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Instructor: PhD. Tran Mai Anh – Authors: Cao Tran Phong Tuan, Huynh Dai Nghia, Tran Duy An (Urban Design 2018) TABLE OF CONTENTS Ben Thanh Market Square’s role as a moving transportation hub and the neighborhood’s adaptation to the urban structure within the framework of HCMC’s new development, and vision towards sustainability for the underground space ..................................................... 4 Abstract........................................................................................................................................................................................................................ 4 Introduction ................................................................................................................................................................................................................ 4 Urban planning context ............................................................................................................................................................................................. 5 Planning policy ....................................................................................................................................................................................................... 5 Area for project improvement .............................................................................................................................................................................. 7 In-depth theoretical assessment ................................................................................................................................................................................ 8 CBD new development and gentrification.......................................................................................................................................................... 8 Development of the urban core as seen via institutional research .............................................................................................................. 8 Impacts of gentrification................................................................................................................................................................................. 10 Ben Thanh Central Station’s role as the major moving transportation hub and strategic zoning.............................................................. 12 33 strategic nodes in the urban public transport zones............................................................................................................................... 12 The moving transportation hubs ................................................................................................................................................................... 15 Underground urban space as a secondary ground ........................................................................................................................................... 16 Using the underground spaces as a transportation hub .............................................................................................................................. 16 Underground spaces as micro-strategic spaces ............................................................................................................................................ 16 Conclusion – Summary of the paper...................................................................................................................................................................... 18 Visionary implementations for HCMC ............................................................................................................................................................. 18 Appendix ............................................................................................................................................................................................................... 20 Authors’ notes .................................................................................................................................................................................................. 20 References ........................................................................................................................................................................................................ 20 Relevant documents ........................................................................................................................................................................................ 21 Figures list......................................................................................................................................................................................................... 21
Urban Design Strategy – Final Group Report – English Version
Instructor: PhD. Tran Mai Anh – Authors: Cao Tran Phong Tuan, Huynh Dai Nghia, Tran Duy An (Urban Design 2018)
The heart of Ho Chi Minh City is the bustling Ben Thanh Market and the streets that surround it. This city’s urban symbol served as the centerpiece of this paper we were working on. Microbusinesses and improvised personal solutions to daily problems were incorporated into the intense use of public space in and around the Ben Thanh Market area. It has produced a very distinct urban fabric that contrasts with the globalized model that new development has brought into the city. The future hub of the Ho Chi Minh City Metro is Ben Thanh Station. This station will grow to be a key node of the whole urban network. A renovated pedestrian area and an underground shopping mall are both included in the station, which will serve as a major hub for three metro lines. This area will play an significant role in shaping the city’s appearance in the future, so sustainability must be emphasized in the spatial planning for the area. This area’s urban problem is that the location is crucial in and of itself. What must be done over the course of the next four to six decades to preserve the region’s enduring historical values, advance cultural sustainability, and still ensure successful adaptation to the age of globalization? This study aims to serve as a kind of reference for urban analysts or planners in HCMC.
The first metro route, which is expected to start operating at the end of 2021, is being designed and constructed by the authorities of Ho Chi Minh City. The Department of Natural Resources and Environment and the Department of Planning and Investment is working with the authorities in the districts through which the line will run to carry out the precedent studies with regard to the strategy of public land use along the route connecting Suoi Tien Theme Park in District 9 with Ben Thanh Market in District 1. To conserve land and ensure the long-term sustainability of public transportation, the project’s overall vision is to integrate urban development and public transportation. Hundreds of bus lines will connect the metro stations to neighborhoods, business districts, educational institutions, and research facilities as it becomes the primary mode of transportation.
can also reveal the value of particular districts for living and working by changing the scale to a higher resolution.
We are aware that the Ben Thanh neighborhood serves as a crucial transportation hub for the entire city. The article will now concentrate on examining the ideas of urban human mobility in this area based on the impact of transportation hubs. Urban transportation hubs, which link various public and private modes of transportation, are necessary for urban human mobility. A number of passenger behavior manifestations can be linked to the phenomenon of the moving transportation hub (Keler, 2018). By definition, movement of urban citizens can be perceived and especially represented differently. Grouping movement flows into participant movements of one mode of transportation or into individual movements, which are frequently intermodal in urban environments, is one method of general differentiation. When analyzing movements in urban environments, the movement representation changes depending on the spatial and temporal scale. Inter-city movements can be broadly defined as those between cities, where each city is represented by a single symbol. Based on early research in transport geography, a branch of human geography, it is possible to define functional transport regions that may connect several cities from this type of representation. It is possible to identify inter-city movements that
Figure 1. Before and after the construction of Ben Thanh Station and Metro Line 1 – Ben Thanh to Suoi Tien (photo by the authors) 4
Urban Design Strategy – Final Group Report – English Version
The urban development on the adjacent private land as well as Metro Central Station for Lines 1, 2, 3, and 4 are taken into consideration when establishing the planning policy for the Ben Thanh Central Station Project. The policy is based on the following three points, which are considered essential for the infrastructure in the heart of Ho Chi Minh City: constructing a comprehensive underground terminal to ensure seamless connections for public transportation, creating a visually appealing underground area, and establishing an underground pedestrian network linking new structures and traffic nodes.
Figure 2. Regional connectivity and transportation network of Ben Thanh neighborhood and vicinity (mapped by authors) 5
Urban Design Strategy – Final Group Report – English Version Regarding “constructing a comprehensive underground terminal to ensure seamless connections for public transportation,” it is crucial to plan the layout of the pedestrian flow line and the passageway to ensure smooth travel between Ben Thanh Central Station and other public traffic facilities, such as bus terminals. In this instance, the smooth transition from one metro line to another is taken into account throughout the entire planning of Ben Thanh Central Station’s three platforms and four metro lines. As a result, Ben Thanh Central Station’s planning policy is also established.
The Ben Thanh Central Station Project is the name given to the planning strategy for the improvement of the Ben Thanh neighborhood, both above and below ground. The location of metro facilities like Ben Thanh and Opera House stations, as well as the bus terminal planned in Ho Chi Minh City’s urban planning, is taken into consideration when choosing the project improvement area. The planning policy as a whole is concretely established around the points based on the need for infrastructure.
Figure 3. Context of the network of urban facilities and utility systems adjacent to Ben Thanh market (mapped by authors) 6
Urban Design Strategy – Final Group Report – English Version Planning considerations for “creating a visually appealing underground area” include the design of an urban open space where everyone may rest and unwind as well as the organization of underground pedestrian corridors. A labyrinth without a clearly defined layout of tunnels makes it easy for people to become lost, and the same is true of the underground space. The passages should be placed in composition with the main line and subsidiary lines to let visitors immediately understand where they are. The development of underground plazas with roomy atriums that let natural sunlight into the underground space further enhances the aesthetic appeal and welcoming nature of the underground pedestrian urban environment. A citizen’s awareness of their location in underground space is aided by underground plazas in this way. The corridors will also develop into vibrant urban areas with attractive shopping opportunities on both sides.
3. Area of underground development in Ho Chi Minh City’s urban planning: a. Underground beneath September 23rd Park b. Underground beneath Ben Thanh roundabout c. Underground beneath Ham Nghi Avenue d. Underground beneath Le Loi Avenue e. Underground beneath Nguyen Hue Avenue 4. Public roads with underground space below: a. Ben Thanh roundabout b. Le Loi Avenue c. September 23rd Park The scope of the project enhancement is roughly split into two sections. One is the area around Ben Thanh station, and the other is the region around Le Loi Avenue. The following are their definitions, and figure 4 depicts the project improvement area. Figure 4 also depicts the location of the related facilities to be connected with this project, as well as the public traffic facilities, in this area for project improvement.
The pedestrian pathways should be set up for high accessibility to nearby new buildings as well as public traffic amenities for “establishing an underground pedestrian network linking new structures and traffic nodes”. As a result of the wider pedestrian subterranean network that is created by this better connectedness and the ease and comfort with which one may move about the area, it becomes essential to the development of interactive media. Private structures with excellent access to public transportation amenities improve in asset value and in passenger count as a result of building visitors. Visitors to the Ben Thanh zone also use the subterranean pedestrian network to get around, bringing activity to the urban underground region. The aforementioned factors are taken into account when establishing the planning policy for the Ben Thanh Central Station Project. This section determines the project improvement area. The project’s scope is centered on the area between Ben Thanh and Opera House stations as a starting point. The Metro Line 1 project has caused urban problems in this location, and Ho Chi Minh City’s urban planning program includes plans for an underground development of the city’s existing center. Based on the underground development area in the Ho Chi Minh City Urban Planning, the project enhancement area in this scope of work is chosen while taking connectivity to the public traffic facilities and the private buildings into account. Due to the enhancement of the public urban space, the project improvement area only extends beneath the public roadway and excludes the private on-ground. It is anticipated that the developer with the right will conduct private urban development on private property, and that development will be related to this project. Referring to the location of this project improvement area, the pertinent amenities are listed below. 1. Traffic facilities need to be connected: a. Ben Thanh Central Station of the Metro b. Opera House Station for Metro c. Bus Station (beneath September 23rd Park) d. BRT Station (beneath Ham Nghi Street) e. Ground-level Taxi Bay 2. Private structures need to be connected: a. New development in the vicinity of the Ben Thanh roundabout b. New development along Le Loi Avenue
Figure 4. Project improvement area mapping (mapped by authors) 7
Urban Design Strategy – Final Group Report – English Version reference,” these competing modes of thinking and acting can be unpacked through institutional analysis, which can be widely regarded as a methodological urge (Werlen, 1993). In other words, “explanations of actions” should take into account both the limiting and enabling effects of sociocultural, psychological, and material variables (Werlen, 1993). In this sense, the rejection of positivist theories that reify, idealize, and isolate economic structures and individual behaviors serves as the point of methodological departure for institutional investigations (typically associated with realist approaches).
Development of the urban core as seen via institutional research Reproduction of the physical environment in cities and how it affects urban economic development is a complicated and often contested topic. What strategy should be used? According to conventional economics or Marxist theoretical presumptions, assessments have typically fallen into one of two major categories in the past. Despite using different “languages,” both strategies handle the same problems (Needham, 1994). For various reasons, some commentators believe that these approaches’ heavy reliance on economic processes is an inadequate foundation for thinking about property development. Development is portrayed by mainstream economics as being relatively straightforward, with transactions and investments being sparked by market signals such as land and property prices and rents (Healey, 1991).
We must also acknowledge that Werlen’s concept of segregating economic structures and individual behavior leading to institutional inquiries needs additional improvement in order to incorporate these perspectives into the framework of the Ben Thanh area, in the existing Vietnamese legal context. As a result, Vietnam has focused on expanding urban areas in the direction of matching the requirements and “trends of the era” of improving the quality of life, realizing smart growth, sustainable development, and “smart cities”, as stated in the Prime Minister’s Decisions 445, 1659, 84, and 950 listed for the period of 2011 – 2021. Urban development policies reflect this. In actuality, Vietnam’s urbanization rate after 2011 appears to be slower, but the urbanization’s quality has improved to some extent. It is evident that in the last ten years, the nation’s “urbanscape” has evolved significantly. When it comes to managing urban architecture, the formulation and execution of whole planning aids urban areas in having better development orientation. Numerous sizable cities, including Hanoi, Ho Chi Minh City, Da Nang, and Hai Phong, have comprehensive urban development projects in place (Vu and Nguyen, 2021).
Marxists, on the other hand, contend that building a holistic approach necessitates the development of specific empirical applications that are either incompletely developed or completely stalled (Gore and Nicholson, 1991). As a result, it is possible to draw the conclusion that no one model of political economy, whether it be from a Marxian or a Neo-Ricardian perspective, can be utilized to predict the sociospatial patterns of multi-nucleated regional development at the present time (Gottdiener, 1994). Regardless of the strategy used, any economic study must include development organizations active in development activities and address their interrelationships (Healey, 1991). Ball says that the issue can no longer be about a theory that ignores institutions because there is now a strong consensus in support of some type of institutional analysis in his recent survey of British property research. Instead, the focus should be on theories on how to view institutions (Ball, 1998).
One can view the world in a variety of ways. It has been noted by David Harvey that an architect might value historical allusions and aesthetic rhythms. Regarding street layout and traffic flow, a traffic engineer might think. The urban planner or urban designer may consider buildings in terms of rent per square meter, zoning requirements, setbacks, and height restrictions while the historian may reflect on the dyptich of urban forms (Harvey, 1989). This obviously only gets us so far in terms of methodology. There are as many “means of viewing” the world as there are “types of institutionalism” (Hall and Taylor, 1996) or “realism,” and there is a serious danger that it may mean anything to anyone (Unwin, 1997). Even though there are “various routes to realism” or institutionalism, we may potentially further perceive such analyses as attempting to understand the connections between structures and actions. For instance, Ball contends that theories and hypotheses able to incorporate recognized institutional structures and behavioral goals must be produced in order to comprehend such causal processes (Ball, 1994).
Inequalities in power and authority among the “professional actors” defined by Guy and Henneberry who are involved in urban development are a significant issue in Vietnam’s cities, particularly Ho Chi Minh City. The primary cause is the deficiency and incompleteness of the legal structure governing urban growth and management. The legal system surrounding urban development, including the Law on Land, the Law on Housing, and the Law on Construction, has several flaws in comparison to the society’s extremely rapid development. Urban government is not at a sufficient level. Many local governments’ capacity for management has been overwhelmed by the urban context’ fast-paced development. Currently, all provinces and cities share a single governance framework, making it impossible for them to customize the type and number of government personnel employed to best serve the needs of their respective regions. The group of cadres and public officials cannot administer the state when the location changes from rural district to district in many rapidly urbanizing areas. Nearly independently of the initial rural areas, new urban areas are growing. Population management is unsuccessful in metropolitan settings, particularly in newly developed urban areas. In order to conduct an institutional investigation of Vietnamese cities, it must be noted that starting with a methodology that is slightly dissimilar from the realist approaches is occasionally required. Only from the perspective of individual behaviors can the current economic structures in Vietnam often be comprehended.
These professional actors influence the built environment through their unique perspectives on structures and cities, as well as through their objectives and deeds (Guy and Henneberry, 2000). When contextualized in terms of their “frames of
Ho Chi Minh City will be developed in accordance with the “multipolar” paradigm, in which the major inner city center is supported by a number of smaller hubs. The underground areas surrounding the metro station will be eventually renovated and
The emphasis of this section is on the issue of institutional assessments of urban development processes.
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Urban Design Strategy – Final Group Report – English Version developed into commercial centers and utilities related to public transportation in the present inner city, particularly the Ben Thanh neighborhood. The metropolis will expand in four directions at the same time. This model is a unique variation rather than a conventional multi-nucleated urban model. The strain on urbanization and the inner city’s significance in this setting continue to be crucial.
complexity of the development process are all factors that economic models typically overlook (Healey, 1991). This prompts the rejection of these models as the foundation for understanding and interpreting development processes. It won’t take long to realize that District 1 has no undeveloped land. Despite the high intensity of land use, there is always a land scarcity. It is vital to approach the problem from the standpoint of property research in order to evaluate the urban situation in the Ben Thanh neighborhood. The entire area serves as the city’s central public and mixed-use district, as depicted by Figure 5’s land use planning map of HCMC. Data on land user needs are quite complicated and could present a significant challenge.
Different types of demand, such as occupier and investment demand, development agents who are motivated by factors other than profit, the difficulty of financial viability of schemes, including the distortions produced by appraisal methods, and the
Figure 5. In-depth land use mapping and the context of mixed-use in the urban core as a visual examination (mapped by authors). Projects for urban renovation and embellishment are still under progress all around the city’s mixed-use center (marked in yellow). The Ben Thanh neighborhood is located in the center of this core, and the living requirements of this population of communities are extremely varied and complex (as described on the map), making intergenerational agreement and conflicts quite likely. Due to this, planning choices in this sector are currently essentially intact and do not often represent significant innovation. A closer examination of the region's capital allocation to land assets and the application of location theory can be done using the land price map in Figure 6. 9
Urban Design Strategy – Final Group Report – English Version researched (Travis, 2007). The magnitude of the neighborhood is frequently where gentrification takes place. In other words, certain communities experience rapid periods of social and economic change, while others maintain a relatively consistent level of stability (Maciag, 2015). Even while some resident migration is unavoidable, neighborhood demographics, such as the proportion of people who belong to different racial or socioeconomic groups, remain largely stable over time (Wei and Knox, 2014). Gentrification represents a challenge to the established order in this situation. Recent studies that examine the geography of gentrification and residential mobility commonly presuppose that gentrification results in or is connected to the physical eviction of original residents, especially low-income, vulnerable residents. Some gentrification studies, particularly those based on qualitative data, provide evidence that gentrification has adverse effects on longterm residents of changing neighborhoods (such as forced relocation and/or increases in housing costs), as well as on the character of the neighborhood and the city (Brown-Saracino, 2017). Other studies (Ding et al., 2016; Ellen and O’Regan, 2011) indicate that the gentrification-related eviction of low-income people is far less extreme and definitive. We propose that these contradictory findings may be reconciled by taking into account the metropolitan heterogeneity in the link between gentrification and displacement. Just as the process of gentrification and neighborhood change takes diverse forms in various types of communities (Hwang and Sampson, 2014; Owens, 2012; RucksAhidiana, 2021), so too can its consequences fluctuate depending on the wider demographic and socioeconomic backdrop.
Figure 6. Land value mapping of the urban core (mapped by the authors) (data via Decision No. 51 by the People’s Committee). At the confluence of the areas with the highest land prices in the urban centre and the areas with the average high land prices, the study area can be plainly seen. Creating this location into a transit hub is both a potential and significant challenge. Impacts of gentrification Gentrification is a natural byproduct of the quick, continuous, and multifaceted urbanization process. Gentrification can be defined as the process by which certain geographic areas become more exclusive (Choi, 2016). The elderly, families, and children are most affected, as are ethnic minorities and those who live in poverty. The many detrimental effects of gentrification include the displacement of long-term inhabitants, increasing economic precarity, weakened social relationships between neighbors, marginalization of their wishes for their community, and deteriorated mental and physical health. In some instances, locals and civic organizations can thwart gentrification by supporting projects that boost local economies and assist long-term residents. All social workers must have a fundamental awareness of what gentrification is, what drives this type of neighborhood transformation, and what the many implications are on social needs, inequality, and people’s well-being.
Recent studies on the effects of gentrification focus on whether gentrification drives people out of gentrifying districts, with a focus on individuals with limited financial resources because it is assumed that they will have the most difficulty finding new housing (Brown-Saracino, 2017). Why might displacement result from gentrification? Gentrification is the socioeconomic and frequently physical upgrading of neighborhoods, which calls for the influx of new residents who typically have higher levels of wealth and education, sometimes higher incomes, and may come from different racial or ethnic backgrounds than long-term neighborhood occupants (Zuk et al., 2018). Demand from outsiders may increase land value and housing prices if a neighborhood is densely populated, the residential vacancy rate is low, and there is no room to build new residential units. This may result in higher property taxes and insurance costs for homeowners as well as rent increases or evictions of tenants who cannot afford to pay market rates, which could have a negative economic and social impact (Landis, 2016).
The phrase “gentrification” was first used by Ruth Glass in 1964 to describe how low-income London dwellings were converted into upscale homes for “the gentry,” a historical term for European landowners (Glass, 1964). Since then, gentrification research has become increasingly popular across a range of disciplines, including geography, urban studies, economics, sociology, and, as of the 21st century, public health and social work. Although definitions of gentrification have changed as well (Bhavsar et al., 2020), the majority of academics concur that gentrification is a process characterized by two key elements: an influx of capital into a neighborhood, which is frequently manifest in the development of homes and businesses targeted at high-income demographics; and the simultaneous increase in high-income demographics and eviction of low- and middleincome residents (Davidson and Lees, 2005). The neighborhood level of urban surroundings is where gentrification is most usually
The District 1 area, which is an urban core with a mixed population, is where the paucity of housing land and housing units is most obvious. The project improvement area is the only place in the Ben Thanh neighborhood where gentrification is most prevalent. However, it is exceedingly difficult to manage how widely the population displacement has spread throughout the neighborhood. The metropolitan core’s service radius is also the focus of the new demography with a higher standard of living. Although the effects of this issue are not immediately severe, they will have a significant negative impact over time, especially following the construction of new roads and metro lines. This necessitates the development of long-term planning solutions that are adaptable to the changing socioeconomic environment. 10
Urban Design Strategy – Final Group Report – English Version
Figure 7. Intermedia collage depicting the project improvement area’s gentrification context (made by authors) 11
Urban Design Strategy – Final Group Report – English Version 260 bus routes in 2030. Figure 9, which incorporates this map, provides the most thorough depiction of the forthcoming public transit context in HCMC. Additionally, based on the collected data, we are able to pinpoint regions that are well defined and encompass a number of bus station clusters. Because it has been discovered that tram and metro lines would eventually pass through certain areas, we refer to them as “the whole road public transit zones.” The 33 strategic sites, which are significant or central intersections with the closest proximity to other intersections, were also recognized at the same time. These crossroads are frequently found at the ends or in the middle of a row of numerous bus stations, which was another unintended discovery. The next section on “moving transportation hubs” has a direct connection to these points’ definitions. As follows are the various strategic nodes, respectively:
33 strategic nodes in the urban public transport zones We now understand the relative relationship between urban residents’ geographic location and the urbanization process. It is vital to mention what is actually happening in the urban transportation network in order to go into greater detail regarding the issues that arise along this process. The major obstacle preventing cities from developing sustainably is now traffic congestion, parking issues, and vehicle pollution. Prioritizing the building of a multimode public transit network is one efficient method of reducing urban traffic congestion (Zhang et al., 2018). This trend contributes to the transformation of the conventional transportation mode into a green and low-carbon mode, making “public transit plus nonmotorized mode” the ideal travel mode. Since the “core trip plus final kilometer journey” is essentially the “public transit plus nonmotorized mode,” scholars are generally worried with the dependability of the core trip mode, or public transport.
1. Nguyen Van Linh Overpass – Tan Kien Roundabout, Korea Highway 2. An Lac Roundabout – Ho Hoc Lam-Kinh Duong Vuong intersection – Khang An residential area 3. Tan Tao Industrial Park – Binh Tri Dong area 4. Go May Parish – Junction of Pham Dang Giang, Korea Highway 5. An Suong major bus station 6. Tan Thoi Hiep intersection – Truong Dai Bridge – Le Thi Rieng intersection 7. Ga intersection 8. Binh Phuoc intersection 9. Binh Loi Bridge 10. Saigon Bridge 11. Angel Parish – Mai Chi Tho Overpass – Cultural Center of Thu Duc City 12. Dong Van Cong residential area – People’s Committee of District 2 13. Sala residential area – Central of Thu Thiem 14. Cat Lai area - Ferry to Can Gio 15. Tan Thuan Export Processing Zone 16. Him Lam residential area 17. Ben Thanh Area – District 1 Center (CBD) – Bach Dang Wharf 18. Cho Ray Hospital – Thuan Kieu Plaza Crossroads 19. Western major bus station – Phu Lam roundabout – Ten Lua intersection 20. Dam Sen Cultural Park 21. Four Communes intersection – Thoai Ngoc Hau-Nguyen Ly intersection – To Hieu-Hoa Binh intersection 22. Tan Phu District Committee 23. Tan Ky Tan Quy residential area 24. Cong Hoa Junction – Tan Son Nhat Golf Court 25. Tomb of Cha Ca Roundabout – Hoang Van Thu Park – Hoang Van Thu-Ut Tich intersection 26. Dog Kennel 5-way intersection 27. Pham Van Dong Roundabout – Gia Dinh Park 28. Nguyen Thai Son-Phan Van Tri intersection 29. Eastern major bus station – Thanh Da Peninsula 30. International Square Roundabout – Saigon’s Notre Dame Cathedral 31. Democracy Square Roundabout – Ly Chinh Thang-Nam Ky Khoi Nghia intersection 32. Au Co-Lac Long Quan intersection – The Useful residential area – Khai Hoan Building 33. Phu My Hung residential area
This could be interpreted as a citywide visionary goal. In actuality, there is a degree of agreement on this notion among the city planning authorities that are in charge of making decisions in the field as well as the actual professional consulting firms involved. Accordingly, the study “Research to improve and develop the bus network in Ho Chi Minh City” carried out by the research team of Ho Chi Minh City University of Science and Technology has indicated that road trips for the purpose of going to work/study will primarily start from the areas bordering District 1 and the destination is District 1, District 5 or District 6 (the area within the inner city), and Thu Duc District. While there is no common route for excursions with other objectives, the path will be more dispersed. According to this study, however, the number of people who use the bus (currently the only public transportation system in the city) to get to work or school is less than twice as high as the number of people who use it for specific personal purposes, which is already quite low compared to the number of people who use personal vehicles for the same purpose. This occurrence has a relatively straightforward cause. The advancement of urban transportation infrastructure, such as the network of roads, bridges, and tunnels, is a prerequisite for the development of the bus network. In addition to the fact that it is still challenging to comprehend these current urban networks, there is still a lack of public transportation awareness in general. The bus system must also assure linkages to other forms of public transportation, such as yet-to-be-established and-operated canals, tramways, and metro lines. As more public transit lines are set to be established within the next five years or less, there is a better outlook for the growth of the city’s public transportation network. Along with the first two metro lines, the first tramway, and the second waterbus route, a project to build 28 new bus routes plus 6 new BRT lines has been underway since 2015 and is anticipated to be finished in 2025. Thus, in light of the current situation as seen from the perspective of urban space, we realize that it is imperative to map the coverage areas of current bus routes. After manually identifying bus stops properly using the BusMap database system and numerous other papers, we acquired the raw data, which shows the roughly exact positions of the majority of the bus stops on 12
Urban Design Strategy – Final Group Report – English Version Figure 9 carefully marks all of these locations and includes some examples of the local environment. These 33 locations can be seen as constituting a network of urban public transit on their own. Interdisciplinary research in the fields of systems science, urban design/management, and transportation engineering is being done on the complexity, resilience, and function of urban public transit networks in large urban contexts.
of transportation. Categorized by passengers who use bus routes that receive subsidies: student routes, contract routes, and worker routes. There are additional nighttime bus routes that cater to particular requirements. None of these classifications overlap. Is it therefore effective? The layout of this network of public transit systems must be taken into account. Public transportation’s efficiency is strongly favored to entirely remove the segregation between communities brought on by the gentrification process, assisting in the future development of livable communities.
For more information on this subject, urban public transit networks are typically examined as dynamic, complicated gigantic systems made up of road, flow, and management service systems. Urban public transit networks are distinguished from general complex networks by their complex blend of technological and social networks, as well as their complex passenger trip selection behavior (Zhang et al., 2018). These ideas are all intimately related to the examination of “the moving transportation hubs” that follows. To succinctly describe the idea that, for instance, each of these positions is not a fixed point but rather a network of smaller strategic sites within a radius that can combine numerous modes of movement. This is the general idea behind the “moving” of public transportation hubs that Keler (2018) highlighted. From this, it is evident from this list of 33 nodes that the majority of them are combinations of three to four different points. There is potential for micro-scale mass transportation movements such as rental bikes and sharing bikes since the points that make up these aggregates may be reached on foot in less than 12 minutes. Additionally, it is feasible to build the required technical infrastructure, such as pick-up stations and cable routes, for driverless taxi/pod taxi services along the routes linking the smaller nodes in the combination. This is basically a pre-viable, strategic solution. The benefits of personal vehicles are indisputable. Because of this, a significant percentage of travelers continue to choose and select these kinds of transportation. As a result, there is an ongoing demand for comparable types of transportation, necessitating the allocation of certain resources for the development of well-known personal vehicle services. This leads us to believe that the urban public transit network ought to have at least two major tiers. One contains the primary public transportation routes and the other, more specialized private public transportation routes, to manage traffic inside the aforementioned initial layer. This might be seen as a major obstacle that makes Keler’s notion of “the moving transportation hubs” necessary for incorporation into contemporary cities. This calls for cooperation from the city’s institutional linkages as well as innovative developments in construction, urban planning, and economics. Understanding the future of personal mobility necessitates an integrated understanding of technology, infrastructure, consumer choice, and governmental policy, according to Armstrong (2019), professor and director of the MIT Energy Initiative. Currently, the hierarchies of the planning-oriented bus routes in Ho Chi Minh City are intricate. Road categorization divides them into the following categories: axis routes, main routes, ring routes, intra-regional branch routes, inter-regional branch routes, urban center loop routes, and collection routes. Include both BRT and rapid bus lines under the bus categorization, in that order. Adjacent roads connecting two provinces, routes connecting other traffic routes, and other routes are all categorized by forms
Figure 8. Examples of personal transportation services that have been made public (images via Times of India, Korea Herald and Forbes). For the most adaptable access to the aforementioned critical nodes, the services that offer these transportation must be strategically positioned. In particular, the movement flows of the two tiers of the public transit network indicated above should not negatively overlap, so the routes for these types of vehicles should not have a set route in the planning but still require the essential calculations.
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Urban Design Strategy – Final Group Report – English Version Figure 9. Maps of HCMC’s future public transit context, after the completion of the waterbus lines, BRT, tram lines and metro lines (mapped by authors) The reddish dots in the map above represent the exact location of the bus stops (data via BusMap). The Central Station area in Ben Thanh (circled in red) and the adjacent neighborhoods are considered of as a particularly significant urban transport hub in terms of accessibility and transit throughout the network because most bus, metro, and waterbus lines are all accessible through here.
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Urban Design Strategy – Final Group Report – English Version The moving transportation hubs The major purpose of this section is to apply Keler’s notion of “the moving transportation hub,” which he refers to as a phenomenon, to the analysis of the area around Ben Thanh Central Station. Accordingly, patterns and concepts of urban movement are intricate. Understanding these intricate patterns and ideas requires data on moving objects on the underlying transportation infrastructure. In order to understand the spatiotemporal movement patterns of public transportation services and different vehicle fleets, we require static information on the infrastructure (Keler and Krisp, 2017).
transportation. These transportation hubs are unique varieties of mobility stations that link stations for several modes of transportation within the same area, frequently with a variety of elevation levels. The transportation hub has several transportation stations, which is arguably the most typical configuration in urban settings. These are, in fact, many spatially fixed stations with connections that are typically within walking distance, as well as stations that are constantly changing in space and rely on local knowledge or can be deduced from observations of vehicle traffic. The latter may be based on the movements of vehicles used by transportation services like taxis. In this instance, typical taxi trip origin and destination hotspots, which are associated with taxi passenger behavior when boarding and alighting, can be estimated. These hotspots are dynamic point clusters that occupy certain locations in space, especially when they are produced from taxi movement data acquisitions. There may be several established transportation infrastructure components in these places. Consequently, a polygonal representation in space rather than a pointwise one is generally more consistent with the appearance of a transportation hub.
A number of passenger behavior manifestations can be linked to the phenomenon of the moving transportation hub (Keler, 2018). By definition, movement of urban citizens can be perceived and especially represented differently. Grouping movement flows into participant movements of one mode of transportation or into individual movements, which are frequently intermodal in urban environments, is one method of general differentiation. When analyzing movements in urban environments, the movement representation changes depending on the spatial and temporal scale. Inter-city movements can be broadly defined as those between cities, where each city is represented by a single symbol.
Using point clustering techniques, with and without taking into account the temporal component, is one straightforward way to learn more about a sizable vehicle movement data collection. It is crucial to establish the data format of the vehicle movement in addition to choosing appropriate clustering approaches. By using these techniques to analyze the area around Ben Thanh Central Station, it becomes abundantly evident that the area contains the polygonal grid structure of the traffic network. Ben Thanh and Bach Dang, both major stations, have excellent connections to other smaller stations strewn around Nguyen Hue, Ham Nghi, and Le Loi Avenue. The distance between these two stations is still entirely walking, on the other hand. Therefore, it must be acknowledged that there is a chance that this field will produce innovative transport models.
Based on early research in transport geography, a branch of human geography, it is possible to define functional transport regions that may connect several cities from this type of representation. It is possible to identify inter-city movements that can also reveal the value of particular districts for living and working by changing the scale to a higher resolution. It is possible to study movement between different stations of a few mobility services, particularly from the well-established public transportation, at the next higher resolution level. Transportation systems that rely on installing expensive infrastructure, like metro and tramways, can have a number of mobility stations, like tramway stations. Some of these stations, which might be referred to as transportation hubs, have connections to neighbouring stations of other modes of
Making sure that the neighborhood maintains this uncluttered structure is the responsibility of urban planners. Only then will there be a sound foundation upon which to introduce new public transportation options.
Figure 10. Map of the moving transportation hub of Ben Thanh Central Station and Bach Dang Waterbus Station (mapped by authors). This hub’s two primary stations, Bach Dang and Ben Thanh, are readily identifiable. With all upcoming waterbus routes passing through it, Bach Dang station is particularly crucial in this regard as it is the main waterbus station. Thus, this area becomes the most important moving transportation hub of the whole city. A seamless connection between these two major stations is therefore necessary. 15
Urban Design Strategy – Final Group Report – English Version Although it was initially on the edge of the city, it would gradually be included into the downtown area as the city grew. In the past, the building of a railway divided a metropolitan region into two, which was problematic for urban development. The two roads that surround a transportation hub are difficult to link. The division of a city may now be avoided, and the coordinated growth of the city will be aided by the creation of underground space in the transportation hub without impairing its functionality.
Using the underground spaces as a transportation hub One of the main concerns in the governmental program for economic planning and social growth in the standard of living of urban people has been the modernization of the transport system in the context of urban development for more than twenty years (Gasimova, 2021). The need for additional development in the areas of road and transport infrastructure construction and reconstruction, transportation environment, and improvement of public transport management is implied by numerous international and regional events, growing tourism potential, and interest in the country. This is especially true in a developing metropolis like Ho Chi Minh City.
Additionally, increasing the effectiveness of transportation interchanges is another vital element of underground places. The subterranean interchange hall and corridor will promote faster passenger arrival at their destinations by enhancing linkages between the railway, metro, bus, taxi, and public parking systems. Therefore, the underground interchange hall and corridor will also offer opportunities for a “zero transport interchange” (Jia and Fang, 2016) in the transportation hub as well as increasing passenger traffic at the hub. Maximizing land use potential and improving the ground environment are now both attainable. Numerous transport hub operations can be accommodated below, which will considerably expand available area, reduce the need for ground space, and improve land use efficiency. The ground can be used as a public green area and pedestrian walkway in the interim, which will reduce unrest between walkers and vehicles and improve the quality of the surrounding environment.
Exploiting underground space’s potential, particularly in the vicinity of moving transportation hubs, is an innovative approach to achieving all of these objectives. As a “second ground,” these underground areas can then be utilized to create underpass spaces that will aid in promoting urban walkability as well as serve as transfer stations. It is indisputable that underground space provides significant benefits for the city’s components, including the public transit network. The social benefit will be maximized by creating underground space in transportation hubs. significant “urban chipset,” where people and goods are transferred between various means of transportation. As a result, the surrounding service facilities for the transportation hub are also created in accordance with the average passenger volume (Jia, 2016). The master layout of the public road transportation hubs should take into account urban redevelopment while concentrating on the urban rail station and integrating underground and ground transportations. Utilizing and developing underground space in transportation hubs will maximize the societal benefit on the basis of the concepts of “zero transport interchange” and “seamless connection.” (Jia and Fang, 2016). As real estate is developed near a transportation center, it will be easier to link and coordinate efforts across different local departments and eventually achieve transitoriented development, which is important for the city’s public transportation (Calthorpe, 1993).
By combining the development of underground space in a transport hub with the development of adjacent underground space, it is possible to plan regional underground space development. This will increase the overall benefits of underground space development, create a systematic underground space environment around the transport hub, and foster local economic growth. Underground spaces as micro-strategic spaces In terms of design, a typical underground space model necessitates more micro-solutions. In which case it is important to make sure that each underground space unit has enough capacity to accommodate the amount of people who will use it in the service area. Due to the high demand for the aforementioned key nodes, these subsurface areas will likewise serve as expansive strategic spaces.
The transport environment in Ho Chi Minh City has recently undergone a program of modernization, and one of the parts of Ben Thanh's interchange nodes for transport is a node of regional significance and one of the complicated volume-spatial formations of this type. This significant development took place until 2050, or almost fifty years. From a basic collection of central urban bus stations that existed long before the project for a metro station was released, to a contemporary one that makes use of an interactive transport interchange nodes control, which has undergone numerous changes in both the architectural and urban planning key and the area of transport management, which undoubtedly resulted from the current requirements of the state's urban planning and economic policy.
The optimal underground area design would allow incoming passengers to have easy access to the metro station or the open parking in both the east and west squares. The bus station is located on the first underground floor, which passengers can access from the east square via an escalator. The long-distance bus station and the bus terminal are located on the bottom floor, which passengers in the west square can access through the escalator. Despite the fact that the east square’s underground portion is mostly used for transit, it is vital to incorporate some retail and recreational spaces (see Figure 11). Underneath, there is underground architecture with ideally three to four levels, while the ground is used for public green spaces and pedestrian paths. Bus stops and a shopping area are located on the first underground floor. Among the amenities on the second floor are a metro station, a public parking lot, a taxi rank, and a shopping center. Guests can park for free on the third floor.
In order to effectively organize the development of the local underground space, it is crucial to plan and build ground and underground structures jointly. These structures will not only connect the divided urban areas on either side of the transportation hub, but will also improve the effectiveness of the transportation interchange. Underground spaces play an essential role in bridging urban areas split by railroads. The transportation hub is typically close to or perhaps situated in the downtown area. 16
Urban Design Strategy – Final Group Report – English Version The western square plan is used as a public green space and pedestrian path because of its greater proximity to the Ben Thanh market area and the main road leading to the neighborhoods historic buildings. On either side of the western square are the ground bus station and the long-distance bus station. Similar to the eastern plaza, the underground floor of the western square has two levels, the first of which is a commercial area and a public parking lot, and the second of which has a public parking lot, a taxi depot, a metro station, and a commercial area. The commercial area in the middle of the traffic offers food stalls, specialty foods, and retail centers. To enhance the pedestrian
environment, multiple sunken plazas should be constructed in the business district. In conclusion, upgrading and local commercial development can be encouraged by the creation of transportation hubs, which will further support urban economic growth and improve the region’s urban spatial context. In order to reach the target, ground and subsurface works must be compatible with one another as well as the development and building of transport hubs with the local development planning.
Figure 11. Micro-strategy plan for the area around Ben Thanh Central Station’s underground spaces (mapped by authors). In order to maximize the utility of the underground area as a second ground, it must also be exploited as a traffic center that is interconnected with nearby traffic points. In order to include other urban amenities into this space, the multi-storey of the government’s present plans for this underground space also must be entirely utilized in terms of capacity. 17
Urban Design Strategy – Final Group Report – English Version the building and improvement of the transportation network can further reduce the excessive accumulation of resources in core cities. By radiating the energy of the central districts of the city to the outside through technological and scientific advancement, cultural transmission, and other methods, the Central Station should be regarded as the most important hub in terms of network transmission in order to strengthen the driving power and stability of Ho Chi Minh City’s core nodes. Second, by relocating the areas on the periphery of the city’s urban network, we can improve the network’s transmission efficiency as well as its resilience. This can be done by utilizing the collaborative mechanism created by the development of the transportation, industrial, and ecological environments.
This conclusion will wrap up the study by diagramming the main ideas and outlining the authors’ personal opinions on the subject of strategic setting in urban planning. Our research has significant theoretical and practical implications. Although urban networks have developed in underdeveloped nations, theoretically regional network sharing is still constrained by distance and division. In contrast, the majority of recent studies from industrialized nations have an overly optimistic view of urban networks replacing traditional agglomeration (Wang et al., 2022). Whether an “urban network” is a local network with a spatially embedded nature or a virtual network existing outside of physical space, it is required to reevaluate its appropriateness. To attain the desired agglomeration effect in regional integration planning for developing countries, it may be necessary to use a spatial scale that is too big if the impact of locality on urban networks is completely ignored. The Vietnamese government’s policy of regional integration is effective, as seen by the outstanding network linkages between major cities. Additionally, the various performances of an urban network within the same region in Vietnam support the conclusions of earlier studies that the spatial impact of regional integration is ambiguous. This study implies that rather than being erratic, this geographical influence should be periodic.
Our study has several limitations due to the constraints on article length, duration, and topical focus. Future research should clarify the reasoning behind the aforementioned results from the perspectives of origin, mechanism, etc., and investigate more about how scientific and technological advancements might be used to put these concepts into practice. Figure 12’s programming diagram outlines the overall concept of the research divisions. As a result, the excessive inflow of capital and lack of control over it will negate gentrification, an inevitable natural outcome of new urban developments that causes the relocation of people and the disintegration of vulnerable communities in the area. This will have very negative effects that could cause the quality of living for those with low to moderate incomes in the downtown area to drastically decline. Analytical concepts demonstrate a cause-and-effect connection between actions taken following the investing process.
The capacity of regional space to manage the long-term effects of economic globalization and restore, retain, or enhance the features and capabilities of the original system is essential. Building a complex urban network and assessing the resilience of its structure is important for fostering regional sustainable development since it is a new form of regional expression. The prosperity and vigor of the city can be enhanced by a safe urban development environment.
In accordance with this diagram, the theory put forth by Zhang et al. (2018) regarding the function of public transit network in urban areas in conjunction with Keler’s model of public transportation hubs (2018) will help create sustainable neighborhoods in terms of transportation networks with a series of multi-level and continuous traffic hubs with a view to serving the majority of people’s desired routes and reducing the use of personal transportation. In particular, the utilization of underground spaces is a creative solution with a limited application area but should have a very broad applicability and be strategically distributed throughout the metropolitan. To ensure a smooth flow of urban mobility and achieve sustainable performance, the underground spaces will need to serve as transit stations between two public transport terminals in the same network. This will lessen the strain on other associated fields.
The stability, coordination, and sustainability of urban network operation as well as the capacity to bounce back quickly from shocks are important in light of the general economic slump, increasing severe competition, and fluctuations in all spheres of society. The institutions of the urban network are modified based on the three created networks, with an eye on the three network hierarchies, matching, and transmission viewpoints, and beginning with the resilience of the urban network structure, in order to increase the network’s resilience. The connection between high-level cities and low-level cities needs to be strengthened in terms of hierarchical features. Along with the work of non-capital function relief, we should improve the function of the newly built areas and radiate Ho Chi Minh City’s functions as a core city. In the meantime, we must use these new areas as crucial springboards to revive the entire urban network of Ho Chi Minh City, flatten the network structure, pay attention to the radiation effect on low-value nodes, and increase the supporting roles of all urban network nodes.
We believe that an essential component of the “urban design” profession is participating in the planning of these responsibilities. Planning based on administrative borders from a decade ago has shown its inefficiency and obsolescence. In order to produce new sustainable and livable cities, it is important to implement the sets of strategies that were initially planned in accordance with urban curating from the broader phenomena sets at the regional planning level through the continuum to below the building architectural level. Practitioners in urban design are those who bridge the gap between urban planning and urban management, hence it is crucial to effectively utilize the top resources from both disciplines.
In order to fully use the potential of core districts, promote the growth of peripheral districts, and work toward erasing administrative boundaries, we should further expand and create the traffic road network in order to match the nodes. As a result, urban areas on the outskirts of the city may also access highquality technology and information resources. In the meantime, 18
Urban Design Strategy – Final Group Report – English Version
Figure 12. Schematic summary of the interrelationship of new urban developments, urban networks and underground spaces (mapped by authors)
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Urban Design Strategy – Final Group Report – English Version
Authors’ notes - The abstract’s bolded wording refers to the three study areas that were chosen for synthesis into analytical collections. - The authors pledge that the article is free of plagiarism. - All references (books, scientific articles, scientific articles, scientific journals, commentaries) are fully cited in this section. - All figures are fully shown in this section. - All other relevant documents are fully cited in this section.
- The authors affirm that no financial or commercial ties that might be viewed as having a conflict of interest existed during the research’s execution. - Upon reasonable request, the relevant author will make the data used to support the study’s findings public. - Author contributions: Data collection, C. T., H. N. and T. A.; Data curation, C. T. and H. N., Writing (draft and final), C.T.; Graphics curation, C. T. and H.. N.; Graphics production, H. N.; Graphics support, T.A.; Referencing, C. T.; Final production, C. T. and H. N.
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Relevant documents 1. Resolution No. 29 issued by the National Congress, December 18, 2021. 2. Law on Planing promulgated by the National Congress, November 24, 2017. 3. Law on Organization of Local Government promulgated by the National Congress, June 19, 2015. 4. Law on Land promulgated by the National Congress, November 29, 2013. 5. Decision No. 438 issued by the Government, March 25, 2021. 6. Decision No. 1129 issued by the Government, July 27, 2020. 7. Decree No. 37 issued by the Government, May 7, 2019. 8. Decision No. 280 issued by the Government, March 13, 2019. 9. Decision No. 950 issued by the Government, August 1, 2018. 10. Decision No. 84 issued by the Government, January 19, 2018. 11. Decision No. 84 issued by the Government, January 19, 2018. 12. Decree No. 43 issued by the Government, dated May 15, 2014. 13. Decree No. 47 issued by the Government, dated May 15, 2014. Figures list For better picture quality, the maps used throughout the research report will be bundled separately with this research file.
14. Decision No. 201 issued by the Government, January 22, 2013. 15. Decision No. 1659 issued by the Government, November 7, 2012. 16. Decision No. 445 issued by the Government, April 7, 2009 17. Decision No. 445 issued by the Government, April 7, 2009. 18. Decision No. 1346 issued by the People’s Committee of Ho Chi Minh City, April 25, 2022. 19. Decision No. 02 by the People’s Committee of Ho Chi Minh City. Issued by Ho Chi Minh City, January 16, 2020. 20. Decision No. 83 issued by the People’s Committee of Ho Chi Minh City. Issued by Ho Chi Minh City, June 8, 2006. 21. Decision No. 49 by the People’s Committee of Ho Chi Minh City. Issued by Ho Chi Minh City on March 28, 2005. 22. Decision No. 3653 issued by the People’s Committee of Ho Chi Minh City. Issued by Ho Chi Minh City, July 25, 2005. 23. Decision No. 321 issued by the People’s Committee of Ho Chi Minh City, December 30, 2003. 24. Decision No. 76 issued by the People’s Committee of Ho Chi Minh City, January 18, 2002. 25. Decision No. 34 issued by the Ministry of Transport, October 16, 2006.
Figure 7. Intermedia collage depicting the project improvement area’s gentrification context (made by authors).......................... 11 Figure 8. Examples of personal transportation services that have been made public (images via Times of India, Korea Herald and Forbes) ............................................................................................ 13 Figure 9. Maps of HCMC’s future public transit context, after the completion of the waterbus lines, BRT, tram lines and metro lines (mapped by authors) ...................................................................... 14 Figure 10. Map of the moving transportation hub of Ben Thanh Central Station and Bach Dang Waterbus Station (mapped by authors) ........................................................................................... 15 Figure 11. Micro-strategy plan for the area around Ben Thanh Central Station’s underground spaces (mapped by authors) .... 17 Figure 12. Schematic summary of the interrelationship of new urban developments, urban networks and underground spaces (mapped by authors) ...................................................................... 19
Figure 1. Before and after the construction of Ben Thanh Station and Metro Line 1 – Ben Thanh to Suoi Tien (photo by the authors) .............................................................................................. 4 Figure 2. Regional connectivity and transportation network of Ben Thanh neighborhood and vicinity (mapped by authors) ..... 5 Figure 3. Context of the network of urban facilities and utility systems adjacent to Ben Thanh market (mapped by authors) .... 6 Figure 4. Project improvement area mapping (mapped by authors) .............................................................................................. 7 Figure 5. In-depth land use mapping and the context of mixeduse in the urban core as a visual examination (mapped by authors) ............................................................................................................ 9 Figure 6. Land value mapping of the urban core (mapped by the authors) ............................................................................................ 10
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