Brainstorming Session No.4

Future Urban Transportation Development Orientation

and the Role of Motorbikes in Hanoi

 July 3, 2006

Mr. Shizuo Iwata (Almec/HAIDEP), an expert on Vietnam's transport and urban planning, presented the results of his recent support for Hanoi's urban development master plan and the results of his earlier support for HCMC's transportation master plan (Houtrans). In his view, in coming years motorbikes will remain the most efficient private transportation mode in Vietnam. In comparison with cars and buses, motorbikes have advantages in terms of space use and cost efficiency. Recent surveys by the Hanoi Integrated Development and Environmental Program (HAIDEP, a JICA project) corroborated this point. In the last 10 years, bicycles have largely been replaced by motorbikes. As of 2005, in Hanoi, the traffic modal share of motorcycle was 59.6%, followed by bicycle (27.9%), public transport (5.6%), and car (2.5%). 80% of households own at least one motorbike. The trip rate per person per day is approximately 2.6 in Hanoi and 3.0 in HCMC, which is higher than other developing countries, though Vietnam still belongs to the group of low-income countries.

The future role of motorbikes will be significant, but depends on three factors: (i) urban development and land use status, (ii) availability of attractive public transport, and (iii) automobile regulation policy. According to Mr. Iwata, with the current transport structure and expected future demand, Hanoi will face a big challenge in solving traffic problems even if public transportation services are much improved.

Mr. Iwata proposed an urban mass rapid transit (UMRT) network. These are commuter trains linking the city center and suburbs, which go underground in the central area. Three concrete line plans were shown on the map. This network will use land efficiently and effectively, reduce the urban infrastructure construction cost, provide convenient access to various urban services. UMRT stations should be combined with the development of commercial and public facilities to encourage use and improve financial returns. Experiences from Singapore, Brazil and Hong Kong were introduced.

Some participants asked the status of data and proposals presented by Mr. Iwata--whether they had been approved officially or just private analysis. If these were approved, the motorbike master plan currently drafted by JWG should be consistent with them. The presenter explained that the basic concepts had already been accepted by the authorities as a general direction of transport development in Hanoi. However, implementation details of this master plan depends on many factors including human, technological and financing capacity.

Transport infrastructure will require large investments. Questions were raised on the feasibility of timely construction of expensive public transportation in Vietnam, such as metros and skytrains. One participant suggested to consider factors like the current state of economic development, financing possibility, consumer habits, in urban transport planning. In response, Mr. Iwata showed one possible funding strategy which mainly relied on user charges including vehicle registration fees, packing fees, area licensing, and fuel charges (see table). MOI officials noted that the prices of cars and motorbikes in Vietnam were high in comparison with other countries, and that implementation of such user fees might lead to negative socio-economic impacts. Details of cost estimates of UMRT were provided and discussed.