Construction stage / Operation stage] • The landscape of the project area is rather flat and large-scale

soil reclamation or civil work is not required for construction of the TOD facilities. Therefore, the Project is expected not caused bottom sediment to the surrounding water bodies. N

atural environm

ent

9 Protected areas

D D D D [Construction stage / Operation stage] • There is not any protected areas such as national park


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Items

No.


Assessment



Operation


Operation

observed in the project area.

10 Eco-system D D D D

[Construction stage / Operation stage] • The areas around the project site are already urbanized and

occupied by many factories and residential areas.

11 Hydrological situation

D D D D

[Construction stage / Operation stage] • The construction and operation of the bus terminal is expected

not cause affect to the flow of rivers those are located far from the site.

12 Topography and geo-graphical features

D D D D

[Construction stage / Operation stage] • Construction of the bus terminal will not cause large scaled

excavation, and therefore will not cause impact to topography and geographical features of the project site.

Social environment

13 Involuntary resettlement

B- D B- D

[Pre-construction stage] • A number of households should be relocated to make land for

the bus terminal construction project. [Operation stage] • Requirement of additional land acquisition and resettlement is

not expected during operation stage of the station.

14 The poor

D C+ D C+

[Construction stage / Operation stage] • The Project is expected not cause impact to the poor. • Connection between the bus routes, Binh Duong BRT, and MRT

Line 1 may help to improve accessibility of the poor, the elderly people, the handicapped persons, etc.

15 Indigenous and ethnic people

D D D D [Construction stage / Operation stage] • Indigenous and ethnic people are not observed residing around

the project area.

16 Local economy such as employment and livelihood

C± B+ B± B+

[Construction stage] • Residents and business activities near the construction sites

may be affected by dust, noise, traffic jam, etc. temporarily during construction stage.

• Local residents around the project site may have opportunity to work as construction worker for the project.

[Operation stage] • Local economy and industry may be promptly developed due to

the improved accessibility to Suoi Tien Terminal Station, Binh Duong BRT, etc.

• The Project may contribute to economic development of the areas around the bus terminal.

17 Land use and utilization of local resources

B+ B+ B+ B+

[Construction stage / Operation Stage] • There may be significant change in land use in the areas around

the project area, where bare land may change into residential land, urban land, commercial land, etc.

18 Water usage or water rights and rights of

D D D D

[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


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Items

No.


Assessment



Operation


Operation

common cause impact to the water usage of local residents.

19 Existing social infrastructures and service

B- B+ B- B+

[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.

20 Social capitals, local organizations, such as authorities to make decisions

D D D D

[Construction stage / Operation stage] • The project will not cause significant impact to the existing

public transportation system nor social capital of the locality

21 Misdistribution of benefit and damage

C- C+ B- C+

[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.

22 Local conflict of interests

D D D D [Construction stage / Operation stage] • Local conflict of interest that requires particular consideration is

not expected.

23 Cultural, historical heritage

D D D D

[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.

24 Landscape C- D D D

[Construction stage / Operation stage] • There is no any scenic landscape observed in the area that

needs to be considered.

25 Gender D D D D

[Construction stage / Operation stage] • Impact to gender that requires particular consideration is not

expected.

26 Children’s right

D C+ D C+

[Construction stage] • Impact to children’s right that requires particular consideration is

not expected. [Operation stage] • Operation of the bus terminal will improve children’s

accessibility in the region.

27 Infectious C- C- B- D [Construction stage]


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Items

No.


Assessment



Operation


Operation

diseases such as HIV/AIDS

• Risk of HIV/AIDS infection may increase among construction workers, amusement places around construction sites.

[Operation stage] • Areas around the project area may be quickly developed in term

of economy (hotels, service business, etc.) and therefore, may face increased risk of infection.

28 Working environment (including working safety） B- D B- D

[Construction stage] • Dust and exhaust gas generated by construction works may

cause negative affect to workers’ health. • Wastes from worker camps and construction office may worsen

sanitary condition of the surrounding areas. [Operation stage] • Impact to working environment that requires particular

consideration is not expected.

Others

29 Accident

B- C- B- C-

[Construction stage] • There is risk of traffic accident on the roads around the

construction sites and accidents on the sites. [Operation stage] • Traffic accident may occur around and in the bus terminal due to

the inattention of drivers.

30 Transboundary impacts, global warming

C- C+ C- C+

[Construction stage] • Greenhouse gas (CO2) will be generated by construction works. [Operation stage] • It is expected that more passengers will use public

transportation (metro line, buses) in the region, therefore total volume of greenhouse gas may be decreased due to the decrease in motorbikes and other means of private transportation.

• Operation of the new bus terminal will help mitigate traffic jam, and lead to the reduction of green house gas.

Note A+/-: serious positive/negative impact is expected;

B+/-: positive/negative impact is expected to some extent; C+/-: extent of impact is unknown, further study is needed;

D: limited impact/negligible impact, further study is not needed.

2.9.9 Mitigation Measures for Potential Impacts

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

Table 2.9.13 Mitigation Measures – Construction Phase

Impacts Mitigation Measures

Air pollution

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


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construction equipment and vehicles; periodically clean and water the project sites; use cover sheets for trucks carrying soil; etc

Water pollution

In construction phase, waste water generated from construction sites should not be discharged directly to drainage system or surrounding surface water bodies. Waste water should be settled and preliminarily treated before discharged, in accordance with Vietnam standards on waste water.

Wastes

Wastes generated from the construction sites should also be properly collected, treated, and disposed by authorized company in accordance with Ho Chi Minh City regulations.

Noise and vibration

Contractors should bear efforts to reduce noise from the construction sites by installing the temporary walls around the construction sites, using construction machinery and vehicles which reduces noise and vibration. Construction machinery and vehicles should be periodically inspected and maintained to be able to use in best condition.

Accidents, traffic congestion:

During construction phase, construction vehicle operation plan should be appropriately made, and routes for construction vehicles should be properly planned to avoid concentration of machinery and vehicles in limited roads. Drivers of vehicles bringing equipment and materials should be properly trained to ensure that they observe the driving rules, driving routes, etc.


Table 2.9.14 Mitigation Measures – Operation Phase

Impacts Mitigation Measures

Air pollution

In operation phase, the following measures are recommended to mitigate impact of air pollution: - Planting trees along the access roads to mitigate impact of air pollutants generated by vehicles. - Periodically cleaning and watering the roads - Applying regulations to limit vehicles which exhausts excessive pollutants or scatters wastes/dust on the road during transportation.

Water pollution Waste water should be settled and preliminarily treated before discharged, in accordance with Vietnam standards on waste water.

Wastes

Waste generated from the bus terminal, station plaza, parking lots, etc. should also be properly collected, treated, and disposed by authorized company in accordance with Ho Chi Minh City regulations.

Soil pollution Wastewater from washing buses shall be collected and screened to extract out solid wastes, before moving to a stabilization tank. The wastewater needs to be disinfected before discharged to drainage system. Waste oil generated from the GMS facilities should be separated, collected, transferred and treated properly to prevent water and soil pollution.

Noise and vibration

Impact of noise generated from vehicles accessing to the bus terminal, parking lots, etc. should be mitigated by planting trees along the access roads and around the project area, especially in parking lots. Speed of vehicles in and out the project area shall be properly limited to both reduce traffice jam and reduce noise level.

Accidents, traffic congestion:

In operation phase, in order to ensure easy accessibility to the bus terminal, station/station plaza and safety of pedestrians, the road network around the project area should be improved, including the widening of these roads’ pedestrian roadsides. Besides, traffic regulations for the approach road, parking lots, station plaza, etc. should be prepared and applied. Especially, speed of vehicles should be regulated to reduce traffic congestion. When necessary, staffs shall be in charge of regulating traffic flow in peak hours to minimize traffic jam.


2.9.10 Recommendation

As mentioned above, the study for environmental and social considerations for the Suoi Tien Terminal Station TOD Development Project could not be sufficiently implemented during this


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Preparatory Survey. Therefore, in the future, if the project is planned under JICA cooperation, it needs to carry out the following supplemental surveys. <For environmental considerations>

Review again the EIA Report after it is prepared by SAMCO

Study on the implementing organization and institution of the Vietnam side

Alternatives analysis (including zero option)

Recommended impact mitigation measures and estimated cost for implementing these

measures

Monitoring plan

Stakeholder consultation (at the scoping stage and at the DFR preparation stage in case of

necessary)

<For social considerations>

Replacement cost survey

Measures to help affected households who are facing difficulty in restoring livelihood

Measures to help employees of the affected companies

Preparation of monitoring plan and implementing organizational arrangement


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2.10 Consensus Building

2.10.1 Meeting with Counterparts

JICA Study team has regular meetings with counterparts of local government organizations, Binh Duong Province and HCMC, and their public corporations, BECAMEX IDC and SAMCO. Items of The STT Dev. Project have been discussed mainly with HCMC and SAMCO, because the target area of the Study is under their jurisdiction. And major context has been reported to Binh Duong Province side. We have had a kick-off meeting at first to explain the contents of Inception Report, and had monthly meetings six times till now to discuss major issues of the project. Following table shows agenda of each meeting about the STT Dev. Project with HCMC. As to meetings with Binh Duong Province, see Chapter 3.11.

Table 2.10.1 Meeting with HCMC

Date

(Y2014) Attendance

(Organization of HCMC) Major agenda

Kick off Meeting

21st Feb. 2014

DOT, DPI, DPA, DONRE, District 9, SAMCO, HIDS

• ICR contetnts • Helding monthly meeting

1st Monthly Meeting

25th Mar 2014.

DOT, DPI, DPA, DONRE, District 9, SAMCO, HIDS, MAUR

• Market research • Data request

2nd Monthly Meeting

24th Apr. 2014

DOT, DPI, DPA, DONRE, SAMCO, HIDS

• Market research • Data request

3rd Monthly Meeting

27th May. 2014

DOT, DPI, DPA, DONRE, SAMCO, HIDS

• Market research • TOD case in Japan

4th Monthly Meeting

26th Jun. 2014

DOT, DPI, DOC, DONRE, District 9, SAMCO, HIDS

• Land use and urban plan • Market research • BRT route (cross section of QL-1)

5th Monthly Meeting

31st Jul. 2014

DOT, DPIA, District 9, SAMCO, HIDS, MAUR

• Area development policy • Marketing strategy • Facility plan and circulation plan

6th Monthly Meeting

5th Sep. 2014

DOT, DPA, SAMCO, HIDS, DONRE • Facility plan • Business plan • EIA

1st Steering Committee

7th Nov. 2014

DOT, DPA, SAMCO, HIDS, SAWACO, MAUR

• Facility plan • Business plan

2nd Steering Committee

27th Nov. 2015

DOT, SAMCO, DOC, DPI, DPA, DONRE, District 9 PC, Thu Duc PC

• Draft Final report • Related projects



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Picture Meeting with HCMC (Left: Kick off Meeting Right: 2nd Steering Committee Meeting)

2.10.2 Agreement and Issue

Table 2.10.2 Issues regarding the STT Dev. Project

Issue Counterpart

(1) Urban Plan a) Change of urban plan to induce station-based land use b) Understand of the development policy at Binh Duong Province side land and

future support at the time of planning the development. (Potential of land acquisition of undeveloped residential area will be considered with BECAMEX IDC)

• HCMC • BDP (Binh

Duong Province)

(2) Facility Plan (Accessibility of the Eastern Bus Terminal area) a) Development of east –west connection infrastructure between QL-1A b) Expansion of QL-1A service road and both direction connection with Mp-Tv

extension road

• HCMC (Especially DOT and MAUR)

• SAMCO • BDP

(3) Business Plan a) Project scheme (partnership among government, user, and operator) b) Implementation Steps (Including legal proceedings) c) Benefit /cost analysis and governmental burden/role d) Benefit evaluation and financing e) Implementation method and schedule

• HCMC • SAMCO



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3 BRT Project

3.1 Urban Plan

This chapter describes the outline of the urban planning master plan covering the whole Binh Duong Province as well as the urban plan (general plan) of district and city levels covering the target research area. These plans describe the development policies of the land usage plan and road transportation facilities.

3.1.1 Binh Duong Province Urban Planning Master Plan

The “Binh Duong Province Urban Planning Master Plan for 2020 to 2030 (approval number 1701/QD-UBND, approved June 26, 2012) describes the development policies for the whole of Binh Duong Province with 2020 and 2030 set as the target years and includes major urban infrastructure plans including the land usage plan map shown in Figure 3.1.1.

Source: Urban Planning Master Plan of Binh Dung Province

Figure 3.1.1 Binh Duong Province Urban Planning Master Plan (land use plan)

In the regional major road plan, the existing north-south roads such as National Road No.13 as well

National Road No.13

Provincial Road No.741, No.747, No.745, No.743

Ring Road No.3

RingRoad No.4

My Phuc-Tan Vang Highway

Urbanized Areas

Bing Dung New City

↓

Ho Chi Minh City CBD


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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)

Source: JICA Study Team Based on Existing Map of Binh Dung Province

Figure 3.1.2 Mp-Tv Rd. and Location of Target Research Area

For the two districts and city (Di An District · Tuan Anh District · Thu Dau Mot City) along Mp-Tv Rd., which are the target area of this research, the urban plan (general plan) of the district and city level on a scale of 1/10,000 has been established (Figure 3.1.2 shows the districts and cities of the target area).

Ring Road No.3

Ring Road No.4

My Phuc-Tan Van Road

Bing Dung New City

Provincial Road No.747, No.745, No.743

Di An District

Thuan An District

Thu Dau Mot City

National Road No.13


- 3-3 -

Source: General Plan of Di An District Figure 3.1.3 Di An District Urban Plan (General Plan)

The land use plan of the “Di An District General Plan 2020 to 2030 (approval number 2481/QD-UBND, approved June 23, 2009)” shows that most of the south area of Mp-Tv Rd. are built-up residential areas revealing that the urban area has already been formed. The land use plan for the north of the highway is new residential lands and the land conversion of green areas and farmlands is expected. In such a way, in Di An District, the residential land along Mp-Tv Rd. as well as road improvements is planned (Figure 3.1.3).

Industrial Area

New Residential Area

Existing Residential Area New and Improved Redidential Area

Residential Area to be improved

Garden Residential Area



- 3-4 -

Source: General Plan of Di An District

Figure 3.1.4 Tuan Anh District Urban Plan (General Plan)

The land use plan map of the “Tuan Anh City General Plan 2020 to 2030 (approval number 1071/QD-UBND, approved April 12, 2010) shows National Road No. 13 and Provincial Road No. 743 stretching north as well as the industrial estate and residential land usage between these roads. The Vietnam Singapore Industrial Park (VSIP1) created in cooperation with Vietnam and Singapore has been already developed between National Road No. 13 and Provincial Road No. 743. The land usage plan of the area along Mp-Tv Rd., which is planned to stretch over both roads, is mainly residential land usage as stated above (Figure 3.1.4).

Industrial Area

Low-density Residential Area Medium-density residential area

Parks & Green Spaces

National Road No.13

Provincial Road No.743

Industrial Area (VSIP I)



- 3-5 -

Source: General Plan of Thu Dau Mot City

Figure 3.1.5 Thu Dau Mot City Urban Plan (General Plan)

The land usage plan map of the “Thu Dau Mot City General Plan 2020 (approval number 1702/QD-UBND, approved June 26, 2012)” is classified into the existing urban area along the Saigon River on the west side of Mp-Tv Rd. and the new large urban development area composed of “Binh Duong New City”, “VSIPII” and “Song Than Industrial Estate”. In Binh Duong New City, a complex urban area including business, commercial and residential areas, is planned. The ministries and government offices have also been transferred there. In the north and the south of the new city, the industrial estates are planned and most of the “VSIPII” etc. have been developed. These new large-scale urban development areas are planned so that they will be the new center of Binh Duong Province, and it is estimated that the population of residents (night-time population) will be approximately 120,000 and the population of the workforce (day-time population) will be approximately 400,000. (Figure 3.1.5).

Song Than Industrial Park

My Phuc-tan Van Road

National Road No.13

Provincual Road No.743

Industrial Area (VSIP2)

Military Land

Existing Urban Center of Binh Dung Province

New Urban Center for Bing Dung Province

Binh Dung New City

Provincal Government Office

My Phuoc Industrial Park


- 3-6 -

3.2 Transportation Plan

3.2.1 Binh Duong Province Transport Development Master Plan

Binh Duong Province promulgated “Binh Duong Province socio-economic development master plan to 2020 (81/2007/QD-TTG)” in 2007. In this plan, although road development plan including bridges is shown as urban transport sector, there is no reference to develop public transport. TDSI- South, a research organization under MOT, made a study entitled “Binh Duong Province transport development master plan to 2020 and vision to 2030” in May 2013 and based on the study, “BINH DUONG PROVINCE TRANSPORT DEVELPENT MASTER PLAN TO 2020 AND VISION TO 2030(3247/QD-UBND)” (hereinafter referred to as BD Transport MP) was promulgated in December 2013. Binh Duong Province came up there with transportation network development vision and policy, including installation of urban railway and bus system. Furthermore, “BINH DUONG PROVINCE SOCIAL DEVELOPMENT MASTER PLAN TO 2020 AND VISION TO 2025 (893/QD-TTg)” was promulgated by the Prime Minister in June 2014. The decision also includes urban railway development plan which is almost the same contents as authorized in the BD Transport MP.

(1) Urban Railway

According to BD Transport MP, there are seven routes planed as urban railway in Binh Duong province. Line-1 is the route connecting from Suoi Tien terminal station of Ho Chi Minh MRT line-1 through Mp-Tv Rd. (hereinafter referred as to Mp-Tv Rd.) to Binh Duong Province new city. That route is planned to be developed by 2020. Mp-Tv Rd. is planned to run in parallel or shared with Ho Chi Minh Ring Road No.3 (hereinafter referred as to RR-3) in the future. A figure shown below is a cross section of Mp-Tv Rd. and RR-3 shown in BD transport MP. The urban railway is introduced as elevated structure in a median of Mp-TV Rd and RR-3 is proposed as elevated structure. However, it is not determined how RR-3 runs, in particular in parallel or shared with Mp-Tv. This issue is under discussion among Central Government, Ho Chi Minh City and Binh Duong Province as of December 2015. The Study Team had an interview to TDSI-South which conducted Ho Chi Minh metropolitan area Master Plan including RR-3 project and it was confirmed that RR-3 was planned to develop in parallel to the southwest of Mp-Tv Rd as proposed by Binh Duong Province. Moreover, there is a plan to develop “Central Station” which will concentrate 4 urban railway lines and be built at the rotary located in the centre of Binh Duong New City developed by BECAMEX IDC. This station is planned to develop as a large intermodal center concentrating not only railway lines but also BRT, bus stops and taxi stands. However the details of Central Station are not fixed yet.


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Source: BD Transport MP (TDSI-South, 2013)

Figure 3.2.1 Planning Railway Routes in Binh Duong Province


Figure 3.2.2 Cross Section Plan of My Phuoc–Tan Van Road and Ring Road 3


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Figure 3.2.3 Vision of Central Station by Binh Duong

(2) BRT and Bus

Bus route development plan is determined in BD Transport MP. Figure 3.2.4 shows planned future bus routes. According to this plan, a bus route is to be developed on Mp-Tv after 2020, however, there is no detail of this plan yet. And it is not clear to coordinate development plans between bus and MRT Line-1.


Figure 3.2.4 Bus Route Plan of Binh Duong Province in 2020


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BD Transport MP aims to introduce BRT in the route prospecting for adequate demand and implement at least one BRT route as a pilot project by 2015. Although BRT route of Mp-Tv is not current target, BD Transport MP describes “BRT is introduced in advanced of future railway development as necessary”. Figure 3.2.4 is Typical Cross Section of BRT described in BD Transport MP.


Figure 3.2.5 Typical Cross Section of BRT in Binh Duong Province

(3) TOD

BD Transport MP aims to promote TOD along with implementation of urban railway and BRT. There is a general description aiming high density development of merchandise, residence, multi-purpose facility around the station. However, BD Transport MP refers to the concept of TOD at the most. There is no specific development plan yet regarding TOD yet.


Figure 3.2.6 Vision of TOD in Binh Duong Province


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3.2.2 Binh Duong Public Transport Master Plan

People’s Committee of Binh Duong province has established Binh Duong Public Transport Master Plan after BD Transport MP in 2014. The master plan includes revision of BD Transport MP with the BRT Project connecting from BD New City to STT St. through Mp-Tv Rd. the following figure excerpted from the draft report of public master plan shows the BRT lane introduced in Mp-Tv Rd. and National Ring Road 3 (RR-3 Rd.) running in parallel with Mp-Tv Rd.

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.

Mp-Tv Rd. Ring Road 3

BRT Lane


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3.3 Conceptual Design

3.3.1 Significance of the BRT project

(1) Route and Mode Select

As described in chapter 3.2.2, it is determined that urban railway will be developed between BD New City and Suoi Tien along Mp-Tv Rd. in BD Transport MP. This line is called BD MRT line 1 and the first priority to be developed until 2020 while there are 7 planed lines in total. Because rail transit system should cover wide area in order to provide efficient service for users, the BD MRT line 1 is important project for not only Binh Duong Province, but also HCMC MRT line 1 which has been developed by Japanese ODA. However, it is skeptical whether the demand will reaches to enough amount for MRT until 2020 as the population in Binh Duong Province reaches only 1.75 million while the one in HCMC reaches eight million.

Table 3.3.1 General Specifications of Public Transport Modes

MRT (Metro) LRT Existing Railways

Monorail, AGT BRT Bus

Exclusiveness

- Operated on

exclusive rails - Grade separation from other transport modes

- Operated mainly on exclusive rails- Sometimes mixed with other traffic

Commuter trains mixed with Inter-city long distance trains

- 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

Interval between stations / bus stops (km)

1.5 0.8-1.5 3-15 0.8-1.5 0.4-1.0 0.2-0.4

Vehicles

Electric trains - Electric motor cars - Articulated cars - Low-floor cars

Electric trains Rolling stock

Electric motorcars

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

Number of seating

50-80/ car 65-85/car 60-90/car 30-75/car

- 40 per standard bus - 65-85 per articulate bus

- 40 per standard bus- 65 per articulated bus

Average speed (km/hour)

25-55 20-30 40-60 25-40 15-35 15-35

Transport capacity (PPHPD)

～60,000 ～30,000 ～30,000 ～15,000 ～8,000 ～6,000

Min Radius Max Gradient

50m 8% (Linear Metro)

160m 3% 20m 8% 300m 3% 100m 6%

Investment cost (Million USD/km)

60-100 (underground)

30-50 (viaduct)

30-50 10-20 30-50 6-13 -

Source: The Research on Practical Approach for Urban Transport Planning, JICA, 2011

Above table shows general specifications of public transport modes. The demand forecast of the Study elucidated that MRT, LRT and monorail will not become efficient along Mp-Tv Rd. until


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2020 due to low demand. On the other hand, the public transportation demand can be generated by the urban development of the surrounding area, TOD. Thus, there is a significance to develop BRT, a high cost-effectiveness transit mode with low initial investment cost, for enhancing TOD which Japanese property developer is good at, along Mp-Tv Rd. under construction. As a result of TOD, the demand of public transportation will increase. When the time comes that the demand of public transportation overruns the capacity of BRT, MRT or LRT should be developed. From the perspective of above background, developing full viaduct BRT at first and viaduct MRT or LRT afterwards cannot become feasible idea due to high initial investment cost while it is technically possible. The road to install BRT system should have four lanes at least as an exclusive lane or priority lane for BRT must be secured for each direction. But a road with four lanes is still not feasible to install BRT, and a road with six lanes must be required in Vietnam. It is too dangerous that many motorbikes are running through with private cars and trucks together in one lane where motorbike traffic occupies 80 % of total. The side area along old road of four lanes has been congested and crowded with existing houses and business buildings. Expanding such old roads from four lanes to six lanes must face difficulty with hindrances on residences and resettlements. Thus, the most feasible way to install BRT system is choosing roads with more than six lanes, new roads with potential expandability or roads with wide center median strip enough to provide additional lanes. Following figure shows road condition in boarder area between HCMC and Binh Duong Province. As a result of the study, Mp-Tv Rd. is first feasible road to develop BRT with Pham Ngoc Thach Road (Pnt Rd.) and National Highway No.1 (QL1A) for the purpose of connecting STT St. of HCMC MRT Line 1 and BD New City. The existing trunk road of National Highway No.13 (QL13) has already been congested with overload traffic to the road capacity. The president decision “No.568/2013/QD-TTg” has disclosed that QL13 will be expanded to eight lanes road in the future. But it is easily predicted that the implementation needs so long time for resettlements and land acquisition due to crowded residences and business buildings along the right of way.


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Road condition category Road Reference

Road with more than six lanes QL1A, Mp-Tv Rd., Pnt Rd. QL1A under expansion, Mp-Tv Rd. under construction

Road with 3m median strip QL1A, Mp-Tv Rd., Pnt Rd.

Four lanes road DT743C, QL1K, DT743B, TL743、DT743, DT746, DT745, QL13, TL746

Source: JICA Study team

Figure 3.3.1 Road condition in boarder area between HCMC and Binh Duong Province

(2) Pressing Issue to develop Mass Transit System

Developing this BRT as Mass Transit System in Binh Duong Province is a pressing issue as following reasons: (a) For now and forever, traffic congestion in QL-13 and in Mp-Tv Road will be getting worse

unless Mass Transit System has been developed which connects HCMC CBD and Binh Duong urban core area. That situation will be persistently increasing economic loss more and more.

(b) In recent years, modal shift from motorbike to passenger car has been accelerating in HCM metropolitan area. It is more difficult to shift from passenger car to public transportation than to shift from motorbike to public transportation. Thus, there is no margin of time to make modal-shift from motorbike to public transportation happened. BRT, one of the Mass Transit System has substantially larger impact than ordinary bus, and should be applied for this critical situation.

(c) Public transportation system cannot become effective without public transport network including feeder services. It is essential to develop the BRT at the same commencement time of HCM MRT line 1, in order to perform wider public transport network. Thus, concrete procedure towards developing the BRT must begin within 2016 for achieving the target commencement year 2020.

0 6.0 kmScale

BD NC

STT St.

Thu Dau Mot

LEGEND: Existing Rd. (more than 6 lanes with Median) : Exiting Rw.: Under Cons, Rd.:(more than 6 lanes with Median) : Under Cons. Rw.: Existing Rd. (4-lane Rd.) : Bus Terminal: Urban Planned Rd. (more than 6 lanes with Median


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(3) Ring Road 3

In 2015, Most of area along BRT route is under undeveloped and there is no substantial development project yet other than terminal areas. Traffic congestion will be barely happened and BRT will be smoothly operated with hourly exclusive lane. But in the future, traffic flows will increase step and step with the developments of terminal area and roadside area. On the other hand, Ring road 3 (RR-3) is planned to parallelly develop along Mp-Tv Rd. in BD Transport MP as described in chapter 3.2.2. The implementation of RR-3 is under discussion among Ministry of Transport (MOT), HCMC and Binh Duong Province. According to the local consultant, tentative specification of RR-3 is designed as four lane highway with 100 km /h design speed. As other sections of RR-3 than parallel section with Mp-Tv Rd. have been in progress for implementation, it is predicted that the parallel section with Mp-Tv Rd. will be developed at around 2030. After RR-3 is implemented, inter-city traffic specifically freight traffic will be shifted from Mp-Tv Rd. to RR-3 and the congestion level of Mp-Tv Rd. will decrease. At that time, BRT exclusive lane (all day) should be installed. Following figure shows congestion factor of Mp-Tv Rd. after RR-3 developed under some assumed conditions. Generally, over 1.5 of congestion factor indicates congested section. Most of the congestion factors of Mp-Tv Rd. are lower than 1.0, which shows smooth traffic flow.

Source: JICA Study team

Figure 3.3.2 Congestion factor of Mp-Tv Rd. after RR-3 developed under assumed conditions

Installing BRT exclusive lane (all day) would make positive impact for BRT effectiveness; promote TOD along the route, increase demand of public transportation and result in synergy effect between BRT and TOD. At the time PPHPD of BRT has reached 8,000, BRT should be replaced to MRT or LRT.

(4) HCMC MRT Line-3

HCMC MRT Line-3 was approved as one of infrastructures in the HCMC transport master in 2007 (101/QĐ-TTg, 2007), starting from QL13, passing Mien Dong terminal, Xô Viết Nghệ Tĩnh, Nguyễn Thị Minh Khai, Trần Phú、Hùng Vương, Hồng Bàng and ending at Cây Gõ. After that, a


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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 Vuong、Hong Bang、Kinh 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/QĐ-TTg). Specifically, it is defined as Line-3A starting from Ben Thanh, passing Pham Ngu Lao, Cong Hoa, Hung Vuong, Hong Bang, Kinh Duong Vuong, Tan Kien depot, and ending at Tan Kien station intersection of 19.8km, and as Line-3B starting from Cong Hoa, Nguyen Thi Minh Khai, Xo Viet Nghe Tinh, QL13 and ending at Hiep Binh Phuoc depot of 12.1km. In this master plan, the connection of Binh Duong MRT to HCMC Line-1 and extended until Thu Dau Mot would be studied but there is still no concrete development plan. HCMC MRT Line-3 was once planned as a parallel line with Line-1 and those are nonintersecting. However, it was amended by the Prime Minister decision in 2009 in order to connect directly with Line-1 (Line-1 and Line-3A would be connected at Ben Thanh Station, and Line-3A and Line-3B will be connected at Con Hoa Station). According to this, those three lines should use same railway system such as car gauge, current collecting system, and signaling system, and the specification of Line-1 is already fixed since this is already under construction, Line-3A and Line-3B should use the same system as Line-1. HCMC MRT Line-1 adopts the specification of railway system named STRASYA which is a general specification of Japanese railway system and was formed by a guidance of Ministry of Land, Infrastructure, and Transport in Japan. Therefore, the specification of Line-3A and Line-3B would be the same as Line-1 which is close to Japanese railway system. HCMC-PC as well as the central government of Vietnam seems to hope the development of Line-3A and Line-3B would be done by Japanese ODA and MPI seems to put this project into the long list for the Japanese ODA (the long list is not open to the public).


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Source:101/QĐ-TTg, 2007

Figure 3.3.3 HCMC urban railway master plan (before amendment,101/QĐ-TTg, 2007)


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Source:5745/QD - UBND, 2009

Figure 3.3.4 HCMC urban railway master plan (after amendment,5745/QD - UBND, 2009)


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Source:568/QĐ-TTg, 2013

Figure 3.3.5 HCMC urban railway master plan (latest,568/QĐ-TTg, 2013)

JICA as well as the Government of Japan seems to examine this investment after the prospect for the construction of Line-1 will be stood. JICA is conducting a study entitled “Data collection survey on major urban railways in Vietnam” which started at November 2013 until February 2015. HCMC MRT Line-1 will start its commercial operation fully in 2020. In order to make investment on Line-1 more efficient, the Line-3A as an extension of Line-1 to the west would be the most prioritized projects in HCMC. Considering that it took almost 13 years to complete the project since the loan agreement among two governments had done in 2007, it is hard to say for Line-3A that it would start its operation a way earlier than 2025. Moreover, Line-3B is a paralleled line with Line-1 at the urban area and it is also hard to invest on this project earlier than Line-3A. In the light of the low possibility that Line-3A and Line-3B would be invested by the other donor or private


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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/QĐ-TTg), the development target of this connection would be after 2020, that is considered as low propriety comparing the one connecting HCMC Line-1 at Suoi Tien to Binh Duong New City, which is called as Binh Duong MRT Line-1, is planned to develop by 2020. As examined above, it is appropriated to consider it would be after 2030 to connect between Ben Thanh and Binh Duong New City by public transport system which composes from HCMC MRT Line-3A, Line-3B and Binh Duong MRT Line-2. In case these all infrastructure is completed by 2030, this public transport system would be a competitor with HCMC Line-1 and BRT system for trips between Ben Thanh and Binh Duong New City by public transport. The completion would be critical if the completion of both systems is done by 2020, however, the one using HCMC Line-3 would be open after 10 years when Suoi Tien area would be developed as public transport core and areas along BRT would be developed based on the concept of TOR. It is hard to imagine that number of passenger on BRT would be reduced seriously after connecting HCMC Line-3A, Line-3B and Binh Duong Line-2. People who often travel between city centers of Binh Duong and HCMC already got tired with heavy traffic congestion. This situation cannot be better without any infrastructure development such as elevated highway and there is no such plan. It would be a big social and economical loss to leave the situation for 15 years even if the HCMC Line-3 and Binh Duong Line-2 would be completed in 2030. There are many Japanese companies locate their factories and join the urban development, and that loss would have a negative impact on those companies. The terrible traffic congestion makes the development potential of Binh Duong low and other the ones of other satellite cities high. The Study Team judges it is best to develop BRT using My Phuoc-Tan Van which is about to complete and connect with HCMC MRT Line-1 which is under construction, not to decrease the development potential. The grade of maturity of development of HCMC MRT Line-1 and BRT at My Phuoc-Tan Van is quite high comparing with the one of HCMC MRT Line-3A, Line-3B and Binh Duong MRT Line-2. This BRT development is also effective on increase of passengers of HCMC MRT Line-1 and promoting TODs which is considered as a specialty of Japanese railway companies. It is significant for Vietnamese and Japanese sides to promote this BRT project together with on-going projects.


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(5) 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 JICA(2004)、HOUTRANS 2 STREAM(2007)、Case Study in Chinese Taipei


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(6) Effect on Japanese companies along the BRT route

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

Source: the JICA Study team

Figure 3.3.6 Japanese Companies along the BRT route

Table 3.3.2 Number of Japanese companese along the BRT route (as of Apr. 2014)

MY PHUOC

SONG THAN

1

SONG THAN

2

SONG THAN

3

TAN DONG HIEP

VIET HUONG

VIET HUONG

2

VSIP 1

VSIP 2

Total

54 4 4 3 1 2 1 55 31 155 Source: the JICA Study team

HCMC

Binh Duong Province

VSIP1

Total area: 500ha(Invested by Mitsubishi Coop.)[Japanese Company]Rohto, Fujikura, Tombow, Uchiyama, etc

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

Ben Than St.

STT St.

Total area: 1,000haInvested and developed by BECAMEX IDCFuture population: 125 thousandFuture Employment: 400 thousand

BD New City

BRT route

VSIP2

Tan Dong Hiep[Japanese Company]Maruichikokan, etc

Japanese Operating Company along the BRT route

Tokyu Binh Duong Garden City

Becamex Tokyu has been established by the joint venture between Tokyu Corp and Becamex IDC, and been developing Garden City in the BD New City.

ガーデンシティ

コアシティ

ゲートシティ

Dong NaiProvince

Total area: 6,100ha[Japanese Company]TORAY, KIRIN, Acecook, Sakai Chemical Industry, etc

My PhuocIndustrial zone

Tan Dong Hiep

Song Than 1

Song Than 2

Viet Huong 1

Song Than 3


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3.3.2 BRT Case Study

(1) BRT in the world

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

(2) HCMC Green Transport Project

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

Source : Ho Chi Minh Green Transport Development Plan (World Bank、2014)

Figure 3.3.7 Ho Chi Minh BRT Line-1 Planning Route


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Source : Ho Chi Minh Green Transport Development Plan (World Bank、2014)

Figure 3.3.8 General Cross Section and Groung Plan of Ho Chi Minh BRT Line-1

3.3.3 Basic Policy for Introducing BRT in Binh Duong Province

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

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

(2) Position of This BRT Project

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


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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 People’s 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.


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*: Thu Dau Mot City and Bien Hoa City are designated as a 1st Class independent Satellite City by the Ho Chi Minh Metropolitan Regional Plan (Ministry of Construction).

Source : JICA Study Team Figure 3.3.9 Urban Development Plan of Ho Chi Minh Mertopolitan Area

3.3.4 Basic Concept

(1) Phasing Plan

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

Ho Chi Minh City CBD

Phu My Hung New Urban Area

Bien Hoa City

Suoi Tien Terminal Station Area

Eastern Urban Center Designated

in the City Plan

Binh Dung New City

Ben Luc

Industrial Traffic Corridor

will be Shift over

Thu Dau Mot City

Industrial Traffic Corridor

will be Shift over


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Table 3.3.3 BRT Development Phasing Plan

Phase 1 Phase 2

Commissioning Year

2018 New Eastern Bus Terminal

(NEBT) opening

2020 HCMC MRT Line-1 opening

Route BD New City – Suoi Tien Terminal Station of HCMC MRT Line-1

Condition

Tentative opening Full scale opening

• NEBT opening • Mp-Tv Rd. • Planned road in industrial zone

• Mp-Tv Rd. intersection improvement

• QL1A Flyover in front of STT St.

Purpose • Access improvement • Customer creation

• High level of service provision with HCMC MRT line-1

Fac

ility

Sto

p

Mp-Tv Rd.

Roadside BRT Stop

BD New City

Existing bus stop

Flyover N/A Major intersection on Mp-Tv Rd.

Term

inal

Suoi Tien Inner-city bus terminal in NEBT

BD New City

New Binh Duong Bus Terminal at BD New City

Veh

icle

Type Standard bus Standard bus and articulated bus

Fare Collection

AFC system in vehicle

Ope

rat

ion Speed

Time

80 – 85 min 25.0 km/h

65 min 30.0 km/h

Roa

d

Pnt Rd. Hourly bus exclusive lane

Mp-Tv Rd. Hourly BRT exclusive lane

Planned Rd. in Industry

Hourly BRT exclusive lane

QL1A Mixed lane with motorbike *STT St.: Suoi Tien Terminal Station


(2) Route

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


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Figure 3.3.10 BRT Route

1) Binh Duong New City

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

2) Pham Ngoc Thach Road (Pnt Rd.)

This road has been developed by March 2015, and hourly bus exclusive lane has been installed for shuttle bus between BD New City and Thu Dau Mot. This road is an arterial road with 4 lanes on each side connecting Binh Duong New City and Thu Dau Mot.

3) My Phuoc – Tan Van Road (Mp-Tv Rd.)

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

BRT Depot

Suoi Tien Terminal Station,

Pham Ngoc Thach Road: 4.4km[BRT hourly exclusive lane]

Mp-TvExtension+ QL-1A : 2.5km[Mixed Lane]

Binh Duong New City: 2.7km[BRT hourly exclusive lane or Mixed Lane]

0 6 kmScale

N

MRT Line 1

・BRT Stops: 15・Total Length: 30.8km


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

4) Planned Road in Industrial Zone (Mp-Tv Rd. Extention)

This road is planned to go to the south from east edge in Mp-Tv and to connect to QL-1. On the north side, a part of road has already been constructed. On the south side, this road is under design work and the land acquisition. L Although there is not drawing yet, this road is about 33m width and has four lanes in the constructed segment. BRT hourly exclusive lanes in this segment are planned to install in center side lanes.

5) QL-1A (National Highway No.1)

QL-1A is one of the most important urban development roads in Ho Chi Minh metropolitan area and has function as logistic operation route at present. Although it is progressing to widen the road structure under control of Ho Chi Minh City, surrounding of Suoi Tien Terminal Station of planning this BRT route is 3 lanes on each side and this road is heavy congestion mainly by trucks. At the present, although southern segment from Suoi Tien Terminal station is progressing to widen road structure, it is not determined the period of widening because the project owner which will be in charge for burdening land acquisition of northern segment from station has not determined yet. It is planning to be 7 lanes on each side after this road widening. Likewise, freight traffic shifts to RR-3 after construction.

(3) Schedule Speed

1) Target Speed

Keeping Level of service of BRT higher than ordinary public transportation is a key issue for continuous passenger demand attraction and sustainable operation and management, which is shown by the traffic survey in the Study. Passenger demand would be created based on speedy, punctuality, punctual and comfortable service of BRT. BD New City and Thu Dau Mot play a role of satellite cities of HCM Metropolitan area. They are 30 km away from HCMC CBD in a straight line. QL13, the current corridor connecting these areas, has lots of traffic jam mainly at peak time of morning and evening caused by commuting traffic and freight traffic. As a result of traffic survey, average travel time by bus between Thu Dau Mot and HCMC became 113 min, and between Thu Dau Mot and Thu Duc became 108min.


- 3-29 -


Figure 3.3.11 Public bus travel time

The time saving to access HCMC CBD is a priority key factor for passenger demand of BRT in initial stage. Thus, the BRT conceptual plan has been established based on the target speed with necessary facilities for the achievement.


Figure 3.3.12 Flow making BRT conceptural design

As the BRT terminal is located at STT St. Of HCMC MRT line-1, BRT Passenger from BD New city to HCMC CBD will transfer at STT St. The conbined travel time of the BRT and MRT line-1 was compared with existing bus travel time of 134min.

Tan Uyen

Ben Cat

Di An

Central District of HCMC(Q.1,3,4,5,6,8,10,11)

Thu Duc

Bien Hoa

Thu Dau Mot

‐

40min‐

107min

ThuanAn

43min

PublicBus

(1)

• Grasp the present situation of bus service between HCMC CBD and BD New City（HCM No.616＋BD No.3）.

(2)

• Set the target operation speed of BRT in consideration with the speed of HCMC MRT Line 1.

(3)

• Study the condition of route, infrastructure, and system to satisfy the target speed.

(4)• Decide the number and location of BRT Stops


- 3-30 -


Figure 3.3.13 Target speed of the BRT

In case time reduction by BRT with MRT is set 40min than existing bus service, BRT schedule speed becomes around 30km/h. as described in following chapters, this schedule speed would be achievable with measures such as hourly exclusive lane, long distance between BRT stops and intersection improvements. Thus, the target schedule speed of BRT was set on 30km/h

2) BRT Hourly Exclusive Lane

As described above, schedule speed is one of the important factors in this BRT project. Therefore, BRT exclusive lane was proposed by the study team. However, as the result of consultations with relevant authorities, it is assessed difficult to install BRT exclusive lane in entire line considering operation frequency of BRT and impact on other traffic by exclusiveness of a lane. For this reason, hurly exclusive lane will be implemented for the BRT. Binh Duong province has already install bus hourly exclusive lane along Pnt Rd. between BD New City and Thu Dau Mot for Kaze Shuttle operated by BECAMEX TOKYU BUS. Hearing from the concerned parties, following facts are confirmed;

a) Exclusive hour: 5:00-22:00, covering most of operation hours

b) The lane is visually segregated by coloring and inscription of “Bus Lane”

c) Making well known about bus hourly exclusive lane by advertisement on mass media

d) As of December 2015, there are few other cars invading in the exclusive lane in

e) DOT and traffic police of Binh Duong province have high motivation for modal shift from

motorbike to public transportation. There other measures to be through BRT exclusive lane; traffic police allocation, alert system and regulation and punishment.

N

0 10kmScale

Binh Duong New City

Ben Thanh

Existing TransitRoute Length

Time at peak time

Speed

Existing Bus (Binh Duong New city – Thu DauMot -Ben Thanh along QL-13)

42.9km 134min

(1 transfer)19.2km/h

Suoi TienTerminal Sta.

10km

20km

30km

Future TransitRoute Length

Time at peak time

Speed

Binh Duong BRT 30.8km65min

(Target)28.4km/h(Target)

HCMC MRT Line-1 19.7km 29min 40.7km/h

Total (BRT + MRT) 50.5km94min

(Target)32.2km/h(Target)

Access between Ben Thanh and Binh Duong New City by public Transportation：

(Present)

(Future)

Target：40 min time reduction at peak hour= Target BRT schedule speed: 30km/hr

（without transfer time）

（without transfer time）

BD New City City Hall


- 3-31 -

3) Distance between BRT Stops

The density of BRT stops has trade-off relationship with the schedule speed. More BRT stops with short distance between BRT stops lead higher accessibility for passengers, but lower schedule speed by time increasing for dwelling, acceleration and deceleration. In short, there is a correlation between distance between BRT stops and BRT schedule speed. Following figure shows plotting of speed and average distance between BRT stops of existing BRT cases referring to data from ITDP (Institute for Transportation & Development Policy). Logarithmic trend line on those plotting showed significance as the R2 became more than 0.5. According to the trend line, 30 km/hour of schedule speed would be achievable with around 1.3km average distance between BRT stops. The average distance between stops of the BRT is set as 2.0km that would be enough length to achieve 30km/h.

Source: JICA Study Team with data from ITDP 2014

Figure 3.3.14 BRT Speed and average distance between BRT stops

4) Intersection improvement

Mp-Tv Rd., main route of the BRT, will become a future substantial corridor in Binh Duong Province. Improving intersections of Mp-Tv Rd. will provide benefits not only to the BRT schedule speed, but also the functionalities of Mp-Tv Rd. and crossing roads. Three improvement measures have been proposed for the Mp-Tv Rd. intersections;

a) To construct flyovers at major intersections

b) To block of crossing traffic on BRT corridor by closing median strip at minor intersections

c) To install Public Transportation Priority System (PTPS) at intersections with other class of

road

The most beneficial measure is flyovers at major intersections. Constructing flyovers will result in increasing BRT schedule speed through dwell time reduction at signal intersections. Following figure shows relationship between average travel speed and signal intersection density based on Japanese case studies.


- 3-32 -

Source: level of service of interurban road and evaluation for road hierarchy, Yuta Hashimoto and others, 2012

Figure 3.3.15 Average travel speed and signal intersection density

The Mp-Tv Rd. section of the BRT route is around 21km length and has 37 intersections. Based on proposed improvement plan, flyovers will be constructed at eleven intersections, PTPS be set at twelve, median strip be closed at twelve and two intersection will become interchanges. After intersection improvement as proposed, the signal intersection density (locations/km) becomes 0.57 (=12 / 21). In case the flyovers will not be constructed and those eleven intersections becomes signal ones, the signal intersection density becomes 1.10 ((11+12) / 21). From the above figure, travel speed is estimated to increase approximately 7-8 km/h by signal intersection density reducing from 1.10 to 0.57, which supposed to be the benefit resulted from the flyover construction. It is difficult to estimate the effect of PTPS, because the effect depends on each intersection structure and priority system to be installed. For an example at Chiba Prefecture in Japan, average bus travel time has reduced 20% by replacing ordinary signal system into PTPS1. Furthermore, for an example at Kanagawa prefecture, bus travel time has reduced 13-18% by introducing PTPS2. Intersection grade separation by flyover gives positive impacts not only BRT but also traffic situation in surrounding area. Specifically, in addition to the traffic speed increase of Mp-Tv Rd., a) traffic speed increase of the crossing trunk road, b) traffic volume decease in surrounding roads by the traffic speed increase of trunk roads, c) traffic accident decrease, d) fuel consumption decease and air pollution mitigation by lower frequency of vehicle acceleration and deceleration.

1 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 2 http://www.pref.kanagawa.jp/uploaded/attachment/706012.pdf


- 3-33 -

3.3.5 Cross Section

As described above, BRT hourly exclusive will be introduced on BRT route. Furthermore, lane on the side of road shoulder is generally motorcycle exclusive lane in an arterial road of Vietnam. Although public transport like buses is recognized to go in motorcycle lane, BRT is planned to use exclusive or priority lane in median side because of avoiding mixed flow with motorcycles.

Table 3.3.4 BRT lane in each section

Section BRT Lane

Binh Duong New City Hourly exclusive lane

Pham Ngoc Thach Rd. Hourly exclusive lane

My Phuoc – Tan Van Rd. Hourly exclusive lane

Planned road in Industry zone Hourly exclusive lane

QL-1A Mixed traffic lane

Source : JICA Study Team (Processing Drawing of Mp–Tv Road in a Part)

Figure 3.3.16 Cross Section Drawing of My Phuoc – Tan Van Road in Installing BRT

3.75

3.75

3.75

4.00

3.75

3.75

3.75

BUS

Bus

BRT Hourly Exclusive Lane

BRT Hourly Exclusive Lane


- 3-34 -

3.3.6 BRT Stop

(1) Structure

Focusing on speed of BRT, BRT stop structure is considered 3 types as described below by construction cost, road width and development space near BRT stop.

a) BRT Stop at roadside

b) BRT Stop in median

c) BRT Stop on flyover

Because complete exclusive lane for BRT was not selected, setting BRT stop at median strip will cause traffic flow disturbance on fast lane next to median strip and will make BRT operation dangerous. And BRT Stop on flyover takes high cost and is not easily accessible. So, BRT Stop at roadside will be set at all BRT stop other than terminals.

(2) Location

As the result of consideration of distance between BRT stop and structure, location of BRT stop is described follow. However, location of figure below is a draft phase of consideration. Detailed location is been considering by discussion with Binh Duong Province.

0 500,mScaleBUS STOP-0

(Terminal at Suoi Tien)

QL-1A

QL1A

New Eastern Bus Terminal

5 km

Quarry

Cemetery

Develop Area

Quarry

TempleIndustry Park

Logistic Park

0 1.5 kmScale

0 km

DT 743A

QL1KRailway

BUS STOP-1

BUS STOP-2

BUS STOP-3

BUS-STOP-4

Mp-Tv Rd.Intersection

: Flyover: Signal: Close Median

Intersection: Flyover: Signal: Close Median


- 3-35 -


Figure 3.3.17 BRT Stops (Draft)

3.3.7 Vehicles

BRT vehicles plan to use both conventional buses and articulated buses considered as balance of traffic efficiency, reduction of labor cost and procurement schedule. Therefore, structure is unified to conventional bus about position of door and height of floor level as interface with BRT stop. Likewise, it is used fee collection system as AFC and on board to reduce O&M cost.

0 1.5 kmScale

10 km

Mp-Tv Rd.

Nguyen Thi Minh Khai

Duong Bui Thi Xian

DT 743A

BUS STOP-6

BUS STOP-7

BUS STOP-5

15km

DT 746

DT 743A

Dien Bien Phu

20km

Huynh Van Luy

0 1.5 kmScale

BUS STOP-8

BUS STOP-9

BUS STOP-10

BUS STOP-11

BUS-STOP-12

0 1.5 kmScale

SoraGarden

Depot

BinhDuong PC

BUS-STOP-13

BUS-STOP-14（Terminal at BinhDuong New City）





- 3-36 -

Specification of BRT Vehicles

Vehicle Type : Combination of Conventional Bus and Articulated Bus

Height of Floor Level : Low Floor

Position of Door : Right of Vehicle

Fare Collection System : On Board


- 3-37 -

3.4 Demand Forecast

3.4.1 Traffic Survey

(1) Survey Contents

In the Study four traffic surveys was conducted as shown in the following table.

Table 3.4.1 Traffic survey coponents

No. Type of Survey Items

1 Traffic count Traffic Volume and Vehicle Occupancy of Car, Motorcycle and Bus at Survey Stations

2 Bus passenger count Bus passenger count at Mien Dong, Thu Duc and Thu Dau Mot bus terminals

3 Bus OD interview and OD Interview at Mien Dong, Thu Duc and Thu Dau Mot bus terminals

4 Roadside OD Interview OD Interview for Vehicle Drivers at Survey Stations (locations are the same as Traffic Count Survey sites)


1) Selection of Survey Locations

The objectives of the Traffic Survey are; 1) analyzing the interprovincial traffic situation between Binh Duong Province and HCMC for implementing BRT system of the project; and 2) reflecting the traffic situation on the travel demand forecasting of the BRT system. The survey locations were selected based on below.

a) Most of the present interprovincial traffic in the study area is the traffic between Ho Chi Minh

City and Binh Duong Province.

b) There are currently less traffic volume along BRT corridor

c) High traffic volume sections exist on QL13, while other roads between Ho Chi Minh City and

Binh Duong Province have not high traffic volume.

d) Because Mp-Tv Rd. is now under construction, the number of vehicle of it is not so high in

present situation.

Therefore, the locations of traffic count, occupancy survey and roadside OD interview survey are selected based on these traffic situations.

e) The traffic surveys are implemented for forecasting traffic volume. Survey locations are set on

arterial and national roads between Ho Chi Minh City and Binh Duong Province, because

there are a necessity of grasping the situation and forecasting the volume of the interprovincial

traffic especially along planned BRT line.

f) The short trips of intra-provincial transportation are less important than the interprovincial

transportation in the traffic survey.

g) Currently Mp-Tv Rd. is not used by long-distance trips because some sections of it are still

under construction. The result of selecting traffic survey stations based on previous section is shown below.


- 3-38 -


Figure 3.4.1 Survey Locations

Table 3.4.2 Survey Stations

No. Survey Station Survey Hours

1 QL13 16

2 TL743 16

3 TL8 16

4 TL16 16

5 TL745 16

6 TL743B 16 Source: JICA Study Team

The survey was implemented targeting vehicle types shown below.

1.Bicycle 2.Motorcycle 3.Car 4.Taxi

5.Cyclo 6.Minibus

(Public, capacity 25<)

7.Minibus

(Private, capacity 25<)

8.Medium and large Bus(Public, capacity >=25)

9.Medium and large Bus (Private, capacity >=25)

10.Truck 11.Others


- 3-39 -

2) Survey Schedule

The surveys have been conducted following schedule.

Table 3.4.3 Survey schedule Survey Items Survey Date Survey time

Traffic Count 17,18,19, May, 2014 05:00-21:00

Occupancy 17,18,19, May, 2014 07:00-09:00

12:00-14:00 16:00-18:00

Bus Transportation 20, May, 2014 05:30-20:20

Roadside OD Interview 18, 22, 23, April, 2014 06:00-11:00, 14:00-19:00 Source: JICA Study Team

3) Survey Methodology

Table 3.4.4 Traffic Survey Methodology

Survey Items Methodology

Traffic Count The traffic volume was counted after recording traffic flow using video camera.

Occupancy Vehicle occupancy rates was recorded directly at survey site by each direction. The sample rate of public mini bus and public medium/large bus are set 100%.

Bus Transportation The surveyors stand in bus terminal, and count boarding and alighting bus passengers. In interview survey, the passengers waiting for bus and alighting from bus were interviewed by surveyors based on survey form.

Roadside OD Interview In the survey, the surveyors required the corporation to traffic police to stop the automobile. After that, surveyors ask drivers and passengers the question based on survey form.


(2) Result

1) Traffic Count Survey

The graph following below is the result of aggregating traffic volume by each hour. TL743 and QL13 have the highest traffic volume in an hour while TL16 and TL745 have the lowest. Morning peak happens during 7:00-8:00 and off peak occurs during 12:00-13:00. Afternoon peak takes place during 17:00-18:00. Interestingly, the traffic volume at the morning peak is always higher than the one at the afternoon peak. Following figure shows the composition of vehicle type on each road. Motorcycles account for the majority of the total vehicles, 95% at peak hours and 64% at off peak hours. It is followed by private passenger cars and trucks. In especially, on QL13, cars and trucks account for higher parts of the total vehicles than those on other stations.


- 3-40 -


Figure 3.4.2 Traffic volume distribution by each hour


Figure 3.4.3 Composition by Each Vehicle Type

Average number of passengers including driver by each vehicle type are shown from the result of occupancy survey. Average number of passengers in private mode (car, MC and bicycle) is one or two persons, although public bus and private bus are high level as from 4 to 24 parsons. Further, the occupancy of public minibus is indicated as zero; because no vehicle of this type was observed.


- 3-41 -


Figure 3.4.4 The Result of Occupancy Survey

2) Passsenger Count

The result of public bus passenger count at Mien Dong and Thu Dau Mot bus terminal is shown below. Mien Dong bus terminal have the morning and evening peak at 8:45 (alighting) and nearly 17:00 (closing time). And Thu Dau Mot bus terminal have the peak at 6:30 for commuting and nearly 17:00 (closing time). These peaks indicate that the commuter passengers use the bus.


Figure 3.4.5 Number of Passengers at Mien Dong and Thu Dau Mot Bus Terminal

1.00

1.00

1.68

1.50

0.00 4.80 8.00

7.50

1.74

1.00

1.13

1.21

2.38

2.38

0.00

8.00

24.00

22.50

1.98

1.25

1.06

1.09

2.01

1.91

0.00 6.31

14.42

14.88

1.85

1.06

0.00

10.00

20.00

30.00

40.00

50.00

60.00

Bycicle MC Car Taxi Minibus (public)

Minibus (private)

M&L Bus(public)

M&L Bus(private)

Truck Other

OCcucpancy rate

Occupancy rate all station

7:00‐9:00

12:00‐14:00

16:00‐18:00

0

5

10

15

20

25

30

35

40

45

50

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

Number of Passenger

Time period

Total number of passenger at Mien Dong Terminal(Bus 04 and Bus 616)

Boarding

Alighting

0

5

10

15

20

25

30

35

40

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

Number of Passenger

Time period

Total number of passenger alighting at Thu Dau Mot Terminal(Bus 04, Bus 05 and Bus 07)

Boarding

Alighting


- 3-42 -

3) Bus Transport Survey

The characteristics of bus passengers are shown below. Half of bus passengers use the bus every day, and 40% of total bus passengers don't have alternative mode. The result indicates that the bus is important mode for citizens. Furthermore, the bus user's occupation is mainly students (40%) and factory laborers (24%); the trend of using buses is depended on occupation.


Figure 3.4.6 The Result of Bus Transport Survey

The accessibility of traffic modes is shown below. At Thu Dau Mot bus terminal, more than 70% of total bus users use motorcycle or Xe Om, while 70％ of total bus users access by walk at Thu Duc, a variety of access modes are used at Mien Dong bus terminal. The result indicates that access mode depends on the location of bus terminal and available traffic mode. (Ex. whether "Park and Ride" facility exists or not, or whether the origin or destination of the trip are near to a bus stop or not)

10%4%

24%

40%

14%

8%

Occupation

Office worker/government officer

Farmers/ fishermen

Factory laborers

Student

Housewife/Jobless

Others

49%

15%2%

15%

4% 15%

The frequency of using public transport

Daily

2 – 3times per week

Once a week

2‐3 times per month

Once a month

Rarely

26%

11%

21%

32%

1%9%

Trip Purpose

To Home

To Work

To School

Private

Business

Others

4%

45%

12%

40%

0%

10%

20%

30%

40%

50%

Car Motorcycle Bicycle None

Vehicle ownership


- 3-43 -


Figure 3.4.7 Characteristic of Access Mode at Each Bus Terminal

4) Roadside OD Interview Survey

The composition of trip purpose and income distribution from the result of roadside OD interview are shown below. The graph indicates MC/cars users mainly use them to work, while bus users mainly use them to other trip purposes. It is generally said that there is the income gap between MC/cars and bus users; however, the gap is not observed at this survey. Therefore, if BRT service are provided with high-level service and travel speed in comparison with other modes, BRT have the possibility of realizing the modal shift from MC/car and commuter usage.


Figure 3.4.8 Income Distribution

Walking, 27.3%

Bicycle

MCDriver

MC

Passenger, 54.5%

Xe Om, 18.2%

Car Passenge

r

Minibus(Public)

M&Lbus(Public)

M&Lbus(Private)

Thu Dau Mot

Walking, 25.5%

MCDriver, 5.5%

MC

Passenger, 9.1%

Xe Om, 3.6%

Car Passenger,

1.8%

Minibus(Public),

1.8%

M&Lbus(Public), 47.3%

M&Lbus(Private), 5.5%

Mien Dong

Walking, 71.0%

Bicycle, 3.2%

MCPassenger, 16.1%

Xe Om, 3.2%

Minibus(Public), 6.5%

Thu Duc (Long Binh or Thu Duc Intersection

Walking, 73.3%

MCPassenger, 20.0%

Xe Om, 6.7%

Thu Duc (Suoi Tien park)

0.5% 1.4%

8.2%

27.5%

34.8%

19.8%

6.8%

1.0% 0.0%0.1% 1.5%

9.4%

26.8%

33.2%

20.8%

6.1%1.7% 0.4%

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%

40.0%

None

<3 mil

3~6 mil

6~10 mil

10~20 mil

20~30 mil

30~40 mil

40~50 mil

> 50 mil

Bus Passenger

PrivateMode


- 3-44 -


Figure 3.4.9 Composition of Trip Purpose

(3) Analysis

1) Aggregation of Travel Time

In the section, travel time is aggregated by travel time and average number of passenger. In the result, the travel time of all vehicles from Thu Dau Mot to Thu Duc is 85 minutes while that of bus is 108 minutes. And the travel time of all vehicles from Thu Dau Mot to Ho Chi Minh City is 75 minutes while that of bus is 113 minutes. According to the result, if BRT can ensure service speed, there is the possibility of the modal shift from competitive modes to BRT.


Figure 3.4.10 Average Travel Time by Motorcycle

36.6

15.9

2.5

1.0

24.0

30.0

6.5

4.8

1.9

6.0

21.7

0% 20% 40% 60% 80% 100%

Private Mode

Bus Passenger

Trip purpose

To work To school Private Business Joy riding Other

Tan Uyen

Ben Cat

Di An


Thu Duc

Bien Hoa

Thu Dau Mot

41min

29min28min

86min

ThuanAn

31min

Motor Cycle


- 3-45 -


Figure 3.4.11 Average Travel Time by Public Bus


Figure 3.4.12 Average Travel Time by All Vehicles

2) Willingness to Pay

Willingness to pay for shorter travel time is estimated from the result of the surveys. It is used for sensitivity analysis on demand forecasting. At this section, the methodology of estimating the willingness to pay and the result are shown.

a) Methodology of Estimating Willingness to Pay

A logit function is formulated following below to calculate willingness to pay.

Average willingness to pay(WTP): exp∑ ∙

∙/

/ 0 1

Where: :parameter by calculating maximum log likelihood :Explanatory variable (income) by each individual

Tan Uyen

Ben Cat

Di An


Thu Duc

Bien Hoa

Thu Dau Mot

‐

40min‐

107min

ThuanAn

43min

PublicBus

Tan Uyen

Ben Cat

Di An


Thu Duc

Bien Hoa

Thu Dau Mot

41min

29min28min

85min

ThuanAn

32min

All Vehicle


- 3-46 -

b) Questionnaire to Estimate Willingness to Pay On the roadside OD interview and bus transport survey, the questionnaire of double-bounded dichotomous choice following below is used to estimate willingness to pay.

Table 3.4.5 Survey form for estimating WTP

Do you permit to pay additionally 2,000VND if your trip is 10minutes shorter than the answer in Q13?

A. Yes→Do you permit to additionally pay 5,000VND more?

1. Yes → How much do you permit to additionally pay?

,000VND

2.No

B. No→Do you permit to additionally pay 1,000VND more?

3.Yes

4.No


c) Setting Price Range

The price 2000, 5000 and 1000VND in the questionnaire are decided by reference to the questionnaire for acceptable fare level of the feeder bus service for new urban railway in the household interview survey in SAPI (Special Assistance for Project Implementation) for HCMC Urban Railway Project, Ben Thanh - Suoi Tien Section (Line 1) conducted by JICA. It is generally said that the private mode driver/passenger's income is more than that of bus passengers; so willingness to pay is not match between private and public modes. For this reason, at the survey, the half of all distributed questionnaire sheets use the price range 3500, 7000 and 1500VND. This range is set by reference to the average income. The price range 5000/1000 VND, and 7000/1500 VND is decided by reference general researches.

d) Estimated Willingness to Pay Willingness to pay is estimated by using valid 6,168 samples. In the result, all estimated parameters satisfy the significance level, and estimated willingness to pay is 4,874VND per 10 minutes, namely, 29,244VND (USD 1.37 by using the rate in May 2014 by JICA) per hour. This estimated willingness to pay is 90% level of the value of travel time saving of SAPI project estimated by the method of income approach(USD 1.52/hour). Although the value is a little bit less than the result of SAPI, the gap is caused from income level gap between Ho Chi Minh City and Binh Duong Province. (The income level in Binh Duong Province is indicated 68% level of that in Ho Chi Minh City according to the report "Data results of the Viet Nam Household Living Standards Survey 2012" ) Therefore, it appears the estimated willingness to pay is accepted. For example, the bus travel time "113 minutes" from Thu Dau Mot to Ho Chi Minh City is converted to 55,076 VND.


- 3-47 -

Table 3.4.6 Estimated Parameters and Willingness to pay Estimated Parameter

Valuables Coef. t-value p-value

Constant 9.9391 56.4884 0.0000 ***

ln(Bid) -1.3403 -59.8370 0.0000 ***

Family income(month) 0.0190 8.3416 0.0000 ***

Samples 6,168

Log likelihood -8,285.9

Willingness to Pay(10 minutes )

Average 4,874.2 Source: JICA Study Team


Figure 3.4.13 Curve of Willingness to Pay

3) Desire Line

a) Methodology

Desire line - the shortest and most direct link between an origin zone and a destination zone - is drawn by using surveyed data. Each sample of roadside OD interview is expanded by traffic volume by each hour and survey station. Desire lines are drawn by using the data on OD trips. The number of person OD trips is calculated by multiplying the number of vehicle OD trips by the average number of passengers from the result of occupancy survey.

0%

20%

40%

60%

80%

100%

0 2000 4000 6000 8000 10000

Yes

Bid（VND)

4,874VND

50%


- 3-48 -


Figure 3.4.14 Methodology of Making Desire Line Data

b) Desire Line of Trip Persons Inter Province-city Passing Survey Stations This figure of desire line is drawn by the survey result on passing trips between HCMC and Binh Duong province. In the result, total traffic volume is 97 thousand trip persons a day from each region to Ho Chi Minh City, and 86 thousand trip persons from each region to district 2, 9 and Thu Duc. The result indicates that there is enough traffic demand with possibility of the modal shift to BRT.


Figure 3.4.15 Desire Line (inter province-city)

c) Desire Line of Trip Persons Inner Province Passing Survey Stations This figure of desire line is drawn by the survey result on passing trips which is inner Binh Duong province nearby BRT plan. The result indicates the transportation between Thu Dau Mot and

RoadSideODInterview

Occupancy survey

Traffic count survey

Traffic volume by each direction, time, vehicle

type

Average No. of passenger and driver

by each direction, time

and vechile type

Calculate expantion factorafter matching by

direction, time and

Expand the sample and making OD matrix

(No. of Vehicle)

Making trip-person OD matrix

Draw desire line

Making the sample at the out of survey time

Correct traffic volume at the out of survey time by using other

traffic survey (16hr -> 24hr)

Calculate at the out of survey time

Multiply by average No. of passenger and

driver after matching

by direction, time and vehicle

Thu Dau Mot

Central HCMC

Thuan An

Di An

East Of HCMCQ.9,Q.2,ThuDoc)

West Of Binh Duong

West Of Dong Nai

East Of Binh Duong

Cu Chi

10,00020,00030,000単位：人

Binh Duong New City

SuoiTien


- 3-49 -

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.


Figure 3.4.16 Desire line (inner province)

(4) Traffic Volume near Suoi Tien Terminal Station

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

10,00020,00030,000

Thu Dau Mot

Central dist. HCMC(Q.1,3,4,5,6,8,10,11)

Bien Hoa

Q.9

A part of Ben Cat

A part of Cu Chi

A part ofTan Uyen 1 A part of

Tan Uyen 2

A part ofTan Uyen 3

Thu Duc

Di An

Thuan An

単位：人

SuoiTien

Binh Duong New City

North dist. HCMC(HocMon,GoVap,Q12)

Binh Thanh ,Q.13


- 3-50 -

Source: SAPI, JICA 2014

Figure 3.4.17 Survey location of traffic count survey in SAPI


Figure 3.4.18 Traffic volume on QL-1A near STT St. (from Hi Tech Park to Suoi Tien)

0

1000

2000

3000

4000

5000

6000

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 1:00 2:00 3:00 4:00 5:00 6:00

6:00 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 1:00 2:00 3:00 4:00 5:00

Other

Truck

Standard Bus

Minibus

Taxi

Car

Cyclo

Motocycle

Bicycle


- 3-51 -


Figure 3.4.19 Traffic volume on QL-1A near STT St. (from Suoi Tien to Hi Tech Park)

(5) Conclusions

The conclusions based on the result of surveys are shown below.

0

1000

2000

3000

4000

5000

6000

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 1:00 2:00 3:00 4:00 5:00 6:00

6:00 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 1:00 2:00 3:00 4:00 5:00

Other

Truck

Standard Bus

Minibus

Taxi

Car

Cyclo

Motocycle

Bicycle


- 3-52 -


Figure 3.4.20 Traffic Survey Conclusions

3.4.2 Methodology of Transport Demand Forecast

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

Desire Line Travel Time Willingness to Pay

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

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

Willingness to pay was estimated 29,244 VND (1.37USD) per hour. The travel time "113minutes" from Thu Dau Mot to HCMC is equivalent to 55,076 VND.

Conclusion:

1) Travel demand of BRT is expected with high level (speedy, comfort and punctual) services. 2) The BRT plan should contain the exclusive lane for BRT to ensure these services.

Traffic Count

Roadside OD Interview

Bus Transport

Survey

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.

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.

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.

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.

+Analysis


- 3-53 -

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 ModelInput 1st Step Output

Socio-economic Frame －－Trip Production

Generation/Attraction－－

Population, Employees, etc. ↓2nd Step

Zone Impedance －－ Trip Distribution Model －－

Distance, Travel Time ↓3rd Step

Parameter among Mode －－ Modal Choice －－

Travel Time, Travel Cost ↓4th Step

Network, etc. －－ Traffic Assignment －－

Operation Velocity, ↓ Section Velocity, Capacity Evaluation/Analysis

VOC, TTCunit Cost －－ Evaluation/Analysis －－

Veh*km, Veh*hr,Trip*km, Trip*hr, etc.

Ganaration/Attraction by Zone

（）

Evaluation Indicator

Section Assignment Volume

OD table by Mode

OD table


Figure 3.4.21 Four Step Model

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


- 3-54 -


Figure 3.4.22 Setting of Traffic Zones


Figure 3.4.23 The Future Road Network for Traffic Assignment


- 3-55 -

3.4.3 Setting for the Framework for Population and Population Density

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

(1) Setting for the framework for population

1) Basic policy for setting for population framework

A framework for future population that has been approved as Urban Plan Master Plan at a ward level shall be used as a basic policy for setting for the framework (frameworks for the future population of a ward level in zoning plans shall not be used because it is difficult to obtain frameworks for all of the area). However, considering the current population and its recent increase, the estimated population in the mid-term plan should be revised in cases where it is considered to be unrealistic. The future population of Di An District shall be estimated using a framework for future population from the JICA SAPI study. A micro level population density within a 400-m (approx. 5ha) radius of around BRT stops shall be estimated using a measure of approx. 100 per/ ha, which is the average population density of a huge-scale new town in Japan. The current (as of 2012) population densities of districts are 22.3 per/ha in Thu Dau Mot City, 52.4 per/ha in Thuan An District, and 59.3 per/ha in Di An District.

2) Framework and assessment of the Urban Plan Master Plan

Frameworks for the populations of Binh Dung Province, Thu Dau Mot City, Thuan An District and Di An District are described in the Urban Plan Master Plan, as shown in Table 3.4.1 below. Table 3.4.2 shows recent (as of 2010-2012) growth rates of population and estimations for future populations based on these growth rates. Considering this data and its current population in 2012, Thu Dau Mot City needs to grow at annual rates of 12 % and 9% in order to reach the future estimated populations for 2015 and 2020 respectively. Thus both growth rates are considered unrealistic estimations. As for Thuan An District, when considering the populations for both 2015 and 2020, it is considered that corrections are necessary because the current 2012 population is much closer to the projected future population for 2015. Regarding Di Anh District, the current population for 2012 has already exceeded the projected future populations of 2015 and 2020, so for both of these future estimations corrections are necessary because a decline in the population in the future would not be expected.

Table 3.4.7 Framework for Future Population of Urban Plan Master Plan

Binh Dung Province Thu Dau Mot City Thuan An District Di An District Future population

Growth rate (year)

Future population

Growth rate (year)

Future population

Growth rate (year)

Future population

Growth rate (year)

2015 374,825 8.2% 450,000 3.2% 290,000 2.7% 2020 2,500,000 5.2% 515,520 6.6% 500,000 2.1% 335,000 2.9% 2030 3,500,000 3.4% 600,000 1.5% 600,000 1.8% 435,000 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


- 3-56 -

Table 3.4.8 Current (2010-2012) Population Growth Rate Binh Dung Province Thu Dau Mot City Thuan An District Di An District

Current population

Growth rate (year) Current

population Growth rate (year) Current

population Growth rate (year)

Current population

Growth rate (year)

2010 1,619,930 241,276 410,818 320,446 2012 1,748,001 3.9% 264,642 4.7% 438,922 3.4% 355,370 5.3%

Estimation based on current growth rate 2015 304,002 484,724 415,021 2020 383,034 571,925 537,507

*: Populations for 2010 and 2012 from Statistical Yearbook Binh Duong Province 2012 Source: JICA Study Team

3) Setting a framework for future population

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

Table 3.4.9 Framework for Future Population in the Study

Thu Dau Mot City Thuan An District Di An District Future population

Growth ratefrom 2012 (year)

Future population

Growth ratefrom 2012 (year)

Future population

Growth rate (year)

2015 304,002 4.7% 481,938 3.2% - 2020 383,034 4.7% 535,486 2.1% 406,743 2040 600,000 600,000 512,800

*: Framework for Di An District is used in JICA SAPI study (2014) Source: JICA Study Team

(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.


- 3-57 -

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

(2040) 13.0 per/ha 50.6 per/ha 71.7 per/ha 72.6 per/ha


2) Basic concept for setting of population density

When setting the population density for areas around bus stops of the BRT that is discussed in the Study, an area within approx. 400-m radius of the bus stops would be affected by the BRT project. The population densities shall be set for each area within 150m, 300m and 400m of radius of the bus stops, considering the impact of the BRT (see Figure 3.4.1). (1) Floor-area ratio/building coverage ratio, (2) Building type and (3) Ration for residential use in these areas shall be considered in order to discuss population densities of these areas. Figure 3.4.2 shows standard figures of floor-area ratio (FAR) /building coverage ratio (BCR) in Japan. These shall be used for setting for (1). Table 3.4.5 shows population densities for areas along Mp-Tv Rd, according to the above discussion. Population density of the area within a 400-m radius is estimated about 135-200 per/ha.


Figure 3.4.24 Distance and Area from BRT Stops BRT


Figure 3.4.25 Standard Figures of Floor Area Ratio / Building Coverage Ratio in Japan

150m

300m

400m

7.1ha 28.3ha (21.2ha)

50.2ha (22.0ha)

BRC (Building Coverage Ratio)

FA

R (

Flo

or

Are

a R

ati

o)

Urban Center

with Specific Conditions(transportation nodes, etc.)

Residential AreaSituated in SensitiveNatural Environment

Standard Value forResidential Area with Good

Living Environment

Standard Value for OrdinaryUrbanized Area (Mid-rise

Residential, Industrial, etc.)

Standard Value for UrbanCenter (CBD, New Urban

Center, etc.)

30% 40% 50% 60% 70% 90%80%

100%

200%

300%

400%

500%

600%


- 3-58 -

Table 3.4.11 Concept for Setting of Population Density Area (1) Floor-area

ratio / building coverage ratio

(2) Standard population density considering (1) and building type

(3) Ratio of residential use

(2) x (3)(per/ha)

a) a 150m radium area

7.1ha 300-400% 60-80%

Mainly middle rise

400-500 people

0.5-0.7 200-350

b) a 150-300m radium area

21.2ha 200-300% 40-60%

Mixed low rise/middle rise200-250 people

0.7-0.8 150-200

c) a 300-400m radium area

22.0ha 150-250% 40-50%

Mainly low rise 150-200 people

0.7-0.8 100-150

400m radium area (a)+b)+c))

50.2ha 135-200


3) Policy of setting for population densities around each bus stop

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

Table 3.4.12 Population Density Setting for Areas Around BRT Bus Stop

Criteria for application BRT stop No.

Low density (135 per/ha) area

・In urban plan, the surrounding area is positioned as non- residential use

BS-1、BS-11

Medium density (170 per/ha) area

・In urban plan, the surrounding area is positioned as planning for low and medium density residences and mixed use

BS-2 、 BS-4 、 BS-5 、BS-7、BS-8、BS-10

High density (200 per/ha) area

・In urban plan, the surrounding area is positioned as planning for medium and high density residences

・Possibility of urban plan for the surrounding area (existence of undeveloped site)

BS-3 、 BS-6 、 BS-9 、BS-12


The population densities that are estimated in the above are considered as the densities for 2040. The projected population densities for 2020 and 2030 are estimated, assuming growth at the current growth rates1. According to this strategy, the population densities for each year are shown in Table 3.4.7. As for the population densities for 2013, they are shown as average population densities of

1Future 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.


- 3-59 -

Phuong where the bus stops are located1.

Table 3.4.13 Population Density of Area around BRT Bus Stop by Year (per/ha)

Bus stop No BS-1 BS-2 BS-3 BS-4 BS-5 BS-6 BS-7 BS-8 BS-9 BS-10 BS-11 BS-12

2013 39 34 57 19 19 21 21 30 0 28 0 12

2020 64 69 94 58 58 67 60 66 52 65 35 61

2030 99 120 147 114 114 134 115 118 126 117 85 130

2040 135 170 200 170 170 200 170 170 200 170 135 200


4) Correction for population density considering features of the residents

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

Table 3.4.14 Population Density around BRT Bus Stop Areas by Year(Corrected by a Corrective Coefficient) (per/ha)

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 年 39 34 57 19 19 21 21 30 0 28 0 12

2020 年(×0.6) 38 42 56 35 35 40 36 40 31 39 21 36

2030 年(×0.8) 80 96 118 91 91 107 92 95 101 94 68 104

2040 年 135 170 200 170 170 200 170 170 200 170 135 200


1As 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.


- 3-60 -

5) Population density around the Suoi Tien Terminal station area

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

Table 3.4.15 Population Density around Suoi Tien Station Area (BS-0)


(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 0 0 5

2020 96 0 85

2030 232 0 200

2040 290 0 250


Population density (per/ha)

2013 年 35

2020 年 91

2030 年 170

2040 年 250


- 3-61 -

3.4.4 Demand Forecast Result

(1) Public Modal Share along BRT Route

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


Figure 3.4.26 Daily public trip generation and attraction along BRT Route

(2) Modal Share along BRT Route

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

Table 3.4.17 Modal Share along BRT Route

Year Motorcycle Passenger Car* Public Total

2020 86.7% 4.5% 8.8% 100.0%

2040 73.3% 14.6% 12.1% 100.0% *: Passenger only


(3) BRT Passenger Demand

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


- 3-62 -

Table 3.4.18 BRT Passenger Demand

BRT Stop Name(Tenporary)

2020 2040

3 14

Stop 6

Stop 5

Binh Duong New City

Stop 13

Stop 12

Stop 11

Stop 10

Suoi Tien Terminal

18

122

122

297

322

322

Stop 4

Stop 3

Stop 2

Stop 1

Stop 9

Stop 8

Stop 7

280.1%

4

26

26

164

118

314

151

151

182

182

69

71

71

70

43

42

43

49

49

52

BRT Demand(100Pax/day/direction)

IncreaseRatio

371.3%

371.3%

312.9%

454.1%

454.2%

446.6%

350.8%

350.8%

497.1%

515.9%

463.0%

463.0%

431.1%


Table 3.4.19 Number of Passenger and Passenger x km of BRT

Item Unit 2020 2040No of Passenger Pax/day 20,005 84,995Passenger x km Pax*km/day 250,118 973,567



- 3-63 -


Figure 3.4.27 BRT Passenger Demand (2020, Unit:100Pax/day)


Figure 3.4.28 BRT Passenger Demand (2040, Unit:100Pax/day)


- 3-64 -

(4) Traffic Demand on Road Network

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


Figure 3.4.29 Traffic Demand on Road (2020)


Figure 3.4.30 Traffic Demand on Road (2040)

BD New City

BD New City

STT St.

STT St.


- 3-65 -

3.5 Operation Plan

3.5.1 Required Number of Vehicles for BRT Operation

The number of bus vehicles of this BRT project needs to meet passenger demands with reflecting effect of the New Eastern Bus Terminal project, the operation of HCMC metro Line 1, as well as the increase in population along the route. Determination on the number of vehicles that will be counted based on capacity to transfer maximum number of passengers in 1 hour (number of passengers at 1 peak hour) after estimating number of BRT passengers. About the rate of BRT passengers at each time per day, we referred the data of public transport passenger rate at the area closed to Thu Duc Station and Suoi Tien Terminal (figure 3.5.1). This data was collected from the SAPI Study. It is estimated that demands in peak hours occupies 13.5% total of demands, demands out of peak hours is 8% total of demands, occupied 60% in compare with peak hours demands.


Figure 3.5.1 Passenger raitio per hour

Basing on BRT passenger demand and the maximum number of passengers, the number of necessary vehicles is counted as following formulations: Number of passengers at peak hour = Number of BRT passengers x Rate of demands at peak hour

Number of required vehicles at peak hour (one way) = Number of passengers at peak hour

÷ Number of passengers in each vehicle

Operated interval = 60 (minutes) ÷ Number of required vehicles at peak hour

Number of required vehicles = Number of buses required in the peak period +(Round trip time + round trip time for

driver waiting－peak 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).

0.0%

2.0%

4.0%

6.0%

8.0%

10.0%

12.0%

14.0%

6:00

8:00

10:00

12:00

14:00

16:00

18:00

20:00

22:00

0:00

2:00

4:00

Peak Ration per 24hours

Public_Pax (Suoi Tien)

Ben Thanh to Suoi Tien

Suoi Tien to Ben Thanh


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Table 3.5.1 Required number of vehicles in case of same interval operation as MRT


Table 3.5.2 shows arrangement plans of BRT vehicle.

Table 3.5.2 BRT vehicle arrangement


3.5.2 Yearly Operation Plan

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

2018 2019 2020 2021 2022 2023 2024 2025 2030 2040 2048

2,501 5,001 20,005 23,255 26,504 29,754 33,003 36,253 52,500 84,995 110,991

A 708 1,416 7,081 8,231 9,381 10,532 11,682 12,832 18,583 32,159 41,995

B A*13.5% 96 191 956 1,111 1,266 1,422 1,577 1,732 2,509 4,341 5,669

Articulated bus C 140 140 140 140 140 140 140 140 140 140 140

Standard bus D 80 80 80 80 80 80 80 80 80 80 80

Articulated bus E B/2/C*85% 0 0 4 5 5 6 7 7 11 18 24

Standard bus F B/2/D*85% 2 3 7 8 9 10 12 13 18 32 42

Number of vehicles forpeak hour

Total G D+F 2 3 11 13 14 16 19 20 29 50 66

Peak hour H 60/G 30 20 5.5 4.6 4.3 3.8 3.2 3.0 2.1 1.2 0.9

Off-peak I H/0.6 50 33 7.1 6.3 5.3 4.8 4.3 4.0 2.7 1.6 1.2

Ｊ 35 35 32.5 32.5 32.5 32.5 32.5 32.5 32.5 32.5 32.5

K 25 25 30.0 30.0 30.0 30.0 30.0 30.0 30.0 30.0 30.0

L J/K*60 85 85 65 65 65 65 65 65 65 65 65

M (L+15)*2 200 200 160 160 160 160 160 160 160 160 160

N G+(M-60)/I 7 10 25 29 33 37 42 45 66 114 149

Articulated bus O E 0 0 4 5 5 6 7 7 11 18 24

Standard bus P N-O 7 10 21 24 28 31 35 38 55 96 125

Q R+S 9 13 29 33 37 48 47 50 74 126 165

Articulated bus Ｒ O*1.1 5 6 6 7 8 8 13 20 27

Standard bus Ｓ P*1.1 9 13 24 27 31 35 39 42 61 106 138

1 way distance(Km)

Speed (Km/h)

The largest number of passengers/direction

Number of vehicles required for operatingTotal

Vehicle Capacity

Number of vehiclesrequired at peak 30min

Time intervals（minutes）

Total Number of vehicles required ending stocks（Including reserve vehicles）

Year

Demand estimate for BRT（Number of passengers uses per day）

Number of passensers at peak hour（The largest number of passengers）

Running time / 1 way（minutes）

Running time / 2 way（minutes）

2017 2018 2019 2020 2021 2022 2023 2024 ～2030 ～2040 ～2048

Articulated bus 0 0 5 1 0 1 1 0 7 6 6

Standard bus 9 4 11 3 4 4 4 3 23 41 32

Articulated bus 9 6

Standard bus 47 29

Articulated bus 0 0 5 6 6 7 8 8 15 21 27

Standard bus 9 13 24 27 31 35 39 42 65 106 138

9 13 29 33 37 42 47 50 80 127 165

Year

Total Number of vehicles ending stocks

Number of vehiclesending stocks

Alternate

Procurement


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last departure from Suoi Tien Terminal). Excepting year of 2020, other years’ data counted normally as the same rate as 2020, shown in following table

Table 3.5.3 Number of BRT operation (Year 2020)


Table 3.5.4 BRT Operation Intervals and Number of trips


3.5.3 Business balance

(1) Fare structure

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

Time Zone 5h 6h 7h 8h 9h 10h 11h 12h 13h 14h Total

Number of trips (1 way)by standard bus

7 11 9 1 8 8 1 11 8 1 65

Number of trips (1 way)by Articulated bus

4 4 4 4 16

Time Zone 15h 16h 17h 18h 19h 20h 21h 22h 23h Total

Number of trips (1 way)by standard bus

11 7 11 9 8 4 5 4 2 61

Number of trips (1 way)by Articulated bus

4 2 6

148

2018 2019 2020 2021 2022 2023 2024 2025 2030 2040 2048

7 10 25 29 33 37 42 45 66 114 149

9 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

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 0 0 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

Standard bus 1,889 2,834 8,190 9,668 11,146 12,624 14,102 15,581 22,971 37,752 48,828

Articulated bus 0 0 1,404 1,638 1,872 2,106 2,340 2,574 3,744 6,084 8,112

Total 1,889 2,834 9,594 11,306 13,018 14,730 16,442 18,155 26,715 43,836 56,940

Total distanceof running[km/day]

Number of trips (1 way)

Total required number of vehicles

Number of trips (2 ways)

Year

Time intervals（minutes）

Distance of 1 way (Km)

Speed(Km/h)

Running time/ 1way（minutes）

Number of vehicles required foroperation


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Table 3.5.5 BRT Fare Structure

Starting fare for 12 km 10,500 VND/Pax

Fare for additional 1 km 525 VND/Pax

Fare for the whole BRT route 21,788 VND/Pax


(2) Cost and Income for BRT Operation

The income was calculated by passenger demand and average boarding fare, 12,020VND. In the meantime, we calculated the operating cost as presented in the following table by multiplying the unit cost of the operating expenses per kilometer traveled (excluding vehicle depreciation cost and taxes) at the point of a fare revision applied by PHUONG TRINH, a fixed-route bus operator, in December 2013, which we obtained from the Binh Duong Management and Operation Center Public Transportation, by the total kilometers covered. We calculated the operating cost for articulated buses as 1.5 times the cost for ordinary buses based on our test calculation of unit cost per kilometer, taking into account the actual fuel and vehicle repair expenses for articulated buses in Japan that are twice and 1.5 times as high as those for their ordinary counterparts, respectively.

Table 3.5.6 Cost and income for BRT operation


Year 2018 2019 2020 2021 2022 2023 2024 2025 2030 2040 2048

Standard busdistance of running/ day (km)

A 1,889 2,834 8,190 9,668 11,146 12,624 14,102 15,581 22,971 37,752 48,828

Articulated busdistance of running/ day (km)

B 0 0 1,404 1,638 1,872 2,106 2,340 2,574 3,744 6,084 8,112

Total distance of running/ day (km) 1,889 2,834 9,594 11,306 13,018 14,730 16,442 18,155 26,715 43,836 56,940

Passenger demands C 2,501 5,001 20,005 23,255 26,504 29,754 33,003 36,253 52,500 84,995 110,991

Revenues by tickets（1.000VND） D @12,020VND*C 30,058 60,115 240,460 279,519 318,578 357,637 396,696 435,755 631,050 1,021,640 1,334,112

Operating expenses（1.000VND）Except

depreciation30,228 45,343 164,736 194,002 223,267 252,533 281,798 311,064 457,392 750,048 975,936

Standard bus E ＠16,000VND*A 30,228 45,343 131,040 154,690 178,339 201,989 225,638 249,288 367,536 604,032 781,248

Articulated bus F ＠24,000VND*B 0 0 33,696 39,312 44,928 50,544 56,160 61,776 89,856 146,016 194,688

Revenues by tickets（Million VND） G D*365 10,971 21,942 87,768 102,024 116,281 130,538 144,794 159,051 230,333 372,899 486,951

Operating expenses（Million VND）Except

depreciation11,033 16,550 60,129 70,811 81,493 92,174 102,856 113,538 166,948 273,768 356,217

Standard bus H E*365 11,033 16,550 47,830 56,462 65,094 73,726 82,358 90,990 134,151 220,472 285,156

Articulated bus I F*365 0 0 12,299 14,349 16,399 18,449 20,498 22,548 32,797 53,296 71,061

Yearly

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