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For Ho Chi Minh City Urban Railway Project (Ben Thanh – Suoi Tien Section (Line 1)) (Improvement of Intermodal Station Access)

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For Ho Chi Minh City Urban Railway Project (Ben Thanh – Suoi Tien Section (Line 1)) (Improvement of Intermodal Station Access) Socialist Republic of Vietnam Ho Chi Minh City People's Committee (HCMC PC) Ho Chi Minh City Management Authority for Urban Railways (MAUR) Special Assistance for Project Impementation (SAPI) for Ho Chi Minh City Urban Railway Project (Ben Thanh – Suoi Tien Section (Line 1)) (Improvement of Intermodal Station Access) Final Report Executive Summary Part I: General Issues August 2014 Japan International Cooperation Agency (JICA) ALMEC Corporation Nippon Koei Co., Ltd. Nikken Sekkei Research Institute 1R CR(5) 14-033 Socialist Republic of Vietnam Ho Chi Minh City People's Committee (HCMC PC) Ho Chi Minh City Management Authority for Urban Railways (MAUR) Special Assistance for Project Impementation (SAPI) for Ho Chi Minh City Urban Railway Project (Ben Thanh – Suoi Tien Section (Line 1)) (Improvement of Intermodal Station Access) Final Report Executive Summary Part I: General Issues August 2014 Japan International Cooperation Agency (JICA) ALMEC Corporation Nippon Koei Co., Ltd. Nikken Sekkei Research Institute Exchange rate used in the Report USD 1 = JPY 103.9 = VND 21,036 (Based on the "General Guidelines for the 1st Batch of FY2014 Japanese ODA Loan Projects") PREFACE The output of the “Special Assistance for Project Implementation (SAPI) for Ho Chi Minh City Urban Railway Project (Ben Thanh – Suoi Tien Section (Line 1))”, is organized into the following reports (see table below), each providing detailed findings on specific subjects. Organization of the Study Output Final Report Executive Summary Part I: General Issues 1. Introduction 2. Urban Development and Transport Contexts 3. Review of the International Experience in Intermodal Transfer Improvement 4. Planning Direction on the HCMC UMRT Line 1 Transit Corridor 5. Travel Demand Forecast 6. Conclusion, Recommendations and Next Steps Part II: Feeder Bus Network Part III: Intermodal Facility Part IV: Station Area Planning Development Development 7. Bus Network Planning 9. Concept Plan of Intermodal 13. Concept Plan of Station 8. Feeder Bus Operation Plan Facilities Area Development and Institutional Arrangements 10. Implementation Plan for 14. Project Implementation Intermodal Facilities Mechanisms and Measures 11. Environmental and Social on Station Area Development Considerations 12. Project Evaluation Appendices Appendix A: Bus Network Planning Maps Appendix B: Estimation of Station Plazas Appendix C: Breakdown of Cost Estimation Appendix D: Environmental Legal and Institutional Framework Appendix E: Sensitive Spots along the Feeder Bus Routes Appendix F: Meeting Minutes of Task Team Meetings Appendix G: Breakdown of Benefits for Project Evaluation Investment Project Report (Feasibility Study) Drawings Drawings: Basic Design of Station Facilities Executive Summary SPECIAL ASSISTANCE FOR PROJECT IMPLEMENTATION (SAPI) FOR HO CHI MINH CITY URBAN RAILWAY PROJECT (BEN THANH – SUOI TIEN SECTION (LINE 1)) Final Report Executive Summary EXECUTIVE SUMMARY Study Objectives and Scope 1. The Special Assistance for Project Implementation (SAPI) for the Ho Chi Minh City Urban Railway Project (Ben Thanh - Suoi Tien Section (Line 1)), hereafter known as the HCMC UMRT Line 1, was conducted from August 2013 to July 2014 at the request of the Vietnamese government in order to maximize the effects of the Japanese ODA-funded HCMC UMRT Line 1 project. In order to facilitate greater passenger usage of the HCMC UMRT Line 1, it is necessary that the level of service and environment for intermodal transfer functions be considerably improved. Therefore intermodal facilities such as station plazas, bus stops, pedestrian bridges, car/motorcycle parking and the development of a feeder bus network are necessary. 2. There are three main objectives in this study: (1) to conduct a feasibility study and basic design of intermodal facilities in the station areas of the HCMC UMRT Line 1, (2) to develop an implementation plan of the feeder bus network along the HCMC UMRT Line 1 and (3) to recommend policies and regulations for station area urban development. 3. The scope of the study is the corridor and the 13 station areas (Ben Thanh to Suoi Tien stations) of the 19.7 km long HCMC UMRT Line 1 which lies in Ho Chi Minh City and Binh Duong Province. For the last station on the line, Suoi Tien Terminal, a similar study will be conducted as a separate JICA public private partnership (PPP) study. On the Vietnamese side, counterpart organizations that were included in this study are the Ho Chi Minh People's Committee (HCMC PC), Department of Transportation (DOT), Department of Planning and Architecture (DPA), Department of Planning and Investment (DPI), Department of Construction (DOC), Management Authority of Urban Railways (MAUR) and the Management and Operation Centre for Public Transportation (MOCPT). 4. The overall framework of this study is as follows. It consisted mainly of three main stages. During Stage 1, the tasks of a traffic survey and demand forecasting, examination of the feeder bus network, examination of intermodal facilities and the conceptual design for station area development was conducted from August 2013 to February 2014 and the results were compiled into an Interim Report. During Stage 2, the tasks of developing a feeder bus operation plan and institutional system, implementation plan for intermodal facilities and modification of the urban development master plan was conducted from February 2014 to June 2014 and the results were compiled into a Draft Final Report. Based on feedback from the Vietnamese counterparts, the Draft Final Report was modified and the Final Report was submitted at the end of July 2014. The overall work flow is shown in the following figure. ES-1 SPECIAL ASSISTANCE FOR PROJECT IMPLEMENTATION (SAPI) FOR HO CHI MINH CITY URBAN RAILWAY PROJECT (BEN THANH – SUOI TIEN SECTION (LINE 1)) Final Report Executive Summary Figure ES.1 - Overall Framework of the Study Mobilization and Submission of inception Report August 2013 Analysis of the Existing Conditions Conceptual Traffic Survey Examination of Examination of Design for and Demand the Feeder Intermodal Station Area Forecast Bus Network Facilities 1 Stage Development Discussion on the Interim Report February 2014 Feeder Bus Operation Implementation Plan Modification of Urban Plan and Institutional for Intermodal Development Master System Facilities Plan Stage 2 Stage Discussion on the Draft Final Report June 2014 July 2014 Submission of the Final Report Stage 3 Stage Source: Study Team Urban Development and Transport Contexts Urban Plans in Ho Chi Minh City 5. In Vietnam, urban plans were formulated based on a hierarchical order: (1) a regional plan, (2) a city (provincial) level general plan, (3) a district level general plan and (4) a zoning and detailed plan. The urban plans of (1), (2) and (3) indicate the basic development direction, basic land use plan and location of large-scale infrastructure while the urban plans of (4) indicates a land use plan, infrastructure plans and urban planning criteria including the floor area ratio (FAR), building coverage ratio (BCR) and height restriction. From the Urban Planning Law, the district level general plans are not obligatory. In addition, in Ho Chi Minh City, the district level general plans also include the basic planning criteria for the area of several blocks, including average FAR, average building height and planned population. 6. The General Construction Master Plan up to 2025 in Ho Chi Minh City as approved by the Prime Minister in 2010 indicates a multi-core urban structure with satellite towns and sub-centers to alleviate the present overconcentration in the central area. In addition, it was emphasized that development in the suburbs should be triggered by the construction of an urban railway. The HCMC UMRT Line 1 forms one of the strategic corridors to promote suburban development and the land use plan along this corridor includes a mix of housing, high-tech development for industry and university facilities. ES-2 SPECIAL ASSISTANCE FOR PROJECT IMPLEMENTATION (SAPI) FOR HO CHI MINH CITY URBAN RAILWAY PROJECT (BEN THANH – SUOI TIEN SECTION (LINE 1)) Final Report Executive Summary Urban Transport Master Plan in Ho Chi Minh City 7. The Master Plan for Urban Transport Development until 2020 was approved by the Prime Minister in 2007 and includes a total of 8 urban railway lines, 3 tramways/monorails in addition to 6 BRT lines. The policy direction is to achieve a public transport modal share of 20-25% in 2020, 35-45% in 2030 and 50-60% in 2050 while reducing the private transport modal share. 8. The Master Plan for Public Transport Development until 2025 was developed as the basis for the development of a sustainable public transport system using the concept of a hierarchical network of public transport and the integration of urban railway stations and bus terminals with other modes (especially motorcycles and bicycles). The concept is shown as follows. Figure ES.2- Hierarchical Public Transport Concept Source: Master Plan for Public Transport Development in Ho Chi Minh City until 2025 9. Based on the Master Plan for Public Transport Development until 2025, the implementation of the existing bus transport and the HCMC UMRT Line 1 will be implemented using the following three principles: (i) Removal of overlapping sections of the existing bus routes, (ii) Keeping bus routes for backing up the UMRT and (iii) Adjustment of bus routes according to the stations. The Current Public Transport System in Ho Chi Minh City 10. Buses are the main form of public transport in Ho Chi Minh City currently and radial routes account for 40% of the bus network. It can be said that the bus network basically connects the downtown areas to the suburban areas and the city with adjacent provinces. However, the disadvantage of the existing route network is that it has no hierarchy between the routes with most of the routes designed to connect to the city center or to directly connect between two large travel demand areas. This reduces the possibility of linked trips in the route network and increases the concentration of routes to the gateway of the city.
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