3.7 TOD Concept Plans in South Urban Cluster

Transcription

1 3.7 TOD Concept Plans in South Urban Cluster Approach 1) Area Characteristics (a) Area Coverage and Profile 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) While the cluster is already densely populated, there are also various vacant and underutilized plots of land that can be more effectively used. Table Population Growth Trend in South Urban Cluster Ward District UMRT Station AGR Coverage Population (%) 1) (%/yr) Population Density (no/ha) Phuong Mai Dong Da V9,V ,858 20, Cau Den Hai Ba Trung V9,V ,694 12, Bach Khoa Hai Ba Trung V9,V ,644 15, Dong Tam Hai Ba Trung V10,V ,686 21, Truong Dinh Hai Ba Trung V10,V ,104 22, Giap Bat Hoang Mai V11,V ,931 15, Phuong Liet Thanh Xuan V ,836 21, Phuong Lien Dong Da V ,602 12, Bach Mai Hai Ba Trung V ,365 11, Thinh Liet Hoang Mai V ,043 20, Tuong Mai Hoang Mai V ,783 17, Kim Lien Dong Da V9,V ,465 8, Tan Mai Hoang Mai V11,V ,234 9, Dinh Cong Hoang Mai V ,361 11, Thanh Nhan Hai Ba Trung V9,V ,184 3, Dai Kim Hoang Mai V ,849 4, Khuong Mai Thanh Xuan V10,V ,756 3, Trung Tu Dong Da V ,306 1, Khuong Thuong Dong Da V9 10 1,447 1, Total , , Source: JICA Project Team 1) Coverage refers to % of ward area included within 1km radius of UMRT station (b) UMRT Route and Stations 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

2 Figure Location of South Urban Cluster Source: JICA Project Team 3-130

3 2) Impact of UMRT Impacts of UMRT in the cluster are significant with regard to the following aspects : (i) (ii) (iii) (iv) 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. 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. 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. 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 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) (ii) (iii) 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. 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. 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

4 (b) Integrated Urban Development (i) (ii) 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. 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 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 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

5 3.7.2 C.V. Thong Nhat Station (V9) Area 1) Locational Characteristics 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 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 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 Location of C.V. Thong Nhat Station (V9) Area Source: JICA Project Team 3-133

6 2) Planning Consideration and Direction (a) Transportation Access Improvement Accessibility to and from UMRT station should consider the following; (i) (ii) (iii) (iv) 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. Connectivity with planned Line 2 station: Although details of Line 2 alignment and station are not known, it is important to prepare a concept plan on smooth interchange between two lines. Smooth and safe access to and from the station: This is especially important at the intersection area because main roads are wide with heavy traffic. Improvement of walking conditions of all roads in the area: Accessibility to and from the station on foot is critical not only for residents but also for users of large facilities such as Thong Nhat Park, universities, commercial complex, hospitals, among others. The overall walking conditions should be improved for all roads including primary, secondary and local roads (b) Integrated Urban Development Integrated urban development opportunities include the following; (i) (ii) Redevelopment of old apartment area in Kim Lien: The opening of UMRT is a good driver to support the redevelopment of Kim Lien old apartment area. When the area will be effectively connected with the UMRT station, the space value will increase significantly. Moreover Kim Lien Station of the phase 2 of Line 2 will be located in the middle of the apartment area. This will expand even more the scope of redevelopment. Redevelopment of some areas in Phuong Lien: The area in front of the UMRT station in Phuong Lien Ward should be redeveloped to secure the space for a station plaza and at the same time improve living environment of the communities. (c) Community Improvement Positive impact of UMRT can be leveraged to improve accessibility in the surrounding communities and facilitate urban renewal

7 Figure C.V. Thong Nhat Station (V9) Area in Zone Plan Main Planning Direction (i) Strengthening of intermodal connectivity between UMRT and road public transport, especially bus (ii) Provision of smooth transfer between Line 1and Line 2 (iii) Development of safe and smooth crossing for passengers and pedestrians at NH1 and RR1 intersection (iv) Improvement of walking condition of all roads (v) Promoting of urban renewal in Phuong Lien area (vi) Reconstruction of Kim Lien apartments Source: JICA Project Team based on draft Zone Plan 3-135

8 3) TOD Concept Plan (a) Intermodal Facilities at Station Area To secure seamless transfer among public transport modes and safe accessibility between existing communities and UMRT station, proposed facilities are as follows: (i) (ii) (iii) Procurement of intermodal facilities under the station: While the space available is limited, the space under the elevated station along NH1 can be used as an intermodal node including bus stops, loading/unloading space for vehicles and motorcycle/bicycle parking. When urban redevelopment on the existing built-up areas will be implemented, an adequate station plaza will be provided. Development of elevated walkways: The location of the UMRT station is a constraint for smooth access to the station due to large roads such as NH1 and Dai Co Viet Street, which form a large intersection and divide the area into four parts. In order to connect the separated areas to each other, and with the UMRT station, a network of elevated walkway is needed. This includes a ring shape walkway under the UMRT station viaduct section and a crossing section above NH1 to connect Ton Nhat Park. Development of underground walkway: In phase2 of Line2 construction project, Bach Khoa Station will be developed underground of Thong Nhat Park. Underground walkway connecting both stations each other is necessary

9 Figure Facility Concept Plan and Images of C.V Thong Nhat Station (V9) Main Components Development of elevated walkways crossing NH-1 and intersection of NH-1 and RR1 Development of underground walkway connecting Line1 and Line2 phase2 stations Development of loading/unloading facilities under station and along NH-1 A-A Section B-B Section C-C Section Source: JICA Project Team 3-137

10 NH-1 (b) Integrated Urban Development This station area also presents ample opportunities for integrated urban development with UMRT development in synergy. (i) Urban renewal of built-up residential area in Phuong Lien Ward: Phuong Lien Ward is a traditional village with a southern part of the ancient citadel wall and other cultural properties such as Kim Lien Temple. While these traditional properties will be preserved, it is necessary to improve infrastructure and living environment in these dense residential areas. The development can be phased. Phase1 includes: (i) station plaza with urban facility development, (ii) improvement and traffic management of Kim Hoa Street, (iii) development of a new road in the west and redevelopment of road side facilities, and (iv) preservation of temples and cultural properties. Figure Urban renewal of Built-up Residential Area Location Map of Phase1 Projects Image of station plaza and station buildings of Project (A) (C) (B) (A) (A) Urban redevelopment in front of the station for station buildings and station plaza development (B) Urban redevelopment integrated with planned road development at west (C) Urban redevelopment between Xa Dan St. and Kim Hoa St. for commercial development Source: JICA Project Team 3-138

11 (ii) Redevelopment of Kim Lien apartment area: Kim Lien apartment area is 5.2ha. It represents approximately 5,000 inhabitants. Most of old residential buildings are 4-storey hight and have encroached shops. Two high-rise apartment buildings were built along Pham Ngoc Thach Street by a private developer. There are schools, parks and local markets to serve the local communities. After the development of Kim Lien Station of phase2 of Line2, the area will have convenient access to three UMRT stations. A development concept includes redevelopment of the northern block in front of Kim Lien Station for high-rise complex with underground parking, commercial and public service facilities. Redevelopment should accommodate current residents and include additional affordable housing. Figure Image of Redevelopment of Kim Lien Apartment Area High and mid-rise apartment complex C.V. Thong Nhat Station Kim Lien Station Improvement of community road in front of schools School High-rise commercial complex integrated with station and parking Hospital area Mid-rise apartment complex including student dormitory, social housings for resettlement and low income Bach Mai Station Concept of Landuse and Transport Network Image of new apartment complex with wide road and green network Source: JICA Project Team 3-139

12 3.7.3 Bach Mai Station (V10) Area 1) Locational Characteristics Bach Mai Station (V10) is an elevated structure located in between RR1 and RR2. Although the station is relatively close to V9 and V11, it can provide substantial accessibility to the hospitals and universities concentrated in the area as well as densely populated areas Within 500-meter from the station, there are three universities 1 with more than 100,000 students and five hospitals 2. They are surrounded with mixed-use traditional urban areas. Kim Lien apartment area is located in the north-west of the station. Figure Present Location of Bach Mai Station (V10) Area Source: JICA Project Team 1 Three universities include Hanoi Civil Engineering Universities, Polytechnic University of National Economy 2 Five hospitals include Bach Mai Hospital, Vietnam French Hospital, Ear Nose Throat Hospital, Gerontology Hospital and Dermatology Hospital 3-140

13 2) Planning Consideration and Direction (a) Transportation Access Improvement Improvement of access to the UMRT station in the area is limited. Lack of roads as an efficient network is mainly due to the fact that surrounding landuse is occupied with many large hospitals and universities. Access routes to the UMRT station should be duly considered when they are redeveloped. Practical measures for access improvement include the following: (i) Improvement of walking conditions on existing roads located especially within 500 meter radius of the station (ii) (iii) Effective use of the space under the UMRT viaduct Redevelopment of the road space of NH1 to accommodate intermodal facilities However, when the roads planned in the Zone Plan will be implemented, the overall accessibility will be much improved. (b) Integrated Urban Development Integrated urban development opportunities in the area are significant, especially for the hospital complex and Kim Lien old apartment area. The redevelopment of these areas should be properly integrated with UMRT. With the UMRT of Line1 and Line2, high-rise and high-density compact development will become feasible without worsening traffic congestion in the area. Efficient land use can foster additional socio-economic developments including affordable housing. (c) Community Improvement The abovementioned measures should be undertaken. They have potential to improve the living environment of existing communities outside the projects

14 Figure Bach Mai Station (V10) Area in Zone Plan Main Planning Direction (i) Strengthening of secondary road network (ii) Improvement of walking conditions of primary, secondary and local roads (iii) Effective use of the space under UMRT viaduct (iv) Redevelopment of hospital area in integration with UMRT (v) Redevelopment of Kim Lien apartment area Source: JICA Project Team based on draft Zone Plan 3-142

15 3) TOD Concept Plan (a) Road Development and Improvement of Accessibility to UMRT Station The TOD Area for the station includes UMRT ROW, existing roads and connecting roads in the station area, as per the Zone Plan (See Figure ). A concept plan is under preparation for the TOD Area as well as for the area within more or less 500-meter radius from the station. (b) Improvement of Accessibility to UMRT Station The plan includes the following projects and actions: (i) (ii) Improvement of walking conditions of existing roads including alleys and local roads located within 500 meter radius of the station Priority development of Zone Plan roads included in TOD Area (c) Provision of Intermodal Facilities at Station Area (i) (ii) (iii) Development of elevated walkway to connect UMRT station and the other side of NH1 Development of elevated walkway to connect UMRT station and the hospital Provision of intermodal facilities in the space under the station including bus stops, loading and unloading facilities for taxi and other vehicles, and parking for motorcycles and bicycles

16 Figure Facility Concept Plan and Images of Bach Mai Station (V10) Main Components Development of elevated walkways crossing NH-1 Integrated urban redevelopment of hospital complex with station plaza and elevated walkway Development of loading/unloading facilities under station and along NH-1 A-A Section Source: JICA Project Team 3-144

17 (d) Integrated Urban Development According to the General Plan of Hanoi City, some functions of Bach Mai Hospital will be relocated to Hoa Lac Satellite City, while main facilities which have historical values will be remained as it is now. As UMRT can benefit users and visitors of the hospital due to improved accessibility, the redevelopment of the hospital complex should be undertaken in integration with UMRT development. Figure Development Concept of Hospital Complex integrated with UMRT Station Image of Station Plaza Dermatology Hospital Gerontology Hospital Vietnam French Hospital New hospital complex (proposed) Station plaza with openspace and parking (proposed) Image of Openspace in Station Plaza Bach Mai Hospital (existing) Ear Norse Throat Hospital Image of hospital complex with pedestrian deck Concept of hospital complex with station plaza and pedestrian network Source: JICA Project Team 3-145

18 3.7.4 Phuong Liet Station (V11) Area 1) Locational Characteristics Phuong Liet Station in elevated structure is located in the area where the spatial structure and landuse are rather unorganized. Except NH1, the area lacks absolutely the space and hierarchy of roads. Due to the lack of east-west roads and at-grade VNR, the area has been disintegrated too. In the east, high-density traditional communities have expanded, while in the west, a number of large-scale establishments have developed, mixed with traditional communities. There is a large plot of military land of 67.5 ha that can be considered for future urban development The area is covered with a number of rivers, lakes and ponds, and is exposed to flooding in some locations due to insufficient drainage Figure Present Location of Phuong Liet Station (V11) Area Source: JICA Project Team 3-146

19 2) Planning Consideration and Direction (a) Transportation Access Improvement Due to heavily developed land and building conditions, there is not much room for development of new access roads to the station. Main areas for planning considerations include the following; (i) Improvement of walking conditions of the roads including Vong Street, Ngo178, Phan Dinh Got Street: As access roads are limited, existing roads should be improved to a maximum extent for safe and comfortable walking. (ii) Constructing of a new bridges for pedestrian and bicycle across Lu River and Set River: Constructing a number of new bridges across Lu River and Set River will provide local residents with shortcuts to the UMRT station.. (b) Integrated Urban Development Integrated urban development opportunities exist. Some factories and old apartment areas could be redevelopment. However, it may not be easy to implement such project in the vicinity of the station because of complex land ownership and poor road network. However, if the land occupied by air defense and military army were available for urban development, this would be a great opportunity to redevelop the areas in the west side of the station, according the comprehensive TOD concept. (c) Community Improvement Communities will be benefited in the following ways: (i) (ii) (iii) Improved crossing of NH1 between the eastern and the western sides for pedestrians and vehicles; Provided space and facilities under UMRT viaduct for the benefits of local communities; Improve local roads and alleys; 3-147

20 Figure Phuong Liet Station (V11) Area in Zone Plan Main Planning Direction (i) Strengthening of secondary road network (ii) Improvement of walking conditions of primary, secondary and local roads (iii) Connection of access road and bridge crossing Lu River and Set River (iv) Effective use of the space under UMRT viaduct (v) Redevelopment of apartment area and factory and public facility area Source: JICA Project Team based on draft Zone Plan 3-148

21 3) TOD Concept Plan (a) Determination of TOD Area The TOD Area of Phuong Lien Station includes the UMRT ROW and the parts of the roads that directly connect the station area, as per the Zone Plan (See Figure ) (b) Improvement of Accessibility to UMRT Station In order to improve accessibility to the station, the following measures are to be implemented. (i) (ii) Improvement of walking conditions of roads within the walking distance Construction of new bridges across Lu River (c) Development of Intermodal Facilities at Station Area Facilities to be developed include the following: (i) (ii) Intermodal facilities under the station space: By using the space of elevated station, bus stops and loading and unloading space for taxi and other vehicles will be provided. Elevated walkway: NH1 is a barrier for pedestrian to access to the station, so pedestrian deck connecting between the station and residential area across NH1 will be developed. (d) Integrated Urban Development While there is little land available for development at the station, there are some factories and public facilities around the station, within 500m radius, which present potential to develop new apartments for resettlement with commercial facilities. After relocation of properties of apartments in front of the station, the land will be redeveloped to provide commercial and civic services and parking facilities

22 Figure Facility Concept Plan and Images of Phuong Liet Station (V11) Main Components Development of elevated walkway Construction of a new bridge and improvement of access road Provision of intermodal facilities using the space under UMRT viaduct A-A Section Source: JICA Project Team 3-150

23 3.7.5 Giap Bat Station (V12) Area 1) Planning Consideration and Direction Giap Bat Station will be an elevated structure located along NH1 between RR2.5 (Dinh Cong Street. Tan Mai Street.) and RR3. This station is the terminal of phase1 section of UMRT Line1; it will be developed inside the existing 11ha- plot of land of VNR Giap Bat Station. There is a network of primary roads, but secondary roads are limited, especially in the west of the station. Giap Bat Bus Terminal operates inner-city bus services (16 routes, app. 1,500 services/day) and mid- and long-distance bus services (app. 1,000 services/day) Even though many new towns 3 and factories are clustered in the area, it still lacks urban facilities such as public services, medical services, and commercial facilities, among others. In the west of the station, Dam Doi pond is a water reservoir. Figure Present Location of Giap Bat Station (V12) Area Source: JICA Project Team 3 They are mostly ha in land size and with 10,000 20,000 population. However, Gamuda City is developed by Gamuda Berhad, Malaysia including 4 main components of Yen So Park, Yen So Sewage Treatment Plant, Gamuda Gardens & Gamuda Lakes Township. Yen So Park is developed on the basis of 100% FDI. The latter 3 components (Yen So Sewage Treatment Plant, Gamuda Gardens & Gamuda Lakes) are on Built- Transfer (BT) mode. (Source: website of Gamuda City) 3-151

24 2) Planning Consideration and Direction (a) Transportation Access Improvement In this area, there are three large-scale transport projects planned, including Kim Dong Street (RR2.5) widening, UMRT Line4 along RR2.5 and UMRT Line8 along RR3. When these will be in place, accessibility to Giap Bat Station area will be significantly improved. Even without these projects, Giap Bat has huge potential for development as a transport hub and urban development. Improvement of access to UMRT station involves the following: (i) (ii) (iii) Development of comprehensive intermodal transport hub at the station area in integration with redevelopment of existing TRANSERCO bus terminal: Giap Bat should play a gateway role to connect the city centre with southern parts of the city and the area beyond through seamless parts of the city and the area beyond through seamless intermodal connectivity. Improvement of connectivity between the east and the west across NH1 Improvement of local roads and alleys (b) Integrated Urban Development (i) (ii) Develop a new symbolic urban care using VNR land, TRANSERCO bus terminal land and other TOD potential lands Promote urban renewal of other potential areas on TOD concept and approach (c) Community Improvement Communities will be benefited in the following ways: (i) (ii) (iii) Improve crossing of NH1 between the east and the west sides for pedestrians and vehicles; Provide space and facilities in the space under UMRT viaduct for the benefits of local communities; Improve local roads and alleys; 3-152

25 Figure Giap Bat Station (V12) Area in Zone Plan Main Planning Direction (i) Develop primary and secondary road network to ensure connectivity f UMRT (ii) Develop comprehensive station plaza as a transport hub including UMRT relay bus terminal in the cluster in integration with urban redevelopment (iii) Development of comprehensive station building (iv) Promote integrated redevelopment of long-distance bus terminal (v) Promote comprehensive urban redevelopment of west of station for CBD development of south of the city Source: JICA Project Team based on draft Zone Plan 3-153

26 3) TOD Concept Plan (a) Designation of TOD Area The TOD Area for Giap Bat Station has been defined to cover VNR land where UMRT is to be built, directly adjoining areas required for provision of station plaza and the parts of the roads that directly connect the station area, as per the Zone Plan (See Figure ) (b) Improvement of Access to UMRT Station Considering that Giap Bat Station area should function not only as an efficient UMRT station but also as a multi-modal hub citywide, improvement of access to the station area should be considered at large scale. This supposes: (i) (ii) (iii) Development of RR2.5 in priority; Development of secondary road network especially connecting eastern and western areas of NH1 and the western station area, and improvement of traffic management; Reorganization of feeder bus services to meet diversified demand; (c) Intermodal Facilities at Station Area Necessary intermodal facilities for development of competitive transport hub include the following: (i) (ii) (iii) Development of eastern station plaza and elevated walkway: To improve accessibility between UMRT station and feeder bus including UMRT relay bus, the inner-city bus terminal will be relocated from the Giap Bat Bus Terminal located across NH-1 to the eastern station plaza in front of the station. To ensure safety, elevated walkways will be provided to cross the station plaza and NH-1. Redevelopment of bus terminal and elevated walkway: For effective bus service operation and convenient transfer from UMRT to buses, inner-city bus stops of southbound will be relocated to the front of UMRT station, and the ones of northbound will remain at the present location, which will be directly connected to the station concourse by a pedestrian bridge crossing NH1;. Development of a western station plaza: To improve accessibility from the western area of the station, the western station plaza will be developed in conjunction with comprehensive urban redevelopment of the western area. (d) Bus Service Improvement In the eastern station plaza, it is proposed to develop a special bus terminal which provides extension services of UMRT using high-quality buses to connect to the south along planned section of UMRT Line1 in Thanh Tri, Phu Xuyen, Thanh Oai and to the east to Gia Lam areas

27 Figure Facility Concept Plan and Images of Giap Bat Station (V12) Main Components Develop in priority main roads in TOD area Develop comprehensive station plaza in integration with inner-city bus terminal Develop elevated walkways crossing station plazas and NH-1 Redevelop long-distance bus terminal integrated with commercial and service facilities Develop parking facilities under the viaduct of Line1 A-A Section B-B Section B-B Section C-C Section D-D Section Source: JICA Project Team 3-155

28 (e) Integrated Urban Development (i) Station and VNR-owned land development To provide diversified services such as commercial, business, public service, amusement, etc. for station users as well as local communities, it is proposed to construct station building integrated with station facility, and/or inside VNR-owned land. Vacant spaces under the viaduct will be utilized for motorbike and bicycle parking space and social and business spaces for local communities such as noodle shop, café, event space. Figure Development Potential Areas in VNR-owned Land Giap Bat Station Space inside station (16,200m 2 ) Station Building (13,500m 2 ) Space under viaduct (10,900m 2 ) VNR land for development (12,700m 2 ) Source: JICA Project Team (ii) Redevelopment of Giap Bat Bus Terminal At present, long-distance buses are scattered to wait for passengers in the backside of bus terminal, while city buses are operated along bus bays in front of bus terminal. After relocation of city bus facilities to the Eastern Station Plaza in front of UMRT station, it is proposed to reorganize long-distance bus services and construct multi-story complex building including long-distance bus terminal, parking, commercial and service and residential functions. (iii) Integrated urban development of western area After land filling and leveling of unused land and pond area, a large-scale development land will be generated in the west of the station (app. 70ha). To formulate a new CBD of south of the city, this area will be redeveloped in conjunction with roads and public facilities, to develop commercial and business, service, amenity and residential functions. There is a potential to ensure public apartments and housings for resettlement affected by UMRT related projects and low-income groups

29 3.7.6 Key Points for Decision by JCC A7 (H1-3), A7 (H1-4), B3 (H2-3) and B4 (H2-4) Zone Plans are the basis to formulate TOD concept plans of the Southern Urban Cluster Key points for decision by JCC are summarized in Table While TOD concept plans are in compliance with Zone Plans, it is proposed to reflect proposed TOD areas and intermodal facilities in the Zone Plan. It is proposed to consider development of trunk roads to connect between east and west areas of NH-1, taking opportunity of elimination of railway crossing after elevated UMRT Line1 development. Future development potential of Giap Bat station area is also further considered to reflect to the Zone Plan. Table Key Points of Southern Urban Cluster for Decision by JCC Coverage Key Points for Decision Common Issues Designation of TOD Area and its reflection in Zone Plan Development of a road network in east west direction to connect local communities and development intermodal facilities of UMRT stations Development of a competitive southern CBD of Giap Bat Station Area to curb sprawl and disorganized development V9: C.V. Thong Nhat Station V10: Bach Mai Station V11: Phuong Liet Station V12: Giap Bat Station Source: JICA Project Team Technical and institutional coordination between Line 1 and Line 2 extension plan Coordination with hospitals regarding their redevelopment plans and their implication on station development Consideration of new roads connecting UMRT station and Bach Mai Airport area Possibility and conditions of using VNR property for integrated urban development Coordination with existing Giap Bat bus terminal for redevelopment Possibility to develop vacant land in the west of the station 3-157

30 3.8 TOD CONCEPT PLANS IN EAST URBAN CLUSTER Approach 1) Area Characteristics (a) Coverage and Area Profile The East Urban Cluster encompasses only Long Bien district, located in the northeast of the city, across the Red River. It is a fast-growing urban area without sufficient transport infrastructure and proper land use management Although Long Bien District has been growing fast, the area surrounding the station is not very much populated. In 2013, the population in the 1km radius area from the station was only about 53,000 and the population density 110 persons/ha. This is largely due to poor availability of roads and to the fact that railway facilities occupy large plots of land. Nevertheless, the development of UMRT simultaneously with access roads will open up development opportunities The location of the cluster is advantageous and present development opportunities that will significantly increase when the accessibility to the city centre will be improved. Low population density and availability of many vacant and underutilized plots of land are considered positive factors for integrated urban development. The proximity to Gia Lam Airport, which is expected to be converted into urban area, can also foster TOD in the cluster. Table Population Growth Trend in East of Hanoi Cluster Ward District UMRT Station AGR Coverage Population (%) 1) (%/yr) Population Density (no/ha) Gia Thuy Long Bien V4,V5 80 9,085 10, Ngoc Lam Long Bien V4,V ,509 16, Thuong Thanh Long Bien V4,V5 35 7,569 9, Bo De Long Bien V4,V5 30 7,382 8, Ngoc Thuy Long Bien V4,V5 20 5,351 7, Total 34 44,895 52, Source: JICA Project Team 1) Coverage refers to % of ward area included within 1km radius of UMRT station (b) UMRT Route and Stations The East Urban Cluster consists of only two elevated stations, Long Bien Bac Station (V5) and Gia Lam Station (V4), which is the terminal station of Line 1 after Phase 1 is completed. Long Bien Bac Station is still surrounded by rural residential and agricultural land, whereas Gia Lam Station is surrounded by urban residential, small commercial and agricultural land. The station is also used for long-distance and international railways, and next to the station, VNR owns a large plot of land, now being occupied with VNR s factory

31 Figure Location of East Urban Cluster Source: JICA Project Team 3-159

32 (c) Socio-economic Conditions The area is relatively less urbanized than the rest of the city, and it still involves many households in the agricultural sector. However, their income level and vehicle ownership rate are at the city average. But infrastructure is still lagging behind (piped water, sanitary facility, drainage, etc.) Environment is a main concern of residents in the area. Heavy traffic, especially the large trucks passing through the area on NH1 and NH5, cause pollution, noise, and threaten the safety of local traffic. The areas facing the river are flood-prone and lack public hygiene. Recreational facilities are also lacking, which is also a concern of the people. (d) Landuse Land use varies by ward. In Ngom Lam Ward and Duc Giang Ward, located close to the stations, more than half the area is urban residential, followed by industrial and agricultural land use. Other wards are mostly agricultural (nearly 60 to 70% of land use). Industrial use is also noticeable Large shares of industrial land are located in Duc Giang, Long Bien, Hoi Xa Ward and Thac Band Ward. Some small industrial estates can also be found in Duc Giang and Viet Hung. They are mostly located along the National Highways No.1 and 5. (e) Transportation Nguyen Van Cu Street (NH1) is a trunk road stretching from the east of the city (toward Bac Giang Province) to the city center passing Chuong Duong Bridge. Another trunk road is NH-5, which connects the southeast of the City (towards Hung Yen and Hai Phong Province) and Gia Lam area. With the extension of NH5 trunk road, the accessibility between Dong Anh district and Gia Lam area will be significantly improved Most of the bus routes connect the cluster with the city centre either through Chuong Duong Bridge or Vinh Thuy Bridge, and terminate at Long Bien bus terminal. As Gia Lam bus terminal does not directly face the main road, only three city bus routes use the terminal. Medium and long-haul buses also use Gia Lam bus terminal The access to the city center is constrained by the limited capacity of Chuong Duong Bridge and Long Bien Bridge for the traffic to cross the Red River. 2) Impact of UMRT After the UMRT system will be in operation, mobility will be significantly improved in the area because of decreased road traffic volume. It currently takes 30 minutes to go from Gia Lam bus terminal to Hanoi Station by bus. This time will be reduced to only 10 minutes by UMRT. Travel time of motorcycle and car users will either remain the same or be reduced, depending on traffic management in the city centre As GIa Lam Station is located at the crossroad of NH1 and NH5, the area should function as a gateway and transport hub in the east of the city Large plots of VNR land and other underutilized plots of land are available in the area; these can be transformed to create a transit-based compact urban area that would be a new multi-functional urban core in the east of the city

33 3) TOD Planning Direction (a) Improvement of Accessibility to UMRT Station The cluster is not sufficiently provided with primary roads. Nguyen Van Cao Street (NH1) only runs in the south without being connected to V4 and V5 stations. The following should be carefully considered: (i) (ii) Develop access roads with adequate standards to UMRT stations which should be integrated with existing primary road network Develop intermodal transport hub in the east of the city to extend seamless service of UMRT along NH1 and NH5 (iii) Prepare for future effective integration with UMRT Line 4 (iv) (v) Improve local roads and alleys Improve traffic management (b) Integrated Urban Development As the area is relatively undeveloped, potential opportunities for integrated development are significant:. (i) (ii) (iii) Redevelop VNR owned factory land for multi-functional commercial and urban activities complex Promote development/redevelopment in adjoining areas in Ngoc Thuy ward and Ngoc Lam Ward Prepare for future integrated development opportunities with Gia Lam Airport (c) Community Improvement Improving communities should be part of the process of UMRT development and TOD especially in coordination with access roads development and improvement

34 3.8.2 Long Bien Bac Station (V5) Area 1) Locational Characteristics Long Bien Bac Station is located in elevated structure a few hundred meter from NH1 along the dyke road, which the new UMRT bridge is 75m north from the Long Bien Bridge (See Figure ). At present, there are no main roads which connect the station with NH1, except local roads and alleys Mixed landuse prevails in the area with traditional housing and underutilized agricultural land. However, the development of UMRT is expected to enhance investment opportunities and promote the transformation of the area into a more organized urban area. Figure Location of Long Bien Bac Station (V5) Area Source: JICA Project Team HAIMUD2 proposes another station location which is shifted to east side to connect to planned Zone Plan road at east side (see Figure ). In terms of necessity of land acquisition, Option B is advanced which is located in vacant land. In terms of accessibility, Option A is advanced in short-term which passengers can access from the existing dyke road. In case if the new south- north road will be completed in advance of UMRT operation, accessibility of Option B station is also preferable to use the trunk road. At this moment, the detailed study and design of 75m option has not been done yet, so it is proposed to study V5 station location of this alignment further, in terms of accessibility condition, potential of urban development as well as technical aspects

35 Figure Comparison of Advantages and Disadvantages of Location Options Option A Option B Advantages: It is near to the existing dyke road, so it is easy to access from the dyke road. The distance between V4 Gia Bat Station is ensured. Disadvantages: The station location will be located inside residential areas which land acqusition is required. Advantage: There are vacant spaces around the station location to develop the station plaza. Disadvantages: There are no access roads at present, so north-south road of Zone Plan is indispensable to ensure accessibility. The distance between Gia Lam station is nearer compared to the original option. Source: JICA Project Team 2) Location of UMRT Route and Station There are two options for the location of the station, depending on the distance between UMRT alignment and Long Bien Bridge. Neither of the two locations is directly connected with the main roads. 3) Planning Conditions and Directions (a) Transportation Access Improvement Key considerations for improvement of access to UMRT station include following: (i) (ii) Develop access roads to the station as part of an area-wide network as designated in Zone Plan: the Zone Plan indicates that a network of roads will be developed in the area. Although the station is provided with a good set of access roads when they are in place, priority should be given to develop access roads to connect NH1 and dyke road simultaneously with the opening of UMRT service. Improve local roads and alleys: In order to improve accessibility to the station for the communities, it is also necessary to improve other local roads and alleys

36 (b) Integrated Urban Development The focus of integrated urban development in the area should be on promoting organized landuse and compact urban development in the areas adjacent to the station. (i) (ii) Coordinate land around the station for integrated mixed-use development according to participatory development mechanisms, such as land readjustment; Promote urban development/redevelopment in adjoining areas according to Zone Plan; (c) Community Improvement (i) (ii) Promote living environment in existing communities in integration with improvement of local roads and alleys; Provide public service facilities at the station area as well as in under the UMRT viaduct space. Figure Long Bien Bac Station (V5) Area in Zone Plan Main Planning Direction (i) Development of Zone Plan roads and access roads (ii) Development of station plaza integrated with BRT using to-be-abandoned Long Bien Bridge section (iii) Improvement of local wards and alleys (iv) Provision of urban renewal of existing urban area Source: JICA Project Team based on draft Zone Plan 3-164

37 4) TOD Concept Plan (a) Determination of TOD Area The TOD Area for Long Bien Bac Station includes the land and space of UMRT ROW and other plots of land required for provision of intermodal facilities and access roads. (b) Improvement of Access to UMRT station As the UMRT station is isolated and in an underdeveloped area, the following measures are required: (i) Development of access roads connecting with NH1 (ii) Improvement of local roads and alleys (c) Intermodal Facilities at the Station The proposed concept plan for the station is composed of the following (See Figure ): (i) (ii) (iii) Develop in priority the roads included in the TOD Area, as per the Zone Plan; Provide intermodal facilities including bus stops, loading/unloading facilities for bus and other vehicles and parking space for motorcycle and bicycle in the space under the UMRT viaduct. Develop a station plaza in the south of the station to integrate the bus system proposed for Long Bien Bridge

38 Figure Facility Concept Plan of Long Bien Bac Station (V5) Main Components Develop primary and secondary road network to ensure connectivity with UMRT, especially in TOD area Develop loading/ unloading facilities under the station Develop station plaza connecting to VNR property Promote integrated urban redevelopment in front of station A-A Section Source: JICA Project Team 3-166

39 (d) Integrated Urban Development The area in front of the station presents an opportunity for redevelopment as a mixed-use high-density community including public servrices and commercial, business and residential facilities (See Figure ). Figure Concept of Integrated Urban Redevelopment in front of Station Long Bien Bac Station Commercial buildings Park Station Plaza Apartments Road BRT station Source: JICA Project Team 3-167

40 3.8.3 Gia Lam Station (V4) Area 1) Locational Characteristics Gia Lam Station is an elevated structure located at the current VNR station area; it will be the terminal station of Line 1 after completion of Phase 1. The station serves both urban inter-city passengers and inter-city freight transport services. The planned UMRT Line 4 will intersect Line 1 (Phase 2) at the intersection of NH1 and NH Landuse in adjoining areas is rather unorganized due to poorly provided road network and locations of VNR factory land and rail transport system will bring about significant positive impacts on both transport and urban development in the area However the area has been growing rapidly especially along NH1 and NH5. It is expected that urban development pressure on the area will continuously be strong in the future. Figure Location of Gia Lam Station (V4) Area Source: JICA Project Team 3-168

41 2) Planning Condition and Direction (a) Transportation Access Improvement Gia Lam Station should play an important role just like Giap Bat in the southern cluster and Nam Thang Long in the north-western cluster. Therefore the accessibility to the UMRT should be considered not by limiting to the station influence area but in wider perspective. Measures to be taken include the following: (i) (ii) (iii) Develop comprehensive intermodal hub: The urban area has been expanding quickly along NH1 towards Yen Vien and Bac Ninh, as well as along NH5 towards Gia Lam; the role of Gia Lam Station should therefore be to facilitate the connectivity between UMRT and these areas. Gia Lam should function as a transport hub to meet the demand for urban and intercity transport with different modes including intercity passenger transport, intercity bus, city bus, taxi, car, motorcycle, bicycle and pedestrians; Develop access roads and related wards: As Gia Lam Station will be a large and comprehensive public transport terminal, a good set of access roads should be provided to ensure the connectivity with NH1 and NH5; Develop local roads and alleys: In order to not only improve accessibility of the people but also promote urban development and redevelopment in the area, it is also important to develop local roads. (b) Integrated Urban Development There are ample opportunities for integrated urban development including; (i) (ii) (iii) (iv) Redevelopment of VNR factory land: This approximately 21.7-ha plot of land is an ideal space for integrated urban development in synergy with UMRT development. Such development can create a competitive urban service core in Gia Lam, which is currently lacking in the area. Mixed-use high-density development can offer a wide range of opportunities for various purposes: commercial, business, recreational, public services and residential activities. Development of the land of VNR station: This land is also large enough to develop multi-purpose high-rise station buildings in integration with the above-mentioned development of VNR factory land. While the land is used for various railway operations, airspace of the railway facilities can also offer space for integrated urban development and commercial use. Redevelopment of Gia Lam bus terminal: The existing bus terminal can be relocated into the station area where current function can also be integrated with other multi-modal services including UMRT, inter-city and city bus, taxi and others. The land can be redeveloped for high-rise residential and commercial building. Promotion of redevelopment of existing adjoining areas: There are many other areas that can be promoted in integration with the aforementioned major developments. (c) Community Improvement (i) Promote living environment in existing communities in integration with improvement of local wards and alleys (ii) Provide public service facilities at the station area as well as in under viaduct space 3-169

42 Figure Gia Lam Station (V4) Area in Zone Plan Main Planning Direction (i) Development of Zone Plan roads (ii) Development of station plazas with access roads in south and north (iii) Redevelopment of VNR factory to provide commercial, business and public serfice facilities (iv) Redevelopment of Gia Lam long-distance bus terminal for multi-purpose complex (v) Promotion of new town development integrated with UMRT and public transport services Source: JICA Project Team based on draft Zone Plan 3-170

43 3) TOD Concept Plan (a) Determination of TOD Area The TOD Area for Gia Lam Station has been defined to include ROW of UMRT, VNR land, VNR factory land and the sections of the roads that are necessary for basic intermodal facilities, as per the Zone Plan. (b) Improvement of Access to UMRT Station Roads and facilities required for the improvement of access to the UMRT station include the following: (i) (ii) Development of access roads including southern access road, northern access road, south-north connecting road; new roads should be developed to surround the station area in the north, in the south and in the west. Improvement of local roads and alleys: Other local roads and alleys should also be improved to facilitate smooth access of the people to the station. (c) Development of Intermodal Facilities at the Station Area Main intermodal facilities to be developed include the following: (i) (ii) (iii) Development of station plaza: Two station plaza should be provided in front of the station, both in the north and in the south. These plazas should include space and facilities for loading and unloading passengers and visitors using bus, taxi and other vehicles; Parking facilities: Parking facilities will be provided in various locations in integration with development of buildings and complexes Provision of elevated walkway

44 Figure Facility Concept Plan and Images of Gia Lam Station (V4) Main Components Develop in priority main roads in TOD area Develop comprehensive station plaza in integration with inner-city bus service Develop elevated walkways crossing station plazas Redevelop long-distance bus terminal integrated with commercial and service facilities Develop parking facilities under the viaduct of Line1 A-A Section C-C Section B-B Section Source: JICA Project Team 3-172

45 3.8.4 Key Points for Decision by JCC N10 Zone Plan is the basis to formulate TOD concept plans of the Eastern Urban Cluster, which has been approved. Since the station location of V5 Long Bien Bac Station has not been approved yet, it will be necessary to update the approved Zone Plan to indicate final station location and necessary access roads Key points for decision by JCC are summarized in Table While TOD concept plans are in compliance with Zone Plans, it is proposed to reflect proposed TOD areas and intermodal facilities in the Zone Plan. In addition to prioritization of station access road development, it is necessary to consider possibility to redevelop VNR property including VNR land of Gia Lam station and VNR factory for expected TOD promotion at the east of the city. Table Key Points of Southern Urban Cluster for Decision by JCC Coverage Key Points for Decision Common Issues Designation of TOD Area and its reflection in Zone Plan Finalization of Line 1 route and station location Priority development of access roads Use of to-be-abandoned VNR space and facilities (cf. Long Bien Bridge, VNR land) V5: Long Bien Bac Station V4: Gia Lam Station Source: JICA Project Team Finalization of Zone Plan and TOD plan based on decision on the location of new Line1 bridge Finalization of operational configuration of UMRT, international/ long-distance passenger, freight transport Integrated development of VNR property Possibility to redevelop Gia Lam Bus Terminal land 3-173

46 Final Report Main Text I 3.9 Required Type of Feeder Bus Service 1) Objectives and Approaches UMRT is expected to provide a high-quality public transport service, but the initial network coverage will be limited because of high construction costs. The present project that proposes the development of UMRT Lines 1 and 2 will start with the initial phase of constructing 10.9km between Nam Tang Long Station (C1) and Trang Hung Dao Station (C10) on Line 2 and 10.4km between Gia Lam Station (V4) and Giap Bat Station (V12) on Line 1. It is indispensable to build a suitably designed feeder service or services in order to maximize the serviceability and the efficiency of the UMRT system in its preliminary phase and thereby increase the total share of public transport. There is a variety of modes that would perform feeder services for UMRT: bicycle, motorbike, private automobile, taxi, bus and others, including walking. The focal point of the present study is how to effectively integrate the currently operating bus services, the mainstay by far of public transport in Hanoi, and the prospective UMRT extensions. The aim for such integration is to ensure the best possible multiplier effect on the increase and improvement of the city s public transport capacity and service as a whole Feeder buses are operated to supplement public transport service coverage integrated with UMRT network. For this, the service coverages and routes of feeder bus services are proposed based on criteria of (i) demanded area covering town centers, residential areas, major urban facilities such as universities and industrial zones to acquire passengers, (ii) supplemental area covering transport inconvenient areas, (iii) availability of bus operation space (trunk roads, roadside facilities, etc.), (iv) coverage of UMRT extension route The following three policies are proposed upgrade UMRT serviceability and enhance the passengers appeal for public transport as a whole: (i) (ii) (iii) Reorganization of city bus lines: for the bus lines that would compete with the prospective UMRT extensions, the supply and demand situation need be suitably adjusted through rerouting to connect them to UMRT stations and introducing new access lines to the stations. Development of UMRT relay bus service: the areas to be serviced by the future UMRT development need be linked in the meantime to the initial UMRT stations by a high-quality bus service for quick transfer to and from UMRT trains. Introduction of new bus services to increase public transport passengers: new bus services need be introduced to raise the level of traffic mobility in the vicinities of UMRT stations. At the same time, those facilities that would fall to disuse because of the UMRT system can be utilized to accommodate new types of bus services. 2) Route Reorganization of City Bus Lines (a) Supply and Demand Adjustment of Competing Bus Lines Many bus passengers are expected to switch to UMRT trains. A total of 28 bus lines will be affected directly and indirectly. These competing lines are likely to experience a decline of patronage. They need to reduce the service frequency or even cancel certain service 3-174

47 Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi Final Report Main Text I routes. 1 They will have to pick up new passengers by changing their operational routes and other policy decisions. (i) (ii) The decreased service frequency and the discontinuation of some lines will inevitably create a surplus of vehicles and drivers. Such surplus can be used to create new feeder services to UMRT stations, which would generate new profits. This policy could unfavourably affect the current bus passengers. Therefore, it is necessary to carefully study the current situation of bus utilization and try to choose the lines for which frequency reduction and/or discontinuation would affect passengers the least. 2 Competing bus lines could play a key role for providing an emergency service in case UMRT lines have any operational problems or are completely stopped. Therefore, it is not advisable to close up all the segments of bus routes that would compete with the prospective UMRT extensions Route closure, service frequency reduction or service route shortening are suggested for the competing bus lines substantially affected by the development of UMRT, where the effects of supply and demand adjustments would be judged insignificant or where passengers could be easily diverted to other alternative bus lines (See Table 3.9.1). (i) (ii) The prospective UMRT extensions would negatively affect the passenger demand on the competing city bus lines listed in the table. Some of them are competing with other local bus lines, and their passengers would be easily taken over by the latter if some segments of their routes were closed. As shown in the table, the reduction of service frequency is suggested mostly for the city bus lines operating between Gia Lam Long Bien, presuming a switch to UMRT LIN 1 by the passengers. By changing their origins/destinations to Bx Gia Lam, the transfer of passenger to and from Gia Lam Station (V4) would be easy. This measure of frequency reduction will significantly decrease the bus traffic on Churong Duong Bridge, possibly alleviating chronic congestion there. Table City Bus Lines Affected by UMRT Lines 1 & 2 and Suggested Measures Measure No Present Route Remarks Closure 03 BX Giáp Bát - BX Gia Lâm The entire length of the route competes with UMRT Line 1 and other local bus lines. The entire length competes with UMRT Lines 1 & 3, The route Frequency services schools and hospitals on its way, and it is not appropriate 32 BX Giáp Bát - Nhổn Reduction to close down the route entirely because of the obvious adverse impact on bus users. Route Distance Reduction 03B 10A 10B BX Giáp Bát TTTM Vincom Village Long Biên - Từ Sơn BX Lương Yên - Trung Mầu Some route segments compete with UMRT Line 1. The service frequency is low and prospective passengers could be diverted to other bus lines along the segment of Nguyễn Văn Cừ - BX Giáp Bát. The route would be shortened to end at BX Gia Lâm. Some segments compete with UMRT Line 1. The prospective passengers could be diverted to other bus lines along the segment of Nguyễn Văn Cừ - Long Biên. The route would be shortened to end at BX Gia Lâm. Some segments compete with UMRT Line 1. The prospective passengers could be diverted to other bus lines along the segment of Nguyễn Văn Cừ - BX Lương Yên. The route would be 1 The city bus lines are operated in the red, with some 55% of the operational cost being subsidized by the Hanoi city government. Accordingly, the expected loss by the decline of bus passengers will inevitably increase the city s subsidization, thus putting the municipal finance as a whole in jeopardy. 2 The forerunning construction of UMRT Line 2A and Line 3 is likely to require due reorganization of competing city bus line when these UMRT extensions come into operation. The observation of the effects of reorganization on bus passenger behaviors on this occasion will provide useful insight for the purpose

48 Final Report Main Text I Measure No Present Route Remarks shortened to end at BX Gia Lâm. 17 Long Biên - Nội Bài Some segments of the route compete with UMRT Line 1. The prospective passengers could be diverted to other bus lines along the segment of Nguyễn Văn Cừ - Long Biên. The route would be shortened to end at BX Gia Lâm. 40 CV Thống Nhất - Như Quỳnh Some segments compete with UMRT Line 1. The prospective passengers could be diverted to other bus lines along the segment of Nguyễn Văn Cừ - CV Thống Nhất. The route would be shortened to end at BX Gia Lâm. 43 CV Thống Nhất - Đông Anh Some segments compete with UMRT Line 1. The prospective passengers could be diverted to other bus lines along the segment of Nguyễn Văn Cừ - CV Thống Nhất. The route would be shortened to end at BX Gia Lâm. 54 Long Biên - Bắc Ninh Some segments compete with UMRT Line 1. The prospective passengers could be diverted to other bus lines along the segment of Nguyễn Văn Cừ - Long Biên. The route would be shortened to end at BX Gia Lâm. 01 BX Gia Lâm - Yên Nghĩa 03 BX Giáp Bát - BX Gia Lâm 03B BX Giáp Bát - TTTM Vincom Village 08 Long Biên - Đông Mỹ 09 Bờ Hồ - Bờ Hồ 10A Long Biên - Từ Sơn 10B BX Lương Yên - Trung Mầu 11 CV Thống Nhất - ĐH Nông Nghiệp I 14 Bờ Hồ - Cổ Nhuế 16A BX Giáp Bát - BX Mỹ Đình 16B BX Nước Ngầm - BX Mỹ Đình 17 Long Biên - Nội Bài Other 18 Bách Khoa - Bách Khoa Lines 21 BX Giáp Bát - BX Yên Nghĩa Affected 22 BX Gia Lâm - KĐT Xa La by UMRT 23 Nguyễn Công Trứ - Nguyễn Lines 2 Công Trứ and 1 25 BX Nam Thăng Long - BX Giáp Bát 28 BX Giáp Bát - Đông Ngạc 31 Bách Khoa - ĐH Mỏ 32 BX Giáp Bát - Nhổn 33 BX Mỹ Đình - Xuân Đỉnh 34 BX Mỹ Đình - BX Gia Lâm 36 Yên Phụ - Linh Đàm 40 CV Thống Nhất - Như Quỳnh 41 Nghi Tàm - BX Giáp Bát 43 CV Thống Nhất - Đông Anh 45 Times City - BX Nam Thăng Long 54 Long Biên - Bắc Ninh Note: The route information as of April 1, Source: JICA Project Team (b) Rerouting of Existing City Bus Lines Rerouting is needed not only to lessen the effect on city bus service of the competition with UMRT but also to expedite the passenger transfer to UMRT trains. Bus lines need to be rerouted to call on UMRT stations on the way or their present origin/destination points might be moved to these stations. (i) Rerouting to call on UMRT stations on the way: The measure would provide access to the stations and stimulate a new demand of transfer passengers, thereby promoting 3-176

49 Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi Final Report Main Text I UMRT utilization among the city population. The impact of bus service rerouting is expected to be noticeable, and yet the current bus passengers might feel inconvenienced by losing the use of their habitual bus stops, among others. After careful analysis and understanding of the present bus passengers behaviors, it is necessary to select those service segments judged least affected by rerouting, or those route segments easily taken over by other local bus services, keeping the use of the former bus stops. (ii) Change of origin/destination points: The measure is to improve transfer convenience to UMRT of bus lines that presently possess origins or destinations in the vicinities of the prospective UMRT stations. Origin/destination bus stops at the stations require sufficient space for fleet marshalling. It is necessary to select UMRT stations with enough space for such accommodation In order to strengthen transfer convenience, bus lines judged least inconveniencing to the current bus users are rerouted to call on UMRT stations on their respective way. For the lines that have origins/destinations in the vicinities of the stations, the points of origins/destinations are rerouted close to the stations As shown in Table 3.9.2, there are three city bus lines that are expected to carry the increased demand of transfer passengers by rerouting to call on UMRT stations on their way. All of these lines have competing local bus services that share the usual bus stops, thus reducing the inconvenience of city bus rerouting to passengers Concerning No. 15 and 17 lines connecting to V4 (Gia Lam Station), the route segment between Van Loc Gia Lam is moved to run from Duong Bridge to Duon Tru Bridge. This will cut down the route length and speed up the access from the northern parts of Hanoi Station to Gia Lam Station The origin/destination points of ten bus lines would be changed to the nearby UMRT stations. Regarding the availability of space for fleet marshalling, four UMRT stations, namely, C3 (Tay Ho Tay), C8 (Hang Dau), V4 (Gia Lam) and V12 (Giap Bat), either already have a nearby bus terminal or will be provided with new ones next to them during the Phase I of construction At some distance from the four stations mentioned above, there are three origin/destination points with fleet marshalling facilities: Ben Xe Nam Tang Long to the west of C3 (Tay Ho Tay), Xuan Dinh to the northeast of C3 and Duc Giang to the east of V4 (Gia Lam). City bus lines that currently turn over at these places are extended to either C3 or V4 as their new origin/destination points ease passengers transfer to UMRT Eight bus lines would move from Ben Xe Nam Thang Long to the new origin/destination points at C3. This would improve the access to the station from the southwestern area of the city now under development

50 Final Report Main Text I Table Proposed Rerouting and Changes of Origin/destination Points Proposal Station Node No Present Route Remarks C3 Hoàng Quốc Việt The route segment of Phạm Văn Đồng - Hoàng Quốc 53 (Tây Hồ Tây) - Đông Anh Việt is rerouted to pass C3. The segment of Vạn Lộc - Gia Lâm is moved from 15 BX Gia Lâm - Phố Nỉ Quốc lộ 3 - Đuống Bridge - Ngô Gia Tự to Đường 5 kéo Rerouting dài - Đông Trù Bridge V4 The segment of Vạn Lộc - Gia Lâm is moved from (Gia Lâm) Quốc lộ 3 - Đuống Bridge - Ngô Gia Tự to Đường 5 kéo 17 Long Biên - Nội Bài dài - Đông Trù Bridge. The origin/destination point is moved from Long Biên to Gia Lâm. 27 BX Nam Thăng Long The origin/destination point is moved from Nam Thăng - BX Yên Nghĩa Long to Tay Ho Tay (line extension). 33 BX Mỹ Đình The origin/destination point is moved from Xuân Đỉnh - Xuân Đỉnh to Tay Ho Tay (line extension) 38 BX Nam Thăng Long The origin/destination point is moved from Nam Thăng - Mai Động Long to Tay Ho Tay (line extension) 45 BX Nam Thăng Long The origin/destination point is moved from Nam Thăng Changes of Origins/ Destinations C3 (Tây Hồ Tây) V4 (Gia Lâm) Source: JICA Project Team 56A 56B Times City BX Nam Thăng Long - Núi Đôi BX Nam Thăng Long -Xuân Giang Nam Thăng Long - BX Nước Ngầm KCN Bắc Thăng Long - Tiến Thịnh KCN Bắc Thăng Long - Phố Nỉ Bến xe Giáp Bát - Đức Giang Long to Tay Ho Tay (line extension) The origin/destination point is moved from Nam Thăng Long to Tay Ho Tay (line extension) The origin/destination point is moved from Nam Thăng Long to Tay Ho Tay (line extension) The origin/destination point is moved from Nam Thăng Long to Tay Ho Tay (line extension) The origin/destination point is moved from KCN Bắc Thăng Long to Tay Ho Tay (line extension) The origin/destination point is moved from KCN Bắc Thăng Long to Tay Ho Tay (line extension) The origin/destination point is moved from Đức Giang to Gia Lâm (line extension) Figure Proposed Rerouting and Changes of Origin/destination Points 64 Extension C3まで延伸 to C A 56B Extension C3まで延伸 to C V4 Change 止に変更 the last stop to V4, Đông and Trù route 橋経由に変更 via Dong Tru via C3 KCN Bắc Thăng Long Change the last V4 止めに変更 stop to C4 Change the route C3 経由にルート変更 via C3 Change the last V4 止めに変更 stop to V4 10A 54 Extension C3まで延伸 to C3 Nam Thăng Long Xuân Đỉnh 33 Đức Giang Hoàng Quốc Việt C3 33 V4 10B 03B Change the last V4 止めに変更 stop to C4 Extension V4まで延伸 to V4 27 Extension C3まで延伸 to C Change the last V4 止めに変更 stop to C4 40 Source: JICA Project Team 3-178

51 (c) Introduction of New Bus Lines Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi Final Report Main Text I In addition to the rerouting of existing bus lines, new ones could be opened to strengthen the access to the prospective UMRT stations. Such new lines would be set up in places where the rerouting is judged difficult or where bus lines are yet non-existent but new passenger demand would grow with the provision of access. For example, the areas where school campuses or industrial estates are located but their potential demand are yet untapped by bus service would be most suitable for introducing new lines Hanoi is crisscrossed by a city-wide network of bus services. With no new provision of direct bus routes, passengers in many parts of the city can in principle reach UMRT stations after repeated transfers from one bus line to another. However, their trip would not be very smooth, often hampered by generally low frequency of bus service that prolongs the waiting time at transfer points. The long distance between bus stops from one line to another increases the inconveniences of travelling. Accordingly, it is necessary to open new bus lines to secure easy access to UMRT stations To introduce a new access to an area not serviced by any bus line, it is necessary to examine the potential demand warranting such a venture. At the same time, it is necessary to check whether the roadway to a UMRT station is well developed or planned to be developed, for the safety of bus travel There are two types of places for consideration when introducing new bus lines. The first type is those areas with no bus service where passenger attracting facilities or housing estates either exist or are being developed or planned, guaranteeing the sizable potential demand for a new line. The second type is those areas where the rerouting of the existing bus lines are judged untenable for its adverse impact on current bus users or the expected bus-to-bus transfer hazards due to low service frequency. In such areas, the sufficient demand is already there, evidenced by the existence of bus lines, and therefore would justify the introduction of a new access line Based on the foregoing discussion, 17 new bus lines are proposed for introduction, as shown in Table To set up new feeder bus lines with UMRT stations as their origins/destinations, it is necessary to secure sufficient space for fleet marshalling next to the stations. Considering the space availability, four UMRT stations, namely, C3, C8, V4 and V12, are suitable as origin/destination points for feeder bus service Long Bien Bus Terminal is located on the north western side of C8. The terminal is already frequented by many feeder bus lines and any additional new line is liable to aggravate the current congestion level in the neighbourhoods. Accordingly, C8 is not acceptable as origin/destination points for new lines. Of the remaining three, C3 is set up as origin/destination points for new feeder lines which connect to the area north of the Hong where many industrial and housing estates are located and the area west of Ave. Pham Van Dong where the development is in the pipeline. To alleviate the expected congestion in the neighbourhoods of a new bus terminal to be constructed next to C3, some new lines discharge (and pick up) passengers at a new bus stop to be provided below the elevated station platform and subsequently go to Cau Giay Bus Terminal. V4 accommodates new feeder lines that connect to the area of Dong Anh and the area along National Highway No. 5 in the eastern part of Hanoi. New lines for V12 are set up to provide access from the area along Ring Road No.3, the area east of Giap Bat Station, the area east of National Highway No. 1, Thanh Oai and other densely populated communities and the area of Phung Hung where hospitals and other people attracting facilities are located

52 Final Report Main Text I C3 (Tây Hồ Tây) The headway of operation for new feeder lines would range from 10 to 20 minutes and their timetables need be suitably coordinated with those of competing bus lines. If the timetables of new lines were to overlap with those of competing lines on the same routes, passengers would be faced with inconvenient irregularities where quite a few buses simultaneously call on a given bus stop in a short span of time whereas in other times passengers are left to wait a long time for the next bus. The time of arrival and departure at the station bus stops must be set up so as to concur with the schedule of UMRT trains. Table Proposed New Feeder Bus Lines Station Proposal Route Remark Mê Linh - Phúc Thắng Potential demand expected at many residential streets - (Bắc Thăng Long - Nội Bài) 1 and industrial estates located along the route - QL23 - Võ Nguyên Giáp Bus lines available, but difficult to reroute - Nhật Tân Bridge C3 V4 (Gia Lâm) V12 (Giáp Bát) Source: JICA Project Team Sóc Sơn - QL3 - Đông Anh - QL 23 - Võ Nguyên Giáp - Nhật Tân Bridge C3 Mê Linh - Tiền Phong - Vân Trì - Võ Nguyên Giáp - Nhật Tân Bridge C3 Noi Bai Airport - Võ Nguyên Giáp - Nhật Tân Bridge C3 Thụy Lâm - Đông Anh - QL23 - Võ Nguyên Giáp - Nhật Tân Bridge C3 Vân Hà - Liên Hà - Việt Hùng - Đông Anh - QL23 - Võ Nguyên Giáp - Nhật Tân Bridge - C3 Đan Phượng - Từ Liêm - C3 - Bãi đỗ xe Cầu Giấy 4 routes Thụy Lâm - Dục Nội - Dục Tú - QL23 - Đuống Bridge - Ngô Gia Tự - Nguyễn Văn Cừ - V4 Vân Hà - Liên Hà - Dục Nội - Dục Tú - QL23 - Đuống Bridge - Ngô Gia Tự - Nguyễn Văn Cừ - V4 Lệ Chi - Phú Thị - Ỷ Lan - Nguyễn Đức Thuận- Nguyễn Văn Linh- Nguyễn Văn Cừ - V4 Đặng Xái - Phú Thị - Ỷ Lan- Nguyễn Đức Thuận- Nguyễn Văn Linh - Nguyễn Văn Cừ - V4 (Vạn Phúc - Thanh Trì) - Đê sông Hồng - Nguyen Khoai - Pháp Vân - Giải Phóng V12 Đại học Nông nghiệp Hà Nội- Ngô Xuân Quảng - Nguyễn Đức Thuận- Thanh Tri Bridge - Pháp Vân- Tam Trinh - Tân Mai- Kim Đồng V12 Thanh Oai - QL21B- Quang Trung - Nguyễn Trãi- Phùng Hưng - Phan Trọng Tuệ- Ngọc Hồi - Giải Phóng V12 Potential demand expected in the densely populated areas of Sóc Sơn and Đông Anh Bus lines available, but difficult to reroute Potential demand expected at densely residential streets and industrial estates in the area of Mê Linh Bus lines available, but difficult to reroute Potential demand expected of Airline passengers and airport visitors Potential demand expected in the area of Thụy Lâm and the densely populated center of Đông Anh Bus lines available, but difficult to reroute Potential demand expected in the area of Vân Hà and the heavily-populated center of Đông Anh Bus lines available, but difficult to reroute Development in the pipeline for the areas of Đan Phượng and Từ Liêm and potential demand expected of the future population growth Location of colleges and other institutions, but bus services absent because of the underdeveloped roads. With road projects in the pipeline, new bus lines justifiable by potential demand growth Potential demand expected in the area of Thụy Lâm and densely populated centers of Đông Anh Bus lines available, but difficult to reroute Potential demand expected in the area of Vân Hà and densely populated center of Đông Anh Bus lines available, but difficult to reroute Potential demand expected in densely residential areas around Kim Son and Ỷ Lan and recently developing areas around Nguyễn Đức Thuận and Nguyễn Văn Linh Bus lines available, but difficult to reroute Potential demand expected in the densely residential area around Ỷ Lan, and the recently developing areas around Nguyễn Đức Thuận and Nguyễn Văn Linh Bus lines available, but difficult to reroute Potential demand expected in the densely residential area around Red River on the east side of National Highway No.1 Bus lines available, but difficult to reroute Potential demand expected in the Hanoi University campus and residential area around Ngô Xuân Quảng, Tam Trinh and Tân Mai Bus lines available, but difficult to reroute Potential demand expected in the central residential area of Thanh Oai and around 103 Hospitals, by rerouting to pass Ngọc Hồi 3-180

53 Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi Final Report Main Text I Figure Proposed Routes for New Bus Lines Proposed Route from C3 Tay Ho Tay Proposed Route from V4 Gia Lam Proposed Route from V12 Giap Bat Source: JICA Project Team 3-181

54 Final Report Main Text I 3) Introduction of UMRT Relay Bus Services In addition to the reorganization of city bus lines, the introduction of UMRT relay bus service is needed to promote the increased utilization of UMRT services. The development and operation of UMRT will enable passengers to reduce their travel time considerably. However, the Phase 1 extensions on Lines 1 and 2 are too limited in distance to allow the reduction of travel time beyond the immediate vicinities of new UMRT stations and along the railway extensions. Inhabitants in the suburbs and exurbs have to ride on city buses that are liable to be delayed by traffic congestions along the way to reach some UMRT station. The benefit of travel time reduction that would accrue from UMRT trains decreases as travel distance from the train stations increases. It is crucial to extend the UMRT network and thereby let as many citizens as possible enjoy the benefit of travel time reduction. However, it takes a considerable time to realize the city-wide expansion of UMRT network. In the meantime, it is necessary to take steps to bring about as much travel time reduction as possible through other policy measures One type of measure is the introduction of relay bus service that would aid transfer passengers to and from UMRT stations. The relay bus operation is faster than regular city bus in accord with the speed of UMRT trains. The faster speed of relay bus is mainly to favor passengers from or to outlying suburbs. Only a limited number of bus stops are provided along multiple-lane roadways. The ease of fast transfer to or from UMRT trains is ensured by the special relay bus facilities with boarding and alighting bus stops built very close to the respective stations. The ticketing system and timetables are designed to support brisk mobility of transfer passengers. The fleet employs high-grade vehicles that offer safe and comfortable travel Over the same origin/destination distance, travel time reduction of the transferred trip using UMRT train and relay bus is presumably smaller than that of the trip taken entirely by UMRT. However, relay bus offers much faster transfers than regular city bus and reduces sizably more travel time than the latter. Until such time as the full development of the UMRT network, the operation of relay bus need to be extended to reduce travel time for Hanoi citizens and encourage the increased use of public transport among them. The relay bus has smaller transport capacity than the UMRT train, but can be introduced at much lower costs. Accordingly, relay bus lines might be developed as positive alternative in those areas that do not generate sufficient demand justifying UMRT extension Relay bus lines are introduced to reduce travel time between outlying suburbs and the central parts of the city. Population concentrations and major landmarks in the suburbs and neighboring provinces are linked up with the UMRT stations as origin/destination points to provide fastest possible transfers to UMRT trains The probable origin/destination points for relay bus lines are C1, V4 and V12. However, C1 lacks space for fleet marshalling maneuvers. C3 with its new bus terminal planned for development takes over the role of C1 as the third origin/destination point Based on the foregoing discussion, 10 routes are proposed for relay bus service as shown in Table C3 is connected by relay bus to passenger-generating Noi Bai Airport, the densely populated center of Soc Son and the center of Me Linh as shown in Figure Regarding Noi Bai Airport, two routes are provided, one running via Vo Nguyen Giap, the other passing between Bac Thang Long Noi Bai. Rapid operation is possible on wide roadways such as 3-182

55 Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi Final Report Main Text I Vo Nguyen Giap, Nhat Tan Bridge, Bac Thang Long Noi Bai and Thang Long Bridge Relay bus routes from Noi Bai Airport will carry passengers from and to the airport. The route on Vo Nguyen Giap offers non-stop service to reduce transfer time between flights and UMRT trains and thereby promote the increased utilization of UMRT trains by airline passengers V4 is connected by three routes respectively to densely populated Dong Anh, the center of Bac Ninh and the area of Durong Xa in the eastern part of Hanoi close to the border of Hung Yen Province, where some notable institutions like the National Economic & Technical College are located, to generate passenger demands. The proposed routes pass wide roadways at places like Duong 5 keo dai, Dong Tru Bridge, Nguyen Duc Thuan and Nguyen Van Linh V12 are connected by two routes to the central areas of Phu Xuyen, Thurong Tin, Xuan Mai and Churong My. In addition, the third route is provided to link up with the area of Durong Xa mentioned above. The proposed routes pass wide roadways at places like Ngoc Hoi, Giai Phong, Nguyen Duc Thuan, Thanh Tri Bridge and Quang Trung For each relay bus route, bus stops are provided only at places of population concentrations and next to notable landmarks in order to speed up relay bus operation. The proposed routes are mostly positioned close to the planned UMRT extensions. They will serve as alternative transport until such time as the planned UMRT extensions come into operation respectively. The introduction and operation of relay bus lines well before the completion of the UMRT network would help foster the trust of local citizens in public transport and pave the way for their wide acceptance of UMRT service The UMRT relay buses will be operated by UMRT operators to provide seamless services with UMRT in terms of fare, operation schedule, service quality, etc. The UMRT relay bus services will be eliminated after UMRT extension, since these are temporal and alternative public transport services of UMRT. Table Proposed Routes for UMRT Relay Bus Service Station C3 (Tây Hồ Tây) V4 (Gia Lâm) V12 (Giáp Bát) Source: JICA Project Team Route Headway (min) 1 Nội Bài Airport - Võ Nguyên Giáp - Nhật Tân Bridge - C3 Non-stop 10 2 Sóc Sơn - QL3 - Võ Nguyên Giáp - Nhật Tân Bridge - C Nội Bài Airport - (Bắc Thăng Long - Nội Bài) - Thăng Long Bridge - C Mê Linh - Phố Yên - Làng Đại Đồng - Đường 5 kéo dài - Nhật Tân Bridge C Nội Bài Airport QL3 - Đông Anh QL3 - Đường 5 kéo dài - Đông Trù Bridge V Bến xe Bắc Ninh - Từ Sơn - Ngô Gia Tự - V Dương Xá - Nguyễn Đức Thuận - Nguyễn Văn Linh V Phú Xuyên - Thường Tín - Ngọc Hồi - Giải Phóng - V Dương Xá - Nguyễn Đức Thuận - Thanh Trì Bridge Pháp Vân - Giải Phóng - V Xuân Mai - AH 13 - Chương Mỹ - Yên Nghĩa - Cầu Bươu - Giải Phóng - V

56 Final Report Main Text I Figure Proposed Routes for UMRT Relay Bus Service Source: JICA Project Team 3-184

57 4) New Types of Bus Service (a) Loop Bus Operation in City Center Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi Final Report Main Text I To boost the serviceability of UMRT operation, the development of passenger transport around stations in the central part of Hanoi is just as important as the operation of feeder bus to and from terminals. Indeed, the city center attracts large traffic as it is the destination of many trips, and if some convenient means of travel are not available to the alighted passengers at the destinations, the attractiveness of boarding UMRT trains would not grow as much as hoped for. Most of the major roads in the central part of Hanoi are heavily used by bus lines. Without any additional service, people alighting at UMRT stations can access any spot in the city center by using the existing bus services. The absence of direct link to UMRT stations would not deter such travels, because people would manage to reach their various destinations by transferring from one bus to another. As long as the entire bus service network is concerned, the available means of travel are sufficient and would be able to meet the prospective demand of alighting passengers once UMRT comes into operation However well-developed the crisscrossing network might be, the very minuteness of the network development is too complex to tourists and strangers unaccustomed to the geography of the city center. They would find it beyond their power to negotiate through the maze of city bus network. To travel by bus from Hanoi Station to Hoan Kiem Lake, for example, there is no direct bus link connecting the two places, even though more than enough bus lines ply in each of these places. The traveller would have to go through two or three transfers to reach his destination. City bus travel in Hanoi is quite challenging to foreigners. It might be argued, then, that the bus service network be reorganized to accommodate the needs of foreigners visiting the city. This is easier said than done, because such reorganization would concern and affect the everyday life and livelihood of many citizens. It would alleviate the situation to implement such short-term measures as putting up network maps and guides on available transfers at bus stops, or providing web access to bus services in the city. Easy access to essential information would ease the the use of buses for foreigners. It might be judged necessary in the long run to streamline the current complex network after careful analysis of the situation. But urgently needed is the ready access to practical information Concurrently, it would be necessary to offer a new type of bus service that foreigners can understand and use with ease. Specifically, loop bus service with UMRT stations as origin/destination points could be operated to circulate among the major spots of tourist attraction in the city. Such loop bus is run on the single route that covers major spots attractive to visitors, with immediately recognizable visual designs for its fleet and bus stops as distinct from city bus. If feasible, bus stops would be placed at shorter intervals to offer convenience to passengers. The single loop route plying sights of major interest would not demand any prior preparation on the part of visitors and would be readily acceptable. The easily accessible loop bus service will increase bus trips and buttress tourist promotion. With UMRT stations as origin/destination points, local transfer passengers as well would find it convenient to ride loop bus. As exemplified by GO KL bus that plies major spots of Kuala Lumpur, loop bus services are operated in CBDs of many cities of the world, contributing to the increased bus transport share in the built-up areas. It would be necessary to decide the route and the headway of operation by studying the examples in other countries The network of bus service can be developed more easily than that of railways. Because of this relative easiness, the central parts of cities would soon get densely 3-185

58 Final Report Main Text I crisscrossed by bus lines to such a complex degree as to discourage passengers. It is important to strengthen bus transport in the city center by introducing loop bus service with its ready accessibility It is recommended to introduce a circulating type of bus service to the central parts of Hanoi, targeting visitors unaccustomed to the local geography, especially tourists from other countries. The new bus service will improve short-trip mobility in the city s built-up area and help promote tourism When UMRT starts its operation, two loop bus routes would be opened to call on major tourist spots, with their origin/destination point at V8 (Ha Noi), the central UMRT node in the city center. One route circulates Hanoi Station, French Quarter and Lake Hoan Kiem, among others. Another route circulates Hanoi Station, Ho Chi Minh Mausoleum and elsewhere. For each route, two lines are operated, one going clockwise and the other anticlockwise, to enhance the ease of short excursion trips. Because many streets in the central parts of Hanoi are one-way, two lines going each way do not necessarily run on the same set of streets. It would be necessary to maintain the proximity of two lines as much as possible where they have to run on different streets. The route that includes the French Quarter would stop at C10 (Tran Hun Dao) and C9 (Ho Hoan Kiem), possibly attracting transfer passengers to and from these UMRT stations Many existing bus lines currently ply the major sights of tourist interest, which would be targeted by the loop bus service, but their destinations and routes are too complicated and confusing for tourists to grasp. Loop bus circulates the major sights and allows easy trip from one sight to another, both going forward and backward. This serviceability would also attract local transfer passengers to and from Hanoi Station (V8). Loop bus routes cover the areas where there are central government departments, municipal offices, medical institutions and offices of many private companies. Accordingly, loop bus can be easily used by commuters. To enhance the serviceability of loop bus, bus stops of distinctive design would be located at the sights of major tourist interest and also in places close to those establishments that generate or attract a sizable number of local travelers and commuters. The intervals of bus stops need be short enough to ensure easy excursion trips and thereby reduce the distance passengers walk between bus stops and destinations. Figure Examples of Circulating Bus Service in Other Countries Source: JICA Project Team GO KL in Kuala Lumpur Loop Bus in Brisbane 3-186

59 Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi Final Report Main Text I Table Proposed Loop Bus Routes for City Centre Route V8 (Hà Nội) Lê Duẩn Nguyễn Du Yết Kiêu Trần Hưng Đạo (C10) Phan Chu Trinh Anticlockwise Tràng Tiền Đinh Tiên Hoàng Lê Thái Tổ Bà Triệu Hai Bà Trưng Quan Su Trần Hưng Đạo V8 1 V8 (Hà Nội) Lê Duẩn Nguyễn Du Yết Kiêu Quan Su Hai Bà Trưng Hàng Bài Clockwise Đinh Tiên Hoàng Lê Thái Tổ Tràng Tiền Lê Thánh Tông Phan Huy Chú Hai Bà Trưng V8 V8 (Hà Nội) Lê Duẩn Nguyễn Du Yết Kiêu Quan Su Hai Bà Trưng Thợ Nhuộm Anticlockwise Điện Biên Phủ Lê Hồng Phong Ông Ích Khiêm Lê Trực Nguyễn Thái Học Lê Duẩn V8 2 V8 (Hà Nội) Lê Duẩn Nguyễn Du Yết Kiêu Quan Su Hai Bà Trưng Nguyễn Khuyến Clockwise Văn Miếu Quốc Tử Giám Tôn Đức Thắng Chu Văn An Trần Phú Ông Ích Khiêm Lê Hồng Phong Điện Biên Phủ Lê Duẩn V8 Source: JICA Project Team Major Spot of Interest Hoàn Kiem Lake Old Town Opera House National Museum of Vietnamese History Hoa Lo Prison Ho Chi Minh Mausoleum Ho Chi Minh Museum One Pillar Pagoda Temple of Literature Vietnamese Air Force Museum Vietnam Fine Arts Museum Figure Loop Bus Routes in the Center of Hanoi Line 2 Anticlockwise Line 1 Clockwise Line 2 Clockwise Line 1 Anticlockwise Source: JICA Project Team 3-187

60 Final Report Main Text I (b) Operation of Circulating Bus Service in Suburbs Circulating bus service could be introduced to the outlying suburbs to improve localized round-trip mobility just as in the central parts of Hanoi. Circular bus would be routed to call on schools, hospitals, residential communities, cultural facilities and other locally important establishments that are located in the vicinity of a UMRT station. The service would provide not only easy access to the UMRT station in a given area but also help foster an environment where local residents can move about freely for daily needs The circulating route must be decided to meet local characteristics and needs within a given area. For example, it must meet shopping needs and other daily activities in residential communities. Bus stops would be provided in short intervals to reduce the distance passengers must walk to access them. The route would include local sights of interest for the promotion of tourism The vehicle type must be chosen to suit the local conditions and requirements. A small bus would be appropriate when the streets on the route are narrow. In the residential communities, electric bus would be more suitable to prevent environmental hazards There are two suitable areas where circular bus service could substantially improve local short-trip mobility and promote tourism. One is the area around C3 (Tay Ho Tay Station) and the other the area around Long Bien Bridge In the vicinity of C3 where government offices are located, the private sector is developing or about to develop housing estates and commercial centers. The circular bus service would meet the short round-trip needs of local communities and establishments in addition to providing the transfer link to the UMRT station The area around Long Bien Bridge is selected primarily for tourism development. Once UMRT starts its operation, the Viet Nam Railways will remove the rails off Long Bien Bridge. The proposed bus service would circulate the area around this bridge and recently completed Nhat Tan Bridge, both of which have strong tourist appeal because of their historical backgrounds and pleasing landscape. At the moment, there is practically no transport means tourists can readily rely on to access this area. Circular bus would meet precisely this need The origin/destination point of the proposed route is V6 (Long Bien Nam Station). After the removal of rails, Long Bien Bridge would provide an exclusive bus lane after appropriate surface improvement. The route starts from V8, crosses the Hong by the exclusive bus lane, goes via V5 and V4 to cross Duong Bridge, which was recently completed to give access to Nhat Tan Bridge. After crossing Nhat Tan Bridge, the route touches Au Co and Yen Phu and then returns to V6. Circulating bus is operated both ways, clockwise and anticlockwise. The route touches C3 as well, providing convenient access from four UMRT stations in all, namely V4, V5, V6 and C3, to two bridges. It would be possible to increase the area s tourist appeal by developing a park and other ambulatory facilities that would command the best view of two bridges. There are a number of hotel accommodations to the west of Au Co and Yen Phu. Bus stops would be placed near them to entice hotel guests to circular excursions. Distinctly designed buses should be operated so that visitors unacquainted with bus ride in Viet Nam can distinguish them easily from regular city buses

61 Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi Final Report Main Text I Figure Proposed Bus Route for the Area around Long Bien and Nhat Tan Bridges C3 V5 V4 V6 Source: JICA Project Team 3-189

62 Final Report Main Text I 5) Measures to Enhance Quality of Feeder Bus Service (a) Bus Types (i) New City Bus Three proposed city bus lines would operate the fleet of the same bus type as the existing ones. Considering the unfavourable environmental impact of the additional CO2 emissions, it would be necessary to introduce eco-friendly vehicle types like CNG bus and hybrid bus Regarding those lines with a UMRT station as their origin/destination point, it would be necessary to supply passenger-friendly information. For example, each bus would be equipped with a liquid-crystal monitor displaying the UMRT network map and the timetable of the earliest available trains for transfer passengers. (ii) UMRT Relay Bus Relay bus mainly connects suburbs with UMRT terminals at high speed. The passenger transporting distance is necessarily much longer than average city bus. In order to offer a comfortable ride, fleet vehicles must be of some coach type, usually employed for long distance travels between cities. To guard against the high operation speed on wide roadways, all passengers must be seated for the sake of safety. Standing passengers should not be tolerated under any circumstance Each coach is equipped with a liquid-crystal monitor displaying the UMRT-related information as already mentioned above. Regarding two lines going to Noi Bai Airport, each coach must display relevant airline information as well, and have a large enough baggage hold in the lower part of the body for out-going and in-coming flight passengers. (iii) Loop Bus for the City Center The loop bus fleet for the central parts of Hanoi must be easily distinguishable from regular city bus. The vehicle type need be recognizably different, the outer surface painted with vivid color. The interior furnishings must be also different in seat upholstery and ceiling decoration to be acceptable to tourists. Each bus must be equipped with a liquid-crystal monitor displaying information useful to tourists and voice messages naming the next stop must be in English as well as in Vietnamese. (iv) Circulating Bus for Suburban Areas Bus types for area circulating service must vary in accordance with local conditions. In areas like in the vicinity of C3 where a sizable growth of residential communities is expected to take place in the future, the suitable type would be electric bus to avoid the impact of additional CO 2 emissions on residential population and environment. When the bus route goes through narrow streets, the vehicle must be of small size. The bus type for the area around two bridges must cater to the taste of tourists in its outer coloring and internal furnishings. The body could be remodelled to install glass roof and side panel to offer bus boarders a better view of the surrounding landscape

63 Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi Final Report Main Text I Figure Examples of Bus Types and Equipment 9.3 CNG Bus Hybrid Bus Relay Bus Type Interior of Relay Bus LCD Monitor Proposed Loop Bus Types 6 EV Bus Source: JICA Project Team Remodeled Bus for Better View 3-191

64 Final Report Main Text I (b) Bus Facilities (i) UMRT Station Facilities Those stations used as transfer nodes to and from city bus and relay bus must be provided with appropriate bus-related facilities that would benefit transfer passengers. Guide panels showing bus networks, locations of bus stops and other information are put up in the station buildings and bus terminals. Bus stops must be roofed and well lit, furnished with benches and trash cans. Relay bus facilities must be clearly segregated from those for city bus, and bus stops must be provided with exclusive waiting space. Those stations that serve as origin/destination points for loop bus or circulating bus must be provided with tourist-oriented facilities such as waiting space, benches and guide panels on tourist information. (ii) Bus Stop Facilities along the Routes Relay bus would share some of the bus stops used by city bus. In such cases, distinct sign posts must be put up next to the existing ones, displaying information on relay bus services and UMRT trains. Where electricity is available, a relay bus stop would be lit and equipped with an electric bulletin board indicating the positions of buses in the running. At Noi Bai Airport, exclusive waiting space is offered for passengers who would ride on two airport-linked relay bus lines To distinguish from regular city bus, sigh posts of distinct designs must be put up at bus stops for loop bus in the city center and circulating bus in suburban areas. Such sign posts would show the bus-related information and the neighborhood map indicating the distance to major sightseeing spots. The bus stops along the way would be serially numbered and the numbers are shown on the sign posts so that tourists can recognize where to board or alight. Figure Examples of Bus Stop Facilities Examples of Bus Waiting Space LCD Monitor in Bus Waiting Space, Showing Airline Information Source: JICA Project Team Numbered Bus Stops 3-192

65 (c) Bus Operation (i) City Bus and UMRT Relay Bus Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi Final Report Main Text I The operation of both city and relay bus must be coordinated with the timetable of UMRT trains. Naturally, bus schedules must be set to enable transfers to and from arrivals and departures of UMRT trains. When the arrival of the last UMRT train happens to be late for some reason, the last bus must delay its departure to pick up transfer passengers. When the train service is stopped due to some accident, bus must shoulder the role of alternative transport for stranded passengers. (ii) Loop Bus and Circulating Bus It is desirable to consider the opening time of major tourist attractions and commercial establishments within the area for scheduling loop and circulating bus service. It would be necessary to increase the frequency of service during the tourist season and on occasions of opening sales events of new shopping centers. (d) Fare System (i) City Bus A new fare system need be introduced to increase the ease of transfer between trains and buses. For example, discount transfer tickets that combine bus and train rides would be issued by ticket machines at the station. Bus passengers would be issued transfer chits before alighting the bus they are on and get the discount UMRT tickets by showing the chits at the station. In addition to discounting one-way tickets for transfer passengers, monthly or seasonal passes need be duly discounted when they involve transfers between trains and buses. If the system of prepaid ticketing IC cards usable for both train and bus rides is introduced in the future, it would be possible to offer a variety of discounting incentives for transfer passengers, such as discounting by hours of the day and specified season discounts. (ii) UMRT Relay Bus UMRT relay bus charges higher fare rates than city bus, because it offers high-quality service by investing in the new fleet of coach type and various bus-related facilities and requires adequate revenues to maintain the service. The fare system is similar to that of city bus mentioned above. It gives ticket discounts for transfers and thereby raises the convenience level for transfer trips. Two relay bus lines going to Noi Bai Airport would sell discount tickets that combine air flight and bus ride with appropriate prior arrangements with airline companies. (iii) Loop Bus and Circulating Bus Loop bus in the city center and circulating bus in the suburban areas charge lower fare rates than city bus, because they primarily service short trips within a limited area. Bus stops placed in short intervals and lower fare rates would stimulate easy going trips by bus. The operation of loop or circulating bus is expected to generate short rides over two to three bus stops and enhance the localized round-trip mobility within the respective service area In addition to lower fare rates, loop and circulating bus are advised to issue one-day open tickets which the purchasers can use any number of times in the day. This type of ticket is primarily targeted at tourists. One-day open tickets would free tourists of the tedious motion of buying a ticket or paying a fare at every short ride they take for sightseeing around in the service area. Loop and circulating bus services could issue discount tickets that combine with 3-193

66 Final Report Main Text I entry charges at major tourist spots or with discount coupons of local shopping centers. If it is possible to issue one-day open tickets that would include both city bus rides and UMRT rides, such a venture would greatly contribute to the promotion of public transport in Hanoi. Figure Examples of Discount Tickets in Other Countries Discount Tickets that Combine Railway and Bus Rides Source: JICA Project Team Prepaid IC Cards for Unlimited Public Transport Rides in Singapore (e) Management (i) City Bus The operation and management of city bus is the mandate of DOT. The proposed new lines will use the same service system as the existing ones and be placed in the mandated by DOT Discount transfer tickets and the provision of alternative transport in case of UMRT stoppage require collaboration between city bus and UMRT. These measures must be closely worked out by two parties If the operation of the proposed new lines should run in the red, the deficit will be made up by the subsidy from the municipal government of Hanoi. (f) UMRT Relay Bus The operation and management of relay bus should be placed under the Operation & Management body of UMRT instead of DOT. This is because relay bus is primarily meant to boost the utilization of UMRT in Hanoi. UMRT collaboration with relay bus is much more crucial than with city bus. Service adjustments in the relay bus system must closely and quickly dovetail various changes in the UMRT operational system and policy. If the relay bus system should be managed by a body other than UMRT, deliberations over policy decisions and implementation procedures that concern two separate managing bodies would be time consuming to come to agreement. It is vital that the O&M body of UMRT takes the helm of the relay bus service to ensure speedy decision making and implementation. Because the UMRT is responsible for promoting relay bus, it would put into action various measures proposed to increase transfers between UMRT trains and relay buses As long as one single body manages both train and bus services, some deficits of the relay bus system might be made up by the revenue from train operation. The related organizations must discuss beforehand the ways and means of handling financial problems that might befall on the relay bus system. The O&M body of UMRT must finance the construction and maintenance of relay bus facilities and equipment, because such costs 3-194

67 Station Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi Final Report Main Text I would heavily burden the relay bus operation. The actual running of relay bus could be done either by UMRT itself or by contracting some bus company like TRANSERCO. It is necessary to weigh two alternatives carefully in terms of operational efficiency and other merits. (ii) Loop and Circulating Bus Loop bus in the city center and circulating bus in suburbs are proposed primarily for the promotion of tourism and local short-trip mobility rather than the increased UMRT utilization. Accordingly, the management of these localized services need be entrusted to some tourism-related division or area-development division of HPC. Such managing bodies would be better-suited to and more capable of the tasks already proposed elsewhere. These managing bodies would finance the construction and maintenance of bus stops and other related facilities in addition to the actual running of bus services. They would have to work closely not only with the O&M body of UMRT and DOT but also with the managing bodies of tourist spots and developers of tourist facilities or commercial centers and housing estates in the service area. The operation of both loop and circulating bus is likely to be strained by financial difficulties because of low fare rates. It would be necessary to consider some subsidizing scheme by the municipal government coffers or by developers benefiting from such bus services. 6) Feeder Bus Improvement Plan (a) Measures Proposed for UMRT Stations Table lists various measures proposed so far in relation to each of the 18 UMRT stations. The construction of new bus terminals and bus stops are proposed for six stations, but at other listed stations it would be necessary to undertake various steps to enhance the transfer convenience, such as relocation of existing facilities for better positions or improving footpaths for transfer passengers. Supply/ Demand Adjustment Table List of Proposed Measures for 18 UMRT Stations City Bus New Bus Service Development of Facilities Rerouting New Route Relay Bus Loop Bus Bridge Bus New Bus Terminal New Bus Stops Waiting Facilities C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 V4 V5 V6 V8 V9 V10 V11 V12 Source: JICA Project Team LCD Monitor 3-195

68 Final Report Main Text I (b) Roadmap for Implementation Table shows a roadmap for scheduling the implementation of the proposed measures for bus services in Hanoi. Proposed Measure Analysis current situation Table Proposed Schedule for Implementation Implementing Organization Related Organization Present Operation Year of Line 2A&3 Before Operation Line 1 and Line 2 Starting Operation After Operation Analysis before-after situation in the case of rerouting City Bus Reconsideration of measures based on the analysis Supply & demand adjustments, Provision of new route DOT Bus Companies Analysis after operation Relay Bus Establishment the Operation organization, deliberation among related organizations Procurement of vehicles O&M Association DOT, Bus Companies Operation City Center Loop Bus Establishment the Operation organization, deliberation among related organizations Procurement of vehicles Operation Circulating Bus in Suburbs Establishment the Operation organization, deliberation among related organizations Procurement vehicles Operation Facilities Other Measures Survey of current condition of planned road Development/improvement of roads Provision of bus stop Development of bus terminal PR campaign Source: JICA Project Team DOT O&M Association, Developers DOT, O&M Association Bus Companies, Police, Private Companies Propaganda Dept., Mass Media 3-196

69 3.10 Environmental and Social Considerations 1) Objectives and Approaches Project for Studying the Implementation of Integrated UMRT and Urban Development for Hanoi A project aiming for economic and social development, in particular involving infrastructure development, may cause a risk of negative impact on the environment or socioeconomic environment, such as pollution, involuntary resettlement and negative impact on livelihood in general. Environmental and social considerations (ESC) apply to JICA projects in accordance with the Guidelines for Environmental and Social Considerations (April 2010) for appropriate consideration of environmental and social impacts. ESC means considering environmental impacts including air, water, soil, ecosystem, flora and fauna, as well as social impacts including involuntary resettlement, impacts on vulnerable people, community safety, social structures, and so on Each project is classified by JICA into one of four categories according to the extent of potential environmental and social impacts, taking into account an outline of the project, its scale, the site conditions, and so on. HAIMUD2 project falls in category B, which means the project may have adverse impacts on the environment or society, but these impacts are less significant and are site-specific, and in most cases, they can be mitigated to some extent more readily with thorough mitigation measures. In category B, ESC procedures require Initial Environment Examination (IEE) and might need stakeholder participation, depending on the scale and nature of the adverse impacts 1. As for HAIMUD2 project, IEE was carried out for all planned stations to evaluate the impacts Specific objectives of the IEE are to (i) analyze the existing conditions of the planned station sites, (ii) identify possible environmental and social impacts that might be caused by the implementation of planned physical construction, and (iii) recommend mitigation measures to minimize the impacts. Following to literature reviews of the reports of HAIMUD and related documents, a scoping was carried out, generally known as a process for determining the issues to be addressed, the information to be collected and analysis required to assess the environmental and social impacts, as shown in Figure Figure Scoping Flowchart Source: JICA Project Team 1 Guidelines for Environmental and Social Considerations. JICA. April