Transport Development Strategy for Hanoi (HAIDEP) · services • Car numbers may not decrease much...

21 – 23 June 2006, HanoiALMEC Corporation, Japan

Transport Development StrategyTransport Development Strategyfor Hanoi (HAIDEP)for Hanoi (HAIDEP)

The International Seminar on Sustainable Land Use and The International Seminar on Sustainable Land Use and Transport PlanningTransport Planning

1

TopicsTopics

• Development trend in Vietnam

• Context and approach

• Regional transportation development

• Urban transportation situation

• Urban development orientation

• Urban transportation development orientation

• UMRT development

• Other important areas of concern

• Investment plan and evaluation

2

• Urbanization• Industrialization• Motorization• Globalization

Growth of cities (no. and size)Economic growth with changes in sector structureChanging lifestyles and diversifying needsIncreasing concern on environmentIncreasing difficulties in sector management

GDP per capita (US$, log)

0

20

40

60

80

10 100 1000 10000 100000

Urb

an P

opul

atio

n R

atio

(%)

JapanKorea

Philippines

Thailand

China

Indonesia

Malaysia

CambodiaVietnam

Development Trend in VietnamDevelopment Trend in Vietnam

3

• Increasing traffic congestions and worsening safety and environment.

• Weak traffic management.• Low awareness of traffic rules and safety.• Insufficient public transport services.• Lack of roads and slow development.• Lack of funding and funding mechanism.

Need for comprehensive and strategic approach.

Context and ApproachContext and ApproachMain Issues in Urban Transportation Main Issues in Urban Transportation

4

• Integrated development:Transportation, urban development, and land use/ environment.Inter-city and urban.Intermodal role-sharing.Infrastructure and services.

• Infrastructure development < service provision and management.

• Public-transport-based urban growth and development.• Sustainable funding and project prioritization.• Critical attention to key social and environmental issues.

Approach to Urban Transportation DevelopmentApproach to Urban Transportation Development

Context and ApproachContext and Approach

5

• “to promote the effective growth of Hanoi” and “to ensure necessary mobility and accessibility to urban services for the people and society”

Goal of the Transportation SectorGoal of the Transportation Sector

Objectives of the Transportation Sector Objectives of the Transportation Sector

• Develop integrated/ intermodal urban transportation system with competitive international/regional intermodaltransportation network to provide seamless service for trade andpassenger travel.

• Build efficient, high-quality public transportation systemthrough combined urban rail, BRT, feeder bus, taxi, and others to decongest traffic and ensure accessibility and public safety.

• Establish effective management system to optimize available infrastructure, including maintenance, traffic control, parking management, safety, air pollution, etc as well as sustainable funding mechanism.

Context and ApproachContext and Approach

6

Regional TranspRegional Transportationortation DemandDemandInterprovincial Traffic Distribution in the Study Area

0

200

400

600

800

1,000

1999 2005 2020

Railw ayRoad BusRoad Car

000 No/ day

(%)107417

(%) 86725

(%) 8

40

52

0

100

200

300

400

500

1999 2005 2020

Railw ay CargoIWTRoad Truck

000 Tons/ day

(%)121177

(%) 43363

(%) 4

40

56

PassengerPassenger FreightFreight

Regional Transportation DevelopmentRegional Transportation Development

7

• Regional coordination/integration• Growth corridors• Competitive industrial development and market integration• Strategic transport system development

Regional Development DirectionRegional Development Directionss

• Effective urban development• Strengthen urban – rural

linkages• Effective land-use and

environmental management• Social and cultural

integration and development• Strengthen development

administration


8

• Balanced development for mutual benefits for and role-sharing among Hanoi and neighboring areas

• Strategic transportation and infrastructure development

Spatial Structure in Areas within 30Spatial Structure in Areas within 30--50 km Radius from50 km Radius fromHanoi and Role of TransportationHanoi and Role of Transportation


9

City Including Walking

Excluding Walking

HCMC 3.0 2.5Hanoi 2.6 2.0Bangkok 2.3 n.aTokyo 2.6 n.a

• High mobility80% of households own a M/C45% of households own more than 2

• Good accessibilityaverage travel time to work: 20 minutes

• Bad safetyhigh accident rate: highest in Asia

Trip Rate (no. of trips/day/person)

Urban Transportation SituationUrban Transportation SituationCharacteristics of Urban Transportation Characteristics of Urban Transportation

Assessment (%)Ave. Travel Time (min)

Bad So-so Good

Walking 13.1 1.2 27.0 71.7Bicycle 17.9 3.1 37.5 59.4Motorcycle (Driving) 20.8 4.9 40.0 55.1

Motorcycle (Passenger) 19.3 3.1 33.2 63.8

Xe om 20.8 5.3 46.9 47.8Car 49.0 3.8 31.0 65.2Bus 45.0 6.2 45.0 48.8Others 54.9 4.0 38.0 58.0TOTAL 19.1 3.2 35.0 61.8TOTAL (excluding

walking)21.9 4.2 38.7 57.1

10

Hanoi HCMC

19951) 20052) 19963) 20024)

Bicycle 61.1 27.9 32.0 13.6Motorcycle 35.8 59.6 64.0 79.0

Car 1.1 2.5 1.0 1.6Bus 0.6 5.6 2.0 2.1Others 1.4 4.5 1.0 3.8

Total 100.0 100.0 100.0 100.0

Mode

1) SIDA VUTAP (urban districts only)2) HAIDEP HIS

3) HCMC Transport Study (1996, DFID)4) JICA HOUTRANS

Urban Transportation SituationUrban Transportation Situation

Significant Shift in Modal ChoicesSignificant Shift in Modal Choices

Modal Shares of Person Trips (%)

11

M/C Car Bus

Space EfficiencyPCU 0.25 ~ 0.5 1.0 2.5

Ave. Occupancy

1.36 2.02 17.92

Loading Capacity/PCU

2.7 ~ 5.4 2.0 7.2

VOC at 20 kph(VND/vehicle-km)

582 3,178 5,082

VOC at 20 kph(VND/pass.-km)

435 1,573 284

Cost Efficiency

Number of Lanes(Two-way)

6+ lanes4 lanes2 lanes1 lane

(One-way)

4+ lanes3 lanes2 lanes

Number of Lanes(Two-way)

6+ lanes4 lanes2 lanes1 lane

(One-way)

4+ lanes3 lanes2 lanes

Motorcycle EfficiencyMotorcycle Efficiency

Urban Transportation SUrban Transportation Siittuuaattiioonn

12

Future of Motorcycles and CarsFuture of Motorcycles and Cars Urban Transportation SUrban Transportation Siittuuaattiioonn

0.1

1.0

10.0

100.0

1000.0

100 1,000 10,000 100,000GDP[US$]

MalysiaThailand

Two-

whe

eled

veh

icle

ow

ners

hip

ratio

[veh

icle

/1,0

00po

p]

Japan

Korea

PakistanPhilippines

Developed Countries

HICs

UMICs

LMICs

LICs

LLDCs

Bangladesh

Lao

Vietnam

Mongolia

Sri Lanka

Indonesi

Taiwan

Singapore

Hong Kong

CambodiaIndia

M/C Hanoi HCMC

In year 2000

0.1

1.0

10.0

100.0

1000.0

100 1,000 10,000 100,000GDP[US$]

India

Four

-whe

eled

veh

icle

ow

ners

hip

ratio

[veh

icle

/1,0

00po

p]

Laos

Mongolia

PhilippinesPakistan

Indonesia

Bangladesh

Vietnam Developed Countries

HICs

UMICs

LMICs

LICs

LLDCs

Cambodia

Sri Lanka

Thailand

Japan

Hong Kong

Taiwan

SingaporeKorea

MalysiaCarHanoi

HCMC

In year 2000

Hanoi: 2003HCMC: 2002

Hanoi: 2003HCMC: 2002

13

• Traffic safety on roads is the most serious concern of the people.

• Providing adequate public transportation services is much expected by the people.

• People are against paying additional charges/fees.

People’s Expectation for the Future

People’s Concerns on Transportation Services

Need to promote social Need to promote social understanding and understanding and acceptance of policiesacceptance of policies

0%

10%

20%

30%

40%

50%

60%

Traffi

c sa

fety

Road

s and

facil

ities

Traff

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force

ment

Trav

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nditio

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Traff

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Publi

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Air po

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m vehic

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Walk

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nditio

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Parki

ng at

desti

natio

n

Parki

ng at

home

1

2

3

4

5

Asse

ssm

ent

(ave

rage

)

Most ImportantAssessment Point

Very Good

Good

So-so

Bad

Very Bad0

10

20

30

40

50

60%

Traffi

c sa

fety

Road

s and

facil

ities

Traff

ic en

force

ment

Trav

el co

nditio

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Traff

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Publi

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Air po

llutio

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Walk

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nditio

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Parki

ng at

desti

natio

n

Parki

ng at

home

1

2

3

4

5

Asse

ssm

ent

(ave

rage

)

Most ImportantAssessment Point

Very Good

Good

So-so

Bad

Very Bad

0%10%20%30%40%50%60%70%80%90%

100%Tr

affic

Rules

Bus P

riorit

yRe

strict

ed A

rea

Tax

User

Cha

rge

0%10%20%30%40%50%60%70%80%90%

100%

Public

Trans

port

Traff

ic Ru

lesBu

s Prio

rity

Restr

icted

Are

aPr

ivate

secto

r

parti

cipati

on Tax

User

Cha

rge

0%10%20%30%40%50%60%70%80%90%

100%Tr

affic

Rules

Bus P

riorit

yRe

strict

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rea

Tax

User

Cha

rge

0102030405060708090

100%

Public

Trans

port

Traff

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lesBu

s Prio

rity

Restr

icted

Are

aPr

ivate

secto

r

parti

cipati

on Tax

User

Cha

rge

NoNot SureYes

NoNot SureYes

PeoplePeople’’s Opinions on s Opinions on Urban Transportation Urban Transportation

Urban Transportation SUrban Transportation Siittuuaattiioonn

14

Future Populations (2020)Future Populations (2020)

Area 1998 MP HMA Plan Trend Proposed

Urban 2,8002) 3,7004) 4,0002) 3,9002)

Rural 1,100 6003) 800 600

Total 3,900 4,300 4,800 4,500

Adjacent Area1) n.a. 800 300 600

Total n.a. 5,100 5,100 5,100

Hanoi

1) Including Ha Dong, Tram Troi, and An Khanh in Ha Tay Province; Phuc Yen and Me Linh in Vinh Phuc Province; Tu Son in Bac Ninh Province; and Nhu Quynh in Hung Yen Province.

2) Including Soc Son.3) Rural population by 2020 was estimated based on the 2010 figure, which was calculated

based on the total population of Hanoi City forecasted in the SEDP 2006-2010.4) The HMA Development Plan of MOC (2005) estimated that the population growth of

Hanoi between 2003 and 2020 would be 1.9 million comprising natural growth and migration on top of the existing 1.8 million as of 2003.

Urban Development OrientationUrban Development Orientation

Hanoi and Integrated Areas

15

• Population of Hanoi: 4.5 millionurban: 3.9 millionrural: 0.6 million

• Population of integrated urban areas of adjoining provinces: 0.6 million

• Water, green & culture as backbone of the city

• Public transport-based city• Polycentric spatial structure within

the city and in the metropolitan areas

• Integrated land-use and transport infrastructure

• Separation/Proper interface of inter-city and urban transport


Proposed Draft General Proposed Draft General Plan, 2020Plan, 2020

16

• Growth towards north, west, and east

• Expansion of urban areas beyond Hanoi’s boundary

• De-densification of city center population


Population DistributionPopulation Distribution

17

Development of Development of Modern and Modern and Competitive Competitive SubcentersSubcenters


18

Urban Transportation Development OrientationUrban Transportation Development Orientation

Planning PrinciplesPlanning Principles• Effective interface between regional and urban transport• Comprehensive and integrated development

– intermodal linkages (road, rail, IWT, air)– passenger and cargo

• Transport development integrated with urban growth management– mass transit development to improve accessibility to

and promote investment in the city centre– mass transit development to promote suburbanization

efficiently and effectively• Effective use of transport infrastructure/ facilities

– traffic management, demand management, pricing– maintenance

• Stage development

19

◄◄ Main Components Main Components ►►

• Development of roads and strengthening of road network

• Long-term strategies for mass transit development

• Modernization of bus services

• Strengthening road traffic control and management

• Enhancement of social awareness on traffic rules and safety

• Expansion of funding sources

Planning Scope Planning Scope • Comprehensive transport system

(provincial/urban transport, intermodal, logistics

• Road network and facilities• Traffic management/ safety• Public transportation system• Transport space/ environment• Transport sector administration

◄◄ Modal Share of Urban Transportation Modal Share of Urban Transportation ►►

2005 2010 2020

50%M/C

Car

7.8 mil trips/day

15.1 mil trips/day


Bus

Metro

Taxi, etc

20

Future DemandFuture Demand• If current trend

continues, car traffic will increase while M/C will not decrease much.

➞need for proactive measures to expand public transportation services

• Car numbers may not decrease much even if public transportation services are much improved.

➞need for drastic measures to control car use

◄◄ Estimated Future DemandEstimated Future Demand ►►

20202005

Trend PT 30%

PT 50%

Bicycle 25.6 19.3 16.0 11.7

Motorcycle 63.9 44.0 33.8 20.6

Car 3.7 26.1 20.0 18.0

Public Transport 1) 6.8 10.6 30.2 49.5

% 100 100 100 100

Million trips/day 6.2 11.1 11.1 11.1

Total

1) Public transportation includes rail, BRT, and bus.

◄◄ Impact of Demand on Road Traffic Impact of Demand on Road Traffic ►►

• Traffic demand: 1.88• Ave. trip length: 1.36• Shift to cars: 1.26

1.88 x 1.36 x 1.26 = 3.2 times

Urban Transportation Development Urban Transportation Development OOrriieennttaattiioonn

21

◄◄ Traffic Volume Traffic Volume ►► ◄◄ V/C Ratio V/C Ratio ►►

M/CCarBusTruck

PCU - 1.0

1.0 - 1.21.2 - 1.51.5 -

V/C

Future Demand (2020 DoFuture Demand (2020 Do--Nothing Case)Nothing Case)


22

Road Planning PrinciplesRoad Planning Principles

117 projects with total length of 596km

• Remove bottlenecks including missing links and problem intersections.

• Segregate interprovincial and urban traffic and provide adequate interface measures.

• Build clear hierarchy (primary, secondary, tertiary) and ring and radial roads.

• Further improve technical standards for roads and road facilities (safety, efficiency, beautification).

• Establish more effective mechanisms for road development (resettlement, integrated land use, networking, funding).


23

Road ProjectsRoad Projects

Primary Road Secondary Road

◄◄ CrossCross--sectionssections ►►

Project Cost (Mill. US$)

Construction Cost

Earth Works/ Inter-

change

Bridge

Express Way

21 65 0 47 2 114

Urban Primary

260 884 1,356 2,165 342 4,747

Urban Secondary

189 253 0 1,761 219 2,233

Total 470 1,202 1,356 3,973 563 7,094

Land Cost

Com-pensa-

tionCost

Total

Proj. Total

Length (km)

◄◄ Estimated Project CostsEstimated Project Costs ►►


• Urban growth management

• Traffic demand• Network

configuration• Resettlement/Envi

ronmental constraints

• Cost recovery

Short term (2006 – 2010)Medium term (2011 – 2015)Long term (2015 – 2020)On-going

◄◄ Location of Road ProjectsLocation of Road Projects ►►

24

Road Development in HanoiRoad Development in Hanoi２００５２０２０

Length(km)

Density(km/km2)

Length(km)

Density(km/km2)

Tertiary 509 0.60

Urban Primary 363 0.43

Urban Secondary 257 0.30

Total 690 0.82 1,129 1.34

690 0.82

◄◄ Road Length and Road DensityRoad Length and Road Density ►►

◄◄ Road Density Road Density International Comparison International Comparison (HAIDEP 2020)(HAIDEP 2020) ►►

• Road density will be significantly improved with construction of 470 km of primary and secondary roads. (approximately 30 km per year for next 15 years)

• Tertiary roads must be constructed in accordance with urban development. A mechanism must be worked out that they are constructed primarily by developers

11.6

2.3 1.9 1.0


15.8

12

8.5

2.5

7.4

0.6

11.56

2.25 1.86 1 1.7

02468

1012141618

Tokyo

(Cen

ter)

Singap

ore

Bangk

ok (C

ity)

Bangk

ok (T

otal)

HCMC (Urba

n Core

)

HCMC (Tota

l)

Hanoi

(Urba

n Core

)

Hanoi

(Urba

n Frin

ge)

Hanoi

(Sub

urban

)

Hanoi

(Rura

l)Han

oi (Tota

l)

(%)

25

V/C Ratio Average Travel Speed

2020(PT share)

2020(PT share)

District2005

10% 30%

Ba Dinh

Hoan Kiem 0.52 0.86 0.72 25 18 22

Hai Ba Trung 0.48 0.81 0.73 29 24 28

Dong Da 0.72 0.96 0.83 16 17 22

Thanh Xuan 0.52 0.90 0.78 28 25 32

Cau Giay 0.38 0.85 0.68 38 25 32

Hoang Mai 0.44 0.91 0.79 29 27 35

Long Bien 0.76 1.11 0.94 18 15 21

Tu Liem 0.29 0.75 0.57 35 34 45

Soc Son 0.27 0.65 0.52 36 33 43

Gia Lam 0.42 0.98 0.89 37 24 26

Tay Ho

Thanh Tri

Dong Anh

0.63 1.10 0.87 27 13 23

Suburban 0.33 0.92 0.86 27 31 36

0.42 1.01 0.78 29 20 31 Rural

Urban Fringe

10% 30%

0.62 0.97 0.81 21 15 20

Urban Core

2005

1) PT= public transportV/C= volume capacity

Performance of Proposed Main Road NetworkPerformance of Proposed Main Road Network

• Future level of traffic services will be reasonable and roads are more effectively used for traffic

• However, if public transport is not adequately provided, the situation get worse, especially in the city center districts.


26

Bridges across the Red RiverBridges across the Red River

Traffic congestion on the bridges will be solved by raising public transportation share to 30%.The remaining congestion around Chuong Duong Bridge can be alleviated by setting a toll (e.g. US$ 1 per crossing).

Capacity(000 PCUs/day)

Traffic Volume (000 PCUs/day)

2020Theoretical Practical 2005

(Actual) Trend (PT share 10%)

PT share 30%

Thang Long 4 64 96 61 146 83

Nhat Tan(New) 6 110 166 - 127 109

Ring Road 4(New) 4 88 132 - 137 87

Total 14 263 394 61 410 279

Long Bien 2 18 27 23 55 129

Chuong Duong 4 77 116 123 213 149

Vinh Tuy(New) 6 110 166 - 112 103

Thanh Tri(New) 6 110 166 - 109 100

Ring Road(New) 4 88 132 - 85 80

Total 19 355 533 146 574 461

Total 33 618 927 207 984 740

East

North

Bridge No. of Lanes


2784

Comprehensive Road and Urban Area Development Comprehensive Road and Urban Area Development Practice in JapanPractice in Japan


28

Before

After


Example of a Comprehensive Area Development ApproachExample of a Comprehensive Area Development Approach

29

Opening Year of the Subway and Population in the City

Data source: UN (2004); http://osamuabe.ld.infoseek.co.jp

Metro is introduced in urban areas with populations of more or Metro is introduced in urban areas with populations of more or less 3 million.less 3 million.

UMRT DevelopmentUMRT DevelopmentWorld Experiences in Metro DevelopmentWorld Experiences in Metro Development

0

4000

8000

12000

1850 1900 1950 2000Year of sub-way (first) operation

City

pop

ulat

ion

('000

per

sons

)

Europe/USCIS/East EuropeAsiaLatin America/Africa

Calcutta

London

Budapest

Tokyo

Seoul

Beijing

Bangkok

Taipei

Teharan

Paris

30

Opening Year of First Metro and Vehicle Ownership Rate

Asian cities introduced metro even when vehicle Asian cities introduced metro even when vehicle ownership rates were relatively low.ownership rates were relatively low.

UMRT DevelopmentUMRT Development

31

Opening Year of First Subway and Per Capita GDP

Asian cities introduced subway at relatively lower Asian cities introduced subway at relatively lower levels of per capita GDP.levels of per capita GDP.

0

4000

8000

12000

16000

1850 1900 1950 2000Year of sub-way (first) operation

GD

P pe

r cap

ita (1

990

PPP

$)

Europe/USCIS/East EuropeAsiaLatin America/Africa

Calcutta

LondonBudapest Tokyo

Seoul

Beijing

Bangkok

Taipei

Teharan

Paris


Data source: UN (2004); http://osamuabe.ld.infoseek.co.jp

32

• Introduction of metro in the early stage of urbanization, motorization. and economic development.

• Development of good network including feeder services by other public transport modes such as bus and taxi.

• Long-term commitment to development strategies including integrated urban development, funding and private sector participation, comprehensive traffic management, technical standards, and public support.


Success FactorsSuccess Factors

33

● Station Coverage(within 10 minutes

walk)

Tokyo Singapore


ExamplesExamples

34

UMRT forms the core system to a public transport-based city.

Formulate long-term network development plan and phased development strategy.Segregate interprovincial and urban traffic:

Complete ring route of Vietnam RailwayConvert existing VR routes within ring route into urban rail

Develop integrated system:Interprovincial and urban servicesAmong different linesFeeder servicesTechnical standardsUrban development

Involve private sector.

UMRT Development for HanoiUMRT Development for Hanoi


• Strategies

35

Line Lengh(km)

System/Structure

1. Yen Vien – Ngoc Hoi 25

LRT, elevated using VNR but separate line in long-term

2. Hanoi Station – Ha Dong 15

3. Bac Co – Nhon 16

4. Hanoi Station –Noi Bai 25

LRT, metro, elevated using VNR (Nam Thang Long –Tang Mi) but new parallel line in long-term

5.Daewoo – TrungKinh – Hoa Lac 38

6. Giap Bat Station –Nam Thang Long 35

7. Buoi – Dong Anh –Soc Son 30

8. Co Bi – Uy No 26

Total 210

Depends on the development in the north of the Red River

LRT, Metro, elevated

LRT, Metro, elevated

MOT Plan on Urban Rail in Hanoi MOT Plan on Urban Rail in Hanoi


36

Proposed UMRT (Urban Mass Rapid Trasit) Network Proposed UMRT (Urban Mass Rapid Trasit) Network

Urban RailUM

RT

Underground

Elevated

At-grade Total

BRT(At-

grade)Total

1 nil 12.9 21.6 34.5 nil 34.5

2 22.3 8.0 15.7 46 17 63

3 15.9 2.6 14.5 33 10 43

4 nil nil nil nil 52.5 52.5

Total 38.2 23.5 75.3 113.5 79.5 193

(km)

• Urban rail for high-demand corridors, BRT for low-demand corridors.

• Possible future upgrade of BRT to urban rail when demand increases.

• Underground system in the area within ring roads 2 and 3.

• Integration of adjoining urban areas (Ha Tay, Vinh Phuc, Bac Ninh, Hung Yen).1

1

1

2

2 2’

2’

3

3’

3

4

44


37

Importance Importance of Integrated Urban Developmentof Integrated Urban Development• Efficient and effective use of

lands (control of urban sprawl).

• Reduction in urban infrastructure costs.

• Increase in convenience in access to various urban services.

• Creating new and diversified commercial/business development opportunities.

• Increase in UMRT ridership.

Mutually beneficial to urban and transport sectors.

Urbanized Area

UMRT LineIntermodal FacilitiesFeeder Service


38

Estimated Traffic Demand (2020)

Estimated Demand Estimated Demand

UMRT Line

Length (km)

No. of Pax/day

(000)

TrafficDensity

(Pax-km/Route-km)

1 34.5 481 138,000

2 63 588 112,800

3 43 274 69,700

4 52.5 281 69,300

Total 193 1,624 98,100

Passenger/day25,000 50,000

• High demand to/from city center.

• Heavy demand on lines 1 and 2.

• Average travel distance: 11.3km.

• Demand increase with strict control of private vehicle use.

Cross-section Demand, 2020UMRT DevelopmentUMRT Development

39

Importance of Railway Network ConfigurationImportance of Railway Network ConfigurationNetwork Configuration in CBD • One line has little effect.

• Must be in the form of a network with convenient transfers.

• Wide coverage in CBD.• Efficient connection with

outer areas.

Multimodal/Interchange StationIntermediate Stations

Line 1

Line 3

Line 3

Line 1

Line 2

500m circle

Line 1

CBD

Extension along Growth Corridors


40

• Smooth transfer• Feeder services• Integrated development

Rail+Bus+Port+commercial facilities (Hong Kong Station)

Busway+community centre(Curitiba, Brazil)

MRT+bus+public housing (Singapore)


Multimodal Interchange Stations/ TerminalsMultimodal Interchange Stations/ Terminals

41

Available SystemsAvailable Systems

MRT in Singapore

LRT in San FranciscoLRT in Manila

Metro in Taipei


Metro in Tokyo

42

Other Important Areas of ConcernOther Important Areas of Concern

Bus and other public transportation services Bus and other public transportation services (taxi, (taxi, xexe omom, , cyclocyclo))Traffic managementTraffic managementParkingParkingTraffic safetyTraffic safetyWater transportationWater transportationFreight transportationFreight transportationResettlement and ROW acquisitionResettlement and ROW acquisitionCapacity buildingCapacity building

43

Investment Plan aInvestment Plan annd Evaluationd Evaluation

Project CostProjects No. of

ProjectsLength

(km) US$ mil. %

Urban Roads 117 596 7,6821) 30.7

Traffic Safety 10 50 0.2

Public Transportation 2 3492) 1.4

Traffic Management 5 384 1.5

UMRT 6 193 5,619 22.5

Subtotal 140 14,084

Roads 20 2,691 4,6103) 18.4

Railway 12 2,582 10.3

Airport 2 3,540 14.2

Inland Waterway 5 178 0.7

Subtotal 39 10,910

TOTAL 179 24,994 100.0

REG

ION

AL

UR

BA

N

Source: HAIDEP Study Team.1) ROW cost = US$ 4.937 million.2) ROW cost = US$ 303 million.3) ROW cost = US$ 903 million.

Summary of TransportSummary of Transportationation Master Plan ProjectsMaster Plan Projects

44

Performance of Transportation Master PlanAreas Reachable within 30Areas Reachable within 30-- and 60and 60--Minute Travel to/from Minute Travel to/from HoanHoan KiemKiem Lake Lake

2005 2020 MP Network Scenario

2020

HAIDEP NetworkDo-Something (Committed)

Network With UMRT With UMRT & TDM

Average Travel Speed (km/h) 26.0 9.4 22.0 35.2

Average Volume/ Capacity Ratio 0.40 1.13 0.69 0.52

2005

Areas reachable within 30 minutes

Areas reachable within 60 minutes

2020Do-nothing Case

Investment Plan and EvaluationInvestment Plan and Evaluation

45

Funding Opportunity• Difficult to fund all projects by 2020 (US$ 14 billion for

urban projects).• Need for prioritization.• Need for expanding funding mechanism, user charges,

development benefits.


Preliminary Budget Envelope • Scenario 1:

GDP Growth = 8%/yr (2006-2020)% of transportation sector to GDP = 5%Possible budget envelope = US$ 5,500 mil.

• Scenario 2:% to transportation sector to GDP = 2.5%Possible budget envelope = US$ 2,750 mil.

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Investment Requirement Possible Funding Source

$ 18.2 bil.

US$ 21.3 – 24.1 bil.

Conventional Fund Source

Private participation1)

TDM

Fuel Price

Area Licensing

Parking Fee

Vehicle Registration Car

M/C

Other works (30% of M/P)

Roads

Public Transport

Traffic Management/ Environment

Ongoing/Committed

0.5

(1.25% of GDP)

($300)

($3,000)

5.8M/C: VND3,500

Car: VND6,0009.3

3.4

0.8

4.2

M/C: VND7,500/entryCar: VND15,000 /entry1.5 times of existing

1) Urban Expressway: 40%, UMRTs: 40%, Secondary Roads: 20%

1.0

7.9

1.2

2.1

2.4

1.9-4.7


Funding Opportunities (Case of HCMC)

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Project Prioritization• Prioritization is

important.• Adequate evaluation

criteria must be set.• Process must be clear

and transparent.

Identified Projects

Economic Analysis (EIRR)

Private Sector Participation (Income generation)

Promoting urban growth and desired landuse

Social and natural environment (resettlement)

Evaluation Criteria

Proposed Projects

GovernmentPolicy

Budget Envelop


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Integrated/Coordinated Development• Regional, urban and local transport• Transport, urban/landuse and environment• Infrastructure and services• Public private role-sharing and inter-agency coordination.

Public transport development• Political will• Social awareness and support• Effective operation and management

Sector management capacity• Planning• Implementation and monitoring• Funding

Key to Sustainable Transport DevelopmentKey to Sustainable Transport Development

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....thank you for your attention

END

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