Final Report - Asian Development Bank

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Asian Development Bank TA7343 Ho Chi Minh City MRT Line 2 Project MVA Asia Ltd Final Report – November 2010 Figure 4.1 Bus Ridership Growth 2002 to 2008 Source: TUPWS 4.4.2 Although Bus ridership has increased the bus fleet has been almost the same since 2005 as can be seen in Figure 4.2. The dynamics of the bus fleet has changes somewhat with a steady decline in minibuses (12 to 16 seats) meaning that the overall capacity of the bus fleet has increased. Figure 4.2 Growth of Bus Fleet 2002 to 2008 Source: TUPWS 4.4.3 The main issues with the existing bus network serving HCMC are as follows: Competition with motorcycle travel which is more convenient Lack of road space or land allocated for buses (for routes and parking / depots / terminals) Lack of bus priority planning Limited number of bus stations and depots / lay over areas Bus routes are interrupted and not continuous or with convenient interchanges Overlapping of routes occurs 4-3
Asian Development Bank TA7343 Ho Chi Minh City MRT Line 2 Project MVA Asia Ltd Final Report – November 2010 Cost to Government / PC of Subsidising bus routes Lack of quality control or monitoring of route contracts and operators Reliability of services and lack of timetable / route information to public Safety and comfort of journeys for passengers Ageing bus fleet Dispersed population is difficult to serve by bus Traffic congestion in the city affects efficiency of buses (see Figure 4.3) Figure 4.3 Buses on the road in HCMC 4.4.4 All the above contributes to a relatively low patronage experienced on bus routes in HCMC compared to total travel demand and other Asian cities (Bangkok experiences approximately 40% of trips by bus). Although the number of passengers is rising (as is the population); without addressing some of the above issues, bus use and target public transport mode share will be threatened. 4.4.5 In 2007 it was recorded that 151 bus routes serving HCMC and provinces of which 111 are subsidised routes. In 2008 a new system of appointing bus operators was started whereby routes are awarded based on criteria to meet capacity, bus parking requirements as well as capability and experience of the bidding operator. So far only 5 routes have been awarded this on 3 year contracts. The cost and percentage of subsidy is also an important factor. 4.4.6 As well as the obvious issues that directly affect the bus routes and passengers, there is also difficulty in monitoring bus routes and operators to ensure that they are doing enough to maximise patronage and contribute to public transport mode share increases. Of the circa 3000 bus fleet it is estimated that 50% of these buses can be out of action in one day for private use or maintenance. The bus is also perceived to be unreliable and uncomfortable and generally not attractive to the population, especially compared to the motorcycle. 4.4.7 The University of Technology (UoT) for the Department of Transport (DoT) has prepared a vision for bus development up to 2025 which is a step in the right direction to change and improve the way the bus system is managed and functioned. There is a short (up to 2015), medium (up to 2020) and long term (up to 2025) vision that includes restructuring of routes to maximise coverage and integrate with MRT, more routes at higher frequency, bus priority and general principles to increase patronage significantly. This vision is reflected in the following paragraphs. Short Term Bus Network Development pre MRT 4.4.8 Improvements to the existing bus network are required in the short term even before the construction of MRT. It is necessary to encourage people to use the bus so that they develop a habit for using public transport and can shift to the MRT as lines open. The following measures will be necessary within the next 5 years: Restructuring of routes to ensure efficient coverage of the city Improved roads, busways and bus priority measures including bus stops Improved and greater number of bus terminals, depots and interchanges 4-4
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Final Report - Asian Development Bank

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