The Application of Transit-Oriented Development Approach toward Sustainable Development in Ho Chi Minh City - Transforming Transportation 2016
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Luong Minh Phuc, General Director, Urban-Civil Works Construction Investment Management Authority of HCM (UCCI) Presented at Transforming Transportation 2016
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The Application of Transit-Oriented Development Approach toward Sustainable Development in Ho Chi Minh City - Transforming Transportation 2016
- 1. www.TransformingTransportation.org The Application of Transit-Oriented Development Approach toward Sustainable Development in Ho Chi Minh City Luong Minh Phuc, General Director Urban-Civil Works Construction Investment Management Author ity of HCM (UCCI) Presented at Transforming Transportation 2016
- 2. The Application of Transit-Oriented Development Approach toward Sustainable Development in Ho Chi Minh City Luong Minh Phuc General Director Urban-Civil Works Construction Investment Management Authority of HCM (UCCI) 2 Transforming Transportation Conference
- 3. Contents • Overview of Ho Chi Minh City • Urban Transport Problems • Urban-Transport Planning for sustainable development • TOD application: BRT 1 corridor • Conclusions 3
- 4. Overview of Ho Chi Minh City 4 The biggest city and economic centre of Vietnam Land area = 2,095 km2 Population = 8.2 million GRDP/cap = 5,507 USD (yr 2015) Motorcycles = 6,863,707 (yr 2015) Passenger Cars = 556,688 (yr 2015)
- 5. Urban Transport Problems/Challenges 5 Population Growth by Commune, 2009-2013 Population Density by Commune, 2013 Population Distribution, by District 2013 • High population density in urban centres of HCMC (500 persons / ha < ) • Density gradually decreases in suburban centres (50 persons/ha >). • Rapid growth of population and expansion of urban areas towards outer areas (HCMC, Dong Nai and Binh Duong), with low population density. Source: JICA (2015)
- 6. Urban Transport Problems/Challenges 6 Huge & increasing travel demand Insufficient road infrastructure Limited public transport services Congestions, pollutions, accidents Mode 2002 (HOUTRANS) 2013 (METROS) Growth (2013/02) (000) (%) (000) (%) Bicycle 1,080 9.4 690 3.3 0.64 Motorcycle 9,429 81.8 17,135 81.4 1.82 Car 214 1.9 1,469 7.0 6.87 Bus 485 4.2 1,329 6.3 2.74 Others 313 2.7 437 2.1 1.40 Total 11,521 100.0 21,061 100 1.83 Travel Demand by Mode Source: JICA (2015)
- 7. Urban-Transport Planning 7 Construction Master Plan HCMC 2025 - Proposed Polycentric Development
- 9. Targets for Public Transport Development until 2025 2015 2020 2025 Total demand for public transport (million pax./day) 3.172 6.480 10.636 Urban Railway network 1 line (Ben Thanh- SuoiTien) / 0.81 million pax. 4 lines (3 metro + 1 tram) /1.51 million pax. 10 lines (7 metro + 3 tram) / 3.81 million pax. Conventional Bus network 115 lines (2.112 km) / 2.36 million pax. 179 lines / 3.48 million pax. 212 lines / 4.45 million pax. BRT network NA 3 lines / 0.6 million pax. 6 lines / 1.8 million pax. Total no. of buses (all types) 3,100 5,261 7,901 Number of standard buses 1,489 2,701 4,329 Number of medium buses 1,035 1,662 2,350 Number of mini buses 576 898 1,222 Revised Urban Transport Master Plan 2012-2020 (Decision 568/QD-TTg dated 08.03.2012) Urban-Transport Planning
- 10. TOD Application: BRT 1 Corridor 10 • A wide corridor – mostly free flowing • BRT in the middle of the road accessed by pedestrian crossing and some pedestrian bridges • Total length: 23 (km) • # of stations: 28
- 11. TOD Application : BRT 1 Corridor 11 Source: ITP (2014) • District 1 BRT Station : Access Improvement Plan
- 12. TOD Application : BRT 1 Corridor 12 BRT station in the Thu Thiem New Town • Currently under development • Planned for 160,000 new residents over the next 20 years and new workers. • The Thu Thiem master plan designates a broad mix of land uses and is envisaged to become the new civic and commercial centre for HCMC.
- 13. TOD Application : BRT 1 Corridor 13 TOD will be applied with stations which integrated with BRT line 1; MRT line 1; MRT line 2; Thu Thiem National rail way station, and Rach Chiec complex sport area.
- 14. Conslusions 14 TOD application in BRT 1 corridor Increasing the effective land used along the corridor. Reducing the volume of motor-cycle, congestion and number of accidents along the corridor. Increasing public space for people who live around the station and terminal. Opportunity to develop the commercial and service activities around the station and terminal. Increasing the walking habit. Increasing the green area.
- 15. Conslusions 15 TOD Application potential in HO CHI MINH CITY: Land used planning will be applied in new MRT/BRT corridors Multi function designed of key MRT/BRT sations. Developing the satallite Urban area along the MRT/BRT corridor. Increasing the accessibility and ridership for public transportation. Increasing the walking habit and bicycle using. Reduction the motor-cycle, congestion and number of accident. Increasing the green area, urban upgrading, environmental protection.
- 16. Conslusions 16 TOD has a high potential in HCMC Challenges to TOD implementation Lack of knowledge and experience of TOD Weak coordination between relevant agencies Lack of comprehensive legal supports for land readjustments along transit corridors HCMC supports the application of TOD to Urban Transport Projects as a measure to sustainable development objective. UCCI is willing to cooperate and share experience with international institutions to adopt and implement the best practices of TOD in HCMC for sustainable development target
- 17. 17 For a sustainable development Ho Chi Minh city Thank you for your kind attention!
Editor's Notes
- Good morning! I am Luong Minh Phuc, General Director of Urban-Civil Works Construction Investment Management Authority of HCM (UCCI). I would like to express my sincere thanks to the World Bank for giving me a great opportunity to join this seminar, sharing the issue of TOD development in HCMC and being able to learn the world’s best practice in TOD implementation. Today, I would like to talk about Transit-Oriented Development in HCMC, presenting the Opportunities as well as the Challenges.
- In this presentation, first, I take an overview of the city. Secondly, I summarize transport problems facing the city. Then, I present the planning of urban and transport development to solve the problems. In context of urban-transport planning and implementation, I will talk about the potential of TOD along Metro line 1 (Ben Thanh – Suoi Tien) and BRT line 1 (Mien Tay Bus Terminal – Rach Chiec). Finally, I would give a forward looking, with challenges that face the realization of TOD model in HCMC and UCCI’s willingness to cooperate with international organizations in implementing TOD in HCMC, Vietnam.
- Located in the South of Vietnam, HCMC is the biggest city and economic hub in Vietnam. Land area = 2,095 km2 Population = 8.0 million , growing at 0.9% per year. If considering the Metropolitan Region (including HCMC and surrounding provinces and cities) there are nearly 13 million population. Gross regional domestic product per capita is more than 5,000 USD (price in 2014) In 2014, the city had nearly 6 million motorcycles and half million cars. This is a super high motorization rate at the relatively low income level.
- To help understand transport problems in the city, I would like to note some features of the city: High population density in urban areas (500 persons / ha < ) The density gradually decreases in suburban areas (50 persons/ha >). Population is rapidly growing and expanding towards the outer areas in HCMC, Dong Nai and Binh Duong, with low population density developments.
- The travel demand is huge and ever increasing. The demand doubled between 2002 and 2013 Motorcycle still share more than 80% of the total demand Bus demand increased by 2.7 times, but shares only 6.3 % of the total Car demand has been increased sharply
- To address the urban transport problems and develop the city sustainably, the city planned to develop itself into a transit-oriented city by concentrating urban growths along public transport corridors, thus maximizing the accessibility of high-density developments by public transport systems, instead of highways and roads. Tokyo, Hong Kong and Singapore may be taken as good examples. According to the Construction Master Plan 2025 (as shown in this Figure), one major satellite as well as one regional center are envisaged in the North-West, together with two more regional centers in the West and the East. Only minor developments are planned in the southern direction, taking into account the increasing flooding risks due to the expected sea-level rise. Based on the planned urban structure, mass rapid transit systems have been planned and being developed.
- The city planned to construct totally 8 MRT lines with a total length of more than 170 km. You can see the network here. MRT line 1 is now under construction and operation might start in 2018. The construction of MRT line 2 will start soon.
- According to the revised urban transport master plan, by 2025 HCMC will have 10 urban railway lines, 6 BRT lines and 7,900 ordinary buses. The future public transport system will be able to serve nearly 11 million person trips per day, sharing about 30-40% of the total transport demand in the city. Clearly, this is an ambitious plan, but we are trying our best to achieve those targets. This is also meant that we will have vast opportunity to implement TOD in HCMC.
- Another potential case is the urban development along BRT Line 1 Corridor. Under the World Bank’s loan, the city is developing the first BRT line running along the East-West Highway Corridor, with a total length of 23 km and 28 stations. Urban design was made for this corridor to make it a wide corridor with possibilities of free flowing. BRT line is laid in the middle of the road and it can be accessed by pedestrian crossings and pedestrian bridges.
- This is an example of plan to improve accessibility to the BRT station in District 1. It includes: The construction of pedestrian flyover bridges crossing the Vo Van Kie boulevard and the canal; The re-development of low-rise buildings into high-rise and mixed-function buildings; and The widening and greening of sidewalks, providing more small parks and open spaces.
- After Thu Thiem Tunnel, the BRT line will run through Thu Thiem New Town, which is under rapid construction. It also presents a great opportunity for TOD development. This area is planned for 160,000 new residents over the next 20 years and new workers. The Thu Thiem master plan designates a broad mix of land uses and is envisaged to become the new civic and commercial centre for HCMC. The time frame for delivery of the area including all infrastructure such as bridges is approximately 50 years.
- After Thu Thiem Tunnel, the BRT line will run through Thu Thiem New Town, which is under rapid construction. It also presents a great opportunity for TOD development. This area is planned for 160,000 new residents over the next 20 years and new workers. The Thu Thiem master plan designates a broad mix of land uses and is envisaged to become the new civic and commercial centre for HCMC. The time frame for delivery of the area including all infrastructure such as bridges is approximately 50 years.
- I would like to conclude with a forward looking that: TOD has a high potential in HCMC Challenges to TOD implementation Weak coordination between authorities (Urban and Transport) in all stages from Planning to Design and Construction Lack of land for Station City development Lack of legal supports for land readjustments along transit corridors UCCI is willing to cooperate with international institutions to adopt and implement the best practices of TOD in HCMC Thank you for your kind attention.
- I would like to conclude with a forward looking that: TOD has a high potential in HCMC Challenges to TOD implementation Weak coordination between authorities (Urban and Transport) in all stages from Planning to Design and Construction Lack of land for Station City development Lack of legal supports for land readjustments along transit corridors UCCI is willing to cooperate with international institutions to adopt and implement the best practices of TOD in HCMC Thank you for your kind attention.
- I would like to conclude with a forward looking that: TOD has a high potential in HCMC Challenges to TOD implementation Weak coordination between authorities (Urban and Transport) in all stages from Planning to Design and Construction Lack of land for Station City development Lack of legal supports for land readjustments along transit corridors UCCI is willing to cooperate with international institutions to adopt and implement the best practices of TOD in HCMC Thank you for your kind attention.