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3.7 TOD Concept Plans in South Urban Cluster

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3.7 TOD Concept Plans in South Urban Cluster Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi in Vietnam FINAL REPORT – MAIN TEXT I 3.7 TOD Concept Plans in South Urban Cluster 3.7.1 Approach 1) Area Characteristics (a) Area Coverage and Profile 3.249 South Urban Cluster is composed of the southeastern part of Dong Da District, the western part Hai Ba Trung District, the eastern part of Thanh Xuan District and the northwestern part of Hoang Mai District. A total of 19 wards are included in the area within 1-kilometer radius from the UMRT station. About 235,400 people reside in this high-density area (328 persons/ha on average). 3.250 While the cluster is already densely populated, there are also various vacant and underutilized plots of land that can be more effectively used. Table 3.7.1-1 Population Growth Trend in South Urban Cluster AGR Population Population Coverage (%/yr) Ward District UMRT Station (%)1) Density 2009 2013 09 - 13 (no/ha) Phuong Mai Dong Da V9,V10 100 19,858 20,037 0.2 309 Cau Den Hai Ba Trung V9,V10 100 11,694 12,008 0.7 878 Bach Khoa Hai Ba Trung V9,V10 100 14,644 15,589 1.6 303 Dong Tam Hai Ba Trung V10,V11 100 20,686 21,992 1.5 472 Truong Dinh Hai Ba Trung V10,V11 100 22,104 22,135 0.0 461 Giap Bat Hoang Mai V11,V12 90 14,931 15,756 1.4 324 Phuong Liet Thanh Xuan V11 90 18,836 21,769 3.7 261 Phuong Lien Dong Da V9 80 12,602 12,015 -1.2 347 Bach Mai Hai Ba Trung V10 70 11,365 11,893 1.1 771 Thinh Liet Hoang Mai V12 65 20,043 20,977 1.1 225 Tuong Mai Hoang Mai V11 60 16,783 17,687 1.3 352 Kim Lien Dong Da V9,V10 50 7,465 8,074 2.0 511 Tan Mai Hoang Mai V11,V12 40 9,234 9,692 1.2 455 Dinh Cong Hoang Mai V12 25 10,361 11,214 2.0 183 Thanh Nhan Hai Ba Trung V9,V10 15 3,184 3,432 1.9 357 Dai Kim Hoang Mai V12 15 3,849 4,797 5.7 129 Khuong Mai Thanh Xuan V10,V11 15 2,756 3,558 6.6 223 Trung Tu Dong Da V10 10 1,306 1,243 -1.2 298 Khuong Thuong Dong Da V9 10 1,447 1,535 1.5 522 Total 48 223,147 235,401 1.3 328 Source: JICA Project Team 1) Coverage refers to % of ward area included within 1km radius of UMRT station (b) UMRT Route and Stations 3.251 C.V. Thong Nhat Station (V9), linked to Hanoi Station, stretches to the south to Giap Bat Station (V12), which is the terminal station of the Phase 1 of the Line 1. Bach Mai Station (V10) and Phuong Liet Station (V11) are in between these two stations. All the stations will be elevated stations along NH1. The route is planned to be farther extended to the south, and intersect with Line 2 at V9 station. 3-129 Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi in Vietnam FINAL REPORT – MAIN TEXT I Figure 3.7.1-1 Location of South Urban Cluster Source: JICA Project Team 3-130 Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi in Vietnam FINAL REPORT – MAIN TEXT I 2) Impact of UMRT 3.252 Impacts of UMRT in the cluster are significant with regard to the following aspects : (i) The UMRT section in the clusters will significantly increase the overall traffic capacity of the north-south corridor. Competitive public transport services (high standard, fast, punctual, comfortable, safe, pollution free and energy saving) with affordable fares need to be provided with UMRT improve traffic situation along the corridor comprehensively. (ii) Improvement of transport capacities due to UMRT will enhance socio-economic activities in the area along the route in general, and at and around the UMRT stations in particular. (iii) After UMRT will constructed as an elevated structure, the landuse of both sides of the routes will be connected directly in the area where landuse has been segregated for long due to at-grade railway facilities. Opportunities to articulate the east-west road network should be tapped to promote integration of communities and socio-economic activities. (iv) Availability of large plots of lands owned by VNR and other public corporations can provide opportunities to develop a new core of urban services in the south of the city where new developments have been actively implemented but where there is no competitive urban core yet. Strategic development of Giap Bat Station area, including adjoining areas in compliance with Zone Plan will this kind of development feasible. 3) TOD Planning Directions 3.253 In order to maximize the positive impacts of UMRT through TOD, it is necessary to address issues from the viewpoints of transportation, urban development and community improvement as follows: (a) Access Improvement (i) Reorganize existing bus transport services in synergy with UMRT services: As the corridor is the most important transport route both for urban and inter-city services, bus services will be affected significantly. Nevertheless there are still some years ahead before the UMRT system starts operating and the overall demand will also increase for current bus services. These can be reorganized in synergy with UMRT services. (ii) Find opportunities to strengthen east-west connections in the corridor, especially at and around UMRT stations: Elevated UMRT provides a good opportunity to improve connectivity between the eastern and western urban areas. This is particularly important at and around the station. (iii) Develop an intermodal transport hub at Giap Bat Station to integrate UMRT, city bus, suburban and intercity bus services as well as other local transport modes: Giap Bat Station is located at the end of phase 1 section and also close to Ring Roads. Giap Bat should function as a southern gateway and intermodal hub to connect UMRT, different types of buses and private vehicles, etc. VNR land and the land of the existing TRANSERCO bus terminal is available for the development of comprehensive facilities . 3-131 Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi in Vietnam FINAL REPORT – MAIN TEXT I (b) Integrated Urban Development (i) Develop a new urban core (CBD) at and around Giap Bat station which serve the southern part of the city: The southern cluster of the city lacks a competitive urban centre. Although a number of new towns are being developed, the services are mostly for their residents. Without a high-grade service centre, residents from the south must continue to rely the current city center to find such services. While the entire urban area has been expanding towards the outer areas, it is necessary to develop a new urban core for which Giap Bat Station and adjoining public land can offer good opportunities. (ii) Promote integrated urban development/redevelopment of area having TOD potential along the route where Bach Mai hospital complex, universities, old apartment areas, etc., are located: there are also ample opportunities for urban renewal and redevelopment along the UMRT route. These include hospital complex, universities, old apartment areas at Bach Mai and Thong Nhat Station areas, among others. (c) Community Improvement 3.254 In the process of transportation and integrated urban development which are implemented by the public sector and relatively large private developers, the communities should be more intensively involved to protect and enhance their benefits. 3.255 Possible areas where communities and local people can be benefited include improvement of local roads and alleys, opportunity to participate in commercial/business activities to be created through TOD at and around the stations, and provision of public service facilities at and around the station. 3-132 Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi in Vietnam FINAL REPORT – MAIN TEXT I 3.7.2 C.V. Thong Nhat Station (V9) Area 1) Locational Characteristics 3.256 C.V. Thong Nhat Station (V9) is an elevated structure located at the intersection of the main north-south and east-west corridors of NH1 and RR1 (Dai Co Viet – Xa Dan Street). It is planned that Line 2 station will also be constructed at the intersection. This will strengthen its function as a hub for urban public transport at the southern gateway to the city centre. 3.257 Landuse around the intersection is diversified. There are Thong Nhat Park in the north-east, high-density residential areas of Phuong Lien Ward in the north-west, commercial areas and Kim Lien old apartment buildings in Kim Lien Ward in the south-west, and technical universities in the south-east. So many types of users are expected: not only local residents but also students and citizens from other areas will use this station. 3.258 Expected impacts on the area are also significant not only on transportation, but also in terms of urban development and community improvement. Opportunities for urban renewal and community improvement increase for Phuong Lien and Kim Lien areas. Figure 3.7.2-1 Location of C.V. Thong Nhat Station (V9) Area Source: JICA Project Team 3-133 Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi in Vietnam FINAL REPORT – MAIN TEXT I 2) Planning Consideration and Direction (a) Transportation Access Improvement 3.259 Accessibility to and from UMRT station should consider the following; (i) Connectivity with city wide public transport service: As the station is located at the crossroad of two main roads (NH1 and RR1), interface with public transport especially city bus is important to enhance ridership of both UMRT and city bus in synergy.
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