10 65 Mingfeng Sun (Yuzi) S3555769 by yazid

Mingfeng Sun (Yuzi) s3555769 Future City laboratory 2017.06

CONTENT PAGE

HCMC

MOBILITY RESEARCH

FLEXIBLE CITY

Site visiting Field peparation

Two-wheel Public transport

Roundabout research

Walkable

Peak time record NARRATIVE STORYLINE

Topic investigation (parking)

CITY COMPARISON

MELB

Ho Chi Minh city Guangzhou Taipei

PROPOSAL 01

CULTURAL BACKGROUND INTRODUCTION

Beijing bicycle culture Ho Chi Minh motorcycle culture PROPOSAL 02

Laboraory Design Research Future city

CONCLUSION

Ho Chi Minh city

Protect motorcycle culture

MOTOCYCLE CITY

Multiple mobility mode

PROPOSAL 03

CITY COMPARISON

Guangzhou Taipei

1890s The first rickshaw appeared.

1936

1965

Rickshaw reached its heyday.

Guangzhou government started to establish metro

Ho Chi Minh City

1978 Guangzhou only had 3833 registered motorcycle

1980 Bicycle bacame the main travel tool of most citizens and the amount of bicycle increased rapidly.

1988 1990 The amount of registered motorcycle reached 100,000.

The amount of registered motorcycle reached 200,000.

1997 1999 The amount of registered motorcycle reached the peak of 401,655.

The Metro Line One started to operate. Motorcycle of suburban license plates were not allowed to drive in the city area.

2004

2007

Guangzhou officially announced the motorcycle limit program.

2010

Guangzhou officially banned the use of motorcycle

BRT preoperation

2015

CURRENT CONDITIONS Population Urbanization Traffic Flow Ho Chi Minh City is the largest in the country with a population of over 3.4 million. The next largest city, Hanoi, has a population of over 1.4 million, which lags significantly behind Ho Chi Minh Cityâ&#x20AC;&#x2122;s figures. To round out the rest of the overall population, the country has 32 cities with at least 100,000 residents, and an additional 51 cities with populations between 10,000 and 100,000. Ho Chi Minh City is the largest urban agglomeration in Vietnam. It is certain to attract the greatest number of migrants from rural areas in the phase of accelerated urbanization in the coming years, due to the liberalization of the economy and to the easing or removal of controls on population movements. In this context, public authorities are going to be confronted with problems of urban planning and management, operating at the intersection between public intervention and the market economy, largely unknown territory in Vietnam. The purpose of this paper is to identify these problems in the context of the current demographic evolution coinciding with the process of economic transition, notably the process of spontaneous migration, and to propose alternative solutions for population management in Ho Chi Minh City.

Speed

1AM

6AM

1PM

11PM

FURURE TRAFFIC SYSTEM PLAN

CONCEPT DIAGRAM We mainly focus on residents who living in districts within area 1 and slightly area 2. From the small case study in HCMC by Nguyen Thi Cam Van and other two authors, their data shows that more than half of householdsâ&#x20AC;&#x2122; daily trips are within 5-10km, which means they only spend 10-30 minutes on the road. Especially for those whose travel distances are less than 5km, their routine can be actually done by cycling or even walking, but the shared facilities of these two modes are limited. Along with the MRT and BRT system has been constructed in recently years, this is where our flexible city concept have come out. 1

FIELD TRIP

Brief of Ho Chi Minh city eld trip Based on the mobility topic, Ho Chi Minh city as the prototype of the future city. Motorcycle is the main transportation of Ho Chi Minh city, nearyly 80% people transit on their private vehivle. Although there are massive motorcycle ow on the road, running all the times and never stoped. Why and how Ho Chi Minh could runs so well with such a mount of numbers is the main confusion. In order to nd the answer, we started from the main roundabouts, observing the ow and functions, then zoom out from the inner city to the outer side. The research came into details. We divided into diďŹ&#x20AC;erent groups to investigate the topics of the motorcycle.

MULTIPLE MOBILITY MODE

Business on the sidewalke

Communities on sidewalk

Motorcycles on the sidewalk

This is the diagram of the shared-space concept. This concept came out from the field work observation. The current condition is that ho chi minh people used to stay in their safety zone, lack of social activities, and there are not enough open space for them to interact as well. The shared-space concept is trying to tackle this issue by building some connections between space and traffic. Movements always be limited by boundaries, at that point, shared-space concept is trying to remove some of the boundaries and creating more possibility for social activities.

COMPARSION & DIMENSION Underground parking lots, their single parking spaces still design for cars, the size normally ranges from 2.5m*5m to 2.5m*5.5m, although the proportion for motorbikes is twice as many as cars, it still cannot meet peopleâ&#x20AC;&#x2122;s demand. Comparing the occupied spaces between cars and motorcycles, which the example shows on drawings, three standard parking spaces for cars can accommodate ten motorbikes, however, if there is limited spaces for parking, people would choose to park their motorbikes at an angle of approximately 60 degree, it would reduce the length of occupied space for one motorbike so that one car parking space can accommodate two lines of motorbikes. This method mostly useful for ground parking.

1.8m

2.2m

2.5m

0.75m

16.8m Maximum turning angle

Maximum turning angle

Minimum distance

Center of car

Minimum distance

Center of motorcycle

5.6m

2.5m

ROAD TYPE

16.8m

COMPARSION & DIMENSION

Public building

A lack of proper parking lots in Hanoi and Ho Chi Minh City has resulted in cars being parked on local sidewalks and roadways, compromising traffic safety. While parking garages in downtown areas are always packed with vehicles, others built in less prominent neighborhoods are often left empty due to the lack of demand. In central districts 1 and 3 in Ho Chi Minh City, cars are often parked along major streets despite the presence of prohibition signs.Only one multi-story car park, which was built by the Saigon Transportation Mechanical Corporation (SAMCO), is reserved for car parking in the downtown area, with a capacity of 500 automobiles and 3,900 motorcycles. According to Tang Thi Thu Ly, deputy general director of SAMCO, parking spaces for automobiles are always in high demand, at a cost of VND2 million (US$87.8) per car per month. Given the limited space, local authorities have allowed four-wheeled vehicles to be parked along sections of streets like Bui Thi Xuan, Suong Nguyet Anh, Ly Tu Trong, and Truong Dinh, for a small fee. Several malls and office buildings in the surrounding neighborhood have also provided parking spaces for automobiles at higher rates. At the Kumho Asiana Plaza on Le Duan Street, the cost of a car park for the first three hours is VND10,000 ($0.44) per vehicle. This fee rises to VND100,000 ($4.4) after this period, while the nighttime parking rate is VND200,000 (8.8) per car.

Legal street parking

Resturant store boutique Free parking for customer

Chargeable street parking

Illegal street parking

Exit

Entry

Hotel

HO CHI MINH CITY URBAN AREA PARKING MAPPING

Exit

Entry

Exit

Entry

STORYLINE

Truang Tanh Occupation: Mcdonalds’ staff Sex: Female Age: 25 Date of birth: 29/02/2017 Height: 1.62 m Weight: 48 kg Tel: +(84) 165-6172917 E-mail: Truang_tanh0229@gmail.com Address: zz, Hiệp Bình Chánh, Thủ Đức, Hồ Chí Minh, Vietnam

I’m the staff working at one of the branch of mcdonalds, which is on Điện Biên Phủ road, district 1. I have been working at there over 2 years, although it is a small job, but I’m really love it and always take it serious. To avoid being late, I usually get up early at 6.30 am and take my private transport (motorcycle) to work, because in that time, there are not much flow on the street, I can enjoy the journey time, and the fresh air rushed to my mind, it helps me to refresh and getting ready for a new day. When the day is rainy or foggy, I might chose public transport to work, I’m quite luck living near the No.3 metro line.

59-G2 138.81

STORYLINE Narrative inquiry is a design methodology which is efficient way to location design proposal. Use a Ho chi minh city citzen as a prototype to represent the real common issue in HCMC. The storyline is a record of the character’s daily life. This proposal use a local working person to represent her daily life especially the mobility modes. The proposal put the eye on two-wheel transport and the alternative public transport method. Metro and BRT are the new traffic system commenced in two years, This proposal is based on the achieve of the multiple traffic system. Public transport could be an alternative choice for Ho chi minh people.

Home

Home Bin Trieu station (M3 & BRT)

Bin Trieu station (M3 & BRT)

Xo Viet Nghe Tanh(M3)

Supermarket

Ba Chieu (M5)

Work place

Supermarket

Ba Chieu (M5)

Hong Xanh Station (M3 & M5)

Work place

Thai Nghe (M3)

Phạm Ngọc Thạch(M3)

(Outer circle terminal)

Ba Chieu (M5)

Hong Xanh Station (M3 & M5)

Work place

Thai Nghe (M3)

Gym

(M3 & BRT)

Thai Nghe (M3)

Gym

LEGEND

Bin Trieu Station

Hong Xanh Station (M3 & M5)

Chao Cam Vien(M3)

Khu pho 3

Home

LEGEND

Average speed 5km/hr

Average speed 70km/hr

Average speed 20km/hr

Moves on motorcycle

Moves on metro

Moves on foot

Metro line 1

Metro line 2

Metro line 3

Metro line 4

Metro line 5

BRT

Work place

Home

Supermarket

Xo Viet (M3 &M5)

Home

Hong Xanh Station (M3 & BRT)

Thi Nghe

Supermarket

Work place

(M3) Dien Bien Phu

Gym

(Roundabout4) LEGEND

LEGEND

LEGEND Average speed 5km/hr

Average speed 5km/hr

Average speed 70km/hr

Average speed 20km/hr

Moves on motorcycle

Chao Cam Vien

Moves on metro

Moves on foot

(M3 & M4)

Metro line 1

Metro line 2

Metro line 3

Metro line 4

Metro line 5

BRT

Work place

Home

Supermarket

PROPOSAL ONE Location: Điện Biên Phủ, Đa Kao, District 1 This roundabout is an important point which connecting the inner city and the main road to the north side of the city. This roundabout connecting with a viaduct which is on heavy burden of transports. The massive greenery increase the stress of the traffic on roundabout, and bring resistance for pedestrain. The proposed strategy for this point is to tidy the edge of the sidewalks, enhance the connection between sidewalks. Add crossing line for pedestrain and barriers on viaducts. Use symtry line to re-locate the center of the greenery and shrink the size of greenery, give more space for vehicles.

Fence and sidewalks on viaduct

Green island

Shrink the roundabout island

Ensure the symetry line Crossing for pedestrain

Curremt street space

Roundabout 4

Shrink the greenery

Extract the axis for street

Add essectial design for pedestrain

Metro line 3

PROPOSAL TWO

Cong Truang Station

Location: Opeara House, District 1.z The metro line 3 is on construction. the Cong Traung station is at the back of the Opera House. The parking space is on high need but less exist. With the development of the public transport, more and more people will choose low-economic-consuming mode like public transport or two-wheels, transit between different modes are the main issue. This strategy used the tool â&#x20AC;&#x2DC;Pedcatchâ&#x20AC;&#x2DC; to know the radius of pedestrain walking out of the metro station and how far they can get. Through this process, there comes to a range for transit site choosing. This strategy is propsed to give advice on parking and transit site choosing, in addition, green space is important as well. The proposed green open space would be at the place which is on construction now.

OPERA HOUSE

Current

OPERA HOUSE

No.3 metro will pass in the future

Current street parking (Motorcycle)

Metro line 3

Cong Truang Station

5mins walk

Cong Truang Station

5mins walk

OPERA HOUSE

5mins walk

OPERA HOUSE

10mins walk

Mobility on foot from metro station

Metro line 3

OPERA HOUSE

10mins walk

Movements from metro station

10mins walk

Transit parking place

PROPOSAL THREE Location: Bạch Đằng, District Bình Thạnh. This is a popular street and a double sides street. People who transit between inner city and the north city always drive on this road, so it is super crowded during the peak time. There are some missing element those effect people a lot. Street parking is the common way that HCMC people park their motorcycles. On this street, people usually park on the sidewalks so that pedestrain just can walk on the same way like vehicles. There are few fence and divided barriers for facing directions and crossing. The proposal strategy for this street is to enhance those essential elements to address the safety issues. Current condition Sidewalk always be occupied by motorcycles

Current condition(peak time) Pedestrain is hard to cross the road

Origin street base

Some building facing different, so the area on the sidewalks could be used as street parking.

Add crossing and fences to protect pedestrain

Proposal street view

Add crossing paving for pedestrian

Add fence to protect to way vehicle

Add crossing paving for pedestrian

Create the road especially for pedestrain

Poly paving for street parking

1.5m

2.5m

REFERENCE Auttapone, K, Willson, D.J.& Rogar, D 2014, ‘A review of the evolution of shared (street) space soncepts in urban environments’, Transport reviews, vol.34, no.2, pp, 190-220. Emma,H 2010, ‘Shared space – the alternative approach to calming traffic’, Traffic Engineering & Control, pp.290-292. Shilpa, 2012, Daily Mail Australia, digital image, viewed 18 April 2017, <http:// shilpabhatnager.com/urbanism-sharing-space-in-london/#,WPbme 10GN6-> Thomas, C2008a. ‘Discussion: Shared Space- Safe Space?’ Proceedings of institution of Civil Engineerst.Municipal Engineer, vol, 161,no.2,pp.59-60. Ben, H 2001, ‘ Shared space: reconciling people, places and traffic’, Built environment, vol, 34, no.2, pp. 161-181 Vanderbilt, H & Musselwhite, C 2013, ‘The attitudes, perceptions and concerns of pedestrains and vulnerable road users to shared to shared space: A case study from the UK’, Journal of Urban Design, vol, 18, no.1, pp, 878-97 Rachel E. 2015, ‘Urbanizationg in Sardine – Packed Beijing Has Quadrupled the Size of Its Environmental Impact’, Slatest, viewed 24 May 2017, <http://www.slate.com/blogs/the_slatest/2015/07/02/urbanization_in_beijing_has_quadrupled_the_size_of_its_environmental_impact. html> Beijing Subway (2012) Company profile, <http:// www. Bjsubway.com/node/76>, viewed 01 Jun 2017. Newman P, Kenworthy J (2011) Peak ear use: understanding the demise of automobile dependence, world Transp Policy Pract 17(2): 31-42 Todd L. (2011) Measuring Transportation: Traffic, Mobility and Accessibility, ITE Journal (Institute of Transportation Engineers, www. Ite. org) Vol. 73, No. 10, October 2003, pp. 28-32. Pedcatch: www.pedcatch.com

REFLECTION Future city laboratory is an unknown, innovative project. At first my choice of laboratory was just based on my interest, but through this semester’s observation, I realized that it is a whole city for a mobility research project. It is very different from the landscape course and project that I have been tackled before. This is not a simple design project. May have a lot of stereotypes and inertia thinking, so our 19 Chinese students always get into confused. I have no clear idea and I can not see the position at first, For us it is a huge challenge, at the same time, group work is also another problem for us. I have never experienced such a large group of collaboration, in fact, I felt that teacher want us to experience a really big design team work model, a clear division of labor, thinking of the long. On the design and research stage, the lab gives me a feeling of it is very vague. Because we have always been focused on a traditional venue design or at least the traditional city planning, but our thinking has been very narrow, we are often concerned about the road out of the border area, the lab gives us a very A good chance to switch thinking to the street space we often overlooked. Motorcycle as an important research entry point which is helpful for us to locate the traffic system concept in Ho Chi Minh City. Its own cultural connotation is worthy for our study. The interesting thing is that we all are from China, with our own cultural ideas and awareness, and we all got the feeling from well-organized Western traffic cities like Melbourne. We got the feeling of their construction ideas and sentiment. We are learning overseas, thinking backward and comparing between between different cities, then it might come up to a ‘Future City’ by our personal feelings. For my personally, it is like Melbourne, the division of labor and the construction of clear roads, but I did not have a good understanding of the importance of motorcycles for Ho Chi Minh City and its culture as a city of internal. What I learned from it is that not all the ‘good traffic system’ suits to all cities, every city has their own culture and development background. This semester is not long, but the harvest is really much, this lab subverted my original understanding of the traditional design projects, so I learned a lot of fresh research and exploration methods.