Sustainable Urban Transport Workshop - CityNet with the goal of building more sustainable cities throughout the Asia Pacific ... 2015 with a total ... included a SWOT Analysis on participant

Sustainable Urban Transport Workshop Final Report

July 8-10, 2015

Da Nang, Vietnam

Sustainable Urban Transport Workshop Report

…………………………………………………………………………………………………………………………

Table of Contents Acknowledgements ........................................................................................................................................... 3

Introduction and Background ............................................................................................................................ 4

Workshop Objectives ........................................................................................................................................ 4

Sessions: Lectures, Activities, Case Studies and Site Visits ............................................................................... 5

Session 1: Introduction of Intelligent Transport Systems ............................................................................... 5

Session 2: Challenges and Opportunities for Improving Transport Systems through ITS ................................ 6

Session 3: SWOT Analysis............................................................................................................................ 7

Session 4: City Case Studies.......................................................................................................................... 8

Colombo ................................................................................................................................................... 8

Hanoi ........................................................................................................................................................ 9

Iloilo City................................................................................................................................................ 10

Phnom Penh ............................................................................................................................................ 10

Surabaya ................................................................................................................................................. 11

Hue City ................................................................................................................................................. 12

Da Nang .................................................................................................................................................. 12

Session 5: Sustainable Transport Systems for Livable Cities ........................................................................ 13

Session 6: Site Visits ................................................................................................................................... 14

Session 7: Public Transport Reform in Seoul ............................................................................................... 16

Session 8: Developing Action Plans ............................................................................................................ 17

Session 9: Action Plan Fair ......................................................................................................................... 18

Action Plans ............................................................................................................................................ 19

Evaluation ...................................................................................................................................................... 20

Conclusion ...................................................................................................................................................... 21

Annexes .......................................................................................................................................................... 24

Annex 1: Program Schedule ........................................................................................................................ 24

Annex 2: Speaker Profiles ........................................................................................................................... 26

Annex 3: Facilitators ................................................................................................................................... 27

Annex 4: List of Participants ....................................................................................................................... 28


…………………………………………………………………………………………………………………………

Acknowledgements

CityNet would like to thank the Korean Transport Institute and the Da Nang People’s Committee for their

cooperation and contribution to the Sustainable Urban Transport Workshop. Without their support, the

workshop would not have been possible.

Special thanks to the Korean Transport Institute’s Vice President Sangmin Lee for his support and direction, Dr.

Sangjune Park and Dr. Jae Joon Lee for providing their expertise and assistance in program design, and Dr.

Jinyoung Park, Mr. Kyunguk Park and Ms. Eunjoo Cho for their logistical and administrative facilitation.

We would also like to extend our sincere thanks and acknowledgment to Da Nang People’s Committee, without

whom this workshop would not have been possible. Da Nang Chairman Huynh Duc Tho has provided

leadership and vision to his city so that it can become a place where learning and knowledge exchange thrives.

Deputy Director Ms. Le Thi Thu Hanh provided the opportunity to host this workshop and Mr. Dung Ho Quang

was crucial in facilitating logistics in Da Nang.

Lastly, we would like to acknowledge the CityNet members and Vietnamese participants who made this

workshop active, dynamic and thoughtful and for their continued commitment to improving their transport

systems with the goal of building more sustainable cities throughout the Asia Pacific region.


…………………………………………………………………………………………………………………………

Introduction and Background Transport is the cornerstone of movement in modern society, allowing citizens to work away from their homes,

conduct market activities, move products and support the livelihoods of people. The impact that transportation

has on both the economy and the environment is crucial in considering the direction of transport development.

One of the greatest urban challenges in the Asia Pacific region is building sustainable transport systems.

Ensuring that citizens can safely, comfortably and affordably move around their cities is of vital importance for

the social and economic prosperity of the region. Moreover, striving to build transport systems that are

environmentally sustainable, economically viable and technologically advanced is a great challenge.

The Urban Transport Workshop was CityNet’s second localized workshop of 2015. The workshop was held in

Da Nang, Vietnam in partnership with Da Nang People’s Committee, CityNet and the Korean Transport

Institute. Da Nang People’s Committee generously arranged the venue and local logistics, the Korean Transport

Institute provided content and expertise and CityNet arranged international logistics, liaised with the three

partners and liaised with international participants before, during and after the event.

The event took place from July 8-10, 2015 with a total of 29 participants. Among these participants, 22 were

Vietnamese and 7 came from a range of other CityNet member cities in Sri Lanka, Philippines, Indonesia and

Cambodia.

Workshop Objectives This program aimed to equip city officials with an understanding of a spectrum of best practices in sustainable

and intelligent transport systems. The workshop focused on sharing the practices of CityNet member cities,

particularly highlighting Korea’s transport development history and lessons learned.

The main objectives of the workshop were as follows:

• Share best practices in CityNet member cities at a local level

• Understand the value of Intelligent Transport Systems (ITS) in improving cities

• Learn about the cornerstones of making cities more livable through public transport

• Analyze participant cities current transport system and make action plans to improve transport systems

in the future

• Share Korea’s best practices in transport and how Korea has successfully implemented its technology


…………………………………………………………………………………………………………………………

The main activities of the workshop were as follows:

• Presentations on Intelligent Transport Systems

and how to implement ITS for more livable cities

• Sharing of Korea’s urban transport system, public

transportation reform, and the challenge of

building sustainable and livable cities through

transport

• Sharing of participant’s cities case studies and

discussions sessions with CityNet Member cities

in the Asia Pacific region

• Development and Sharing of Action Plans

• Site visits to transport related areas in Danang

Sessions: Lectures, Activities, Case Studies and Site Visits The workshop consisted of nine sessions including four main lectures, three major activities, participant case

study presentations and site visits. Lectures were given by Dr. Sangjune Park and Dr, Jae Joon Lee on a range

of topics in sustainable transport, particularly focusing on Intelligent Transport Systems. The Activities

included a SWOT Analysis on participant cities’ public transport challenges, a time for Developing Action

Plans, and an Action Plan Fair which allowed participants to view and comment on other cities’ Action Plans.

The activities were organized and facilitated by CityNet Program Officers, Marina Brenden and Sayel Cortes.

City case studies were presented by Colombo, Hanoi, Iloilo City, Phnom Penh, Surabaya and Hue. Site visits,

which were organized by Da Nang People’s Committee, consisted of the traffic center and major infrastructure

projects in the city.

Session 1: Introduction of Intelligent Transport Systems

Dr. Jae-Joon Lee started off with the introduction of ITS in Korea by

laying out the historical background and progress of ITS. The first

National ITS Master Plan was established in 1997 and by 2011, the

National ITS Master Plan was renewed. The objective was to provide

a Master Plan for the deployment of ITS with newly defined user

service areas, a timetable and a budget. So far there are 7 service

areas, 23 services and 46 unit services. The seven ITS Service

include advanced traffic management service (ATMS), electronic

fare payment service (EFPS), advanced public transportation service

(APTS), commercial vehicle operation (CVO), advanced vehicle and

highway service (AVHS), advanced traveler information service

(TIS) and advanced traffic information service (ATIS).

There are ten highly successful implementation projects using ITS in

Korea. Advanced Traffic Management Service (ATMS) consists of

data collection, information processing and monitoring and information provision. Out of 3,400km, 3,132km

(almost 100%) of expressways are ITS equipped and out of 14,224km, 1,909km (14%) national highways are

ITS equipped. So far, ITS equipped cities in Korea include: Seoul, Gwacheon, Suwon, Ulsan, Wonju, Daejeon,

Gunsan, Gwangju, Jeju, Jeonju, Busan, Daegu, Cheonan. After the implementation of ATMS, traffic dispersed

to alternate roads/routes reducing congestion and delays. Other services that exist in Korea are Advanced

Traffic Signal Control Systems (ATC), Bus Information/Management Systems (BIS/BMS), Electronic Toll

Collection Systems (ETCS), Electronic Fare Collection and Card (EFC), Parking Information Systems (PIS),


…………………………………………………………………………………………………………………………

Bus Exclusive Lane Enforcement Systems (PES) and Automatic Traffic Enforcement (ATE) where collected

data is sent to the control center, and appropriate information is distributed to users.

Dr. Lee then gave examples of successful ITS

implementation in cities outside of Seoul. The first

medium-sized city that has portrayed effective

implementation of ITS is Bucheon. Bucheon

implemented services such as: 1) high-tech signal control

system in real-time 2) information provision system

(Internet, BIT, Mobile, CNS) 3) exclusive bus

lanes/parking enforcement system. The benefits include

maximized traffic efficiency and reduced congestion and

accidents. The second city is Ansan. Ansan implemented

the same services as Bucheon and as a result it improved

traffic management efficiency and reduced traffic

accidents through an automatic enforcement system. The

third city is Chungju. Chungju implemented services that include: 1) a real-time traffic signal control system 2)

a parking enforcement system 3) a traffic information system and 4) a disaster management system. The

benefits of implementing these services has included reduced accidents and improved incident management,

reduced traffic congestion, improved road capacity, reduced energy consumption and reduced illegal parking.

Session 2: Challenges and Opportunities for Improving Transport Systems through

ITS Dr. Jae-Joon Lee also presented the second lecture which highlighted

the challenges and opportunities for implementing ITS and shared some

of the challenges that Korea experienced during the development

process. He explained that the purpose of Intelligent Transportation

Systems (ITS) is to increase efficiency and enhance traffic safety

through advanced IT. ITS is a fast growing and promising global

industry. It can also be a tool for relieving traffic problems and is a way

to green road technologies which can enhance national competitiveness.

Korea cooperated with many countri es around the world for ITS

consultation during its early period of development. Since achieving a

high level of ITS, Korea has introduced and promoted ITS technologies

to Azerbaijan Republic, Columbia, Vietnam, Kazakhstan, Mongolia,

China and etc. Dr. Lee made the point that it is of upmost importance to

learn from the experiences of other cities and to share them with each

other so that we can avoid the same mistakes twice.

The most challenging transport issues include limited road construction due to lack of urban spaces, sharp

growth in automobiles and increasing traffic accidents and traffic congestion. In Korea, traffic congestion costs

increase $2 billion every year and the cost of traffic accidents account up to 2.44% of GNP. In 1993, ITS

policies were initiated by the Blue House (the national government) and in 2011 the National ITS Master Plan

for 2020 was established. The National ITS Master Plan is a blueprint for ITS development and a strategic

guideline for development of seven specific ITS application areas. The goal of the master plan is to create a

network of traffic systems via interactions and interconnections between Korea’s large cities.


…………………………………………………………………………………………………………………………

There are three phases of ITS development in Korea. Phase 1 was launching the project to establish

fundamental infrastructural works and services. Phase 2 is growth and expansion, and Phase 3 is maturation and

advancement. The cost of investment is $3.2 billion dollars for the period of 2007 to 2020. The ITS Master Plan

in Korea consists of three levels; national, regional and city. These levels are meant to maintain the consistency

of ITS systems via interaction and connection.

Specific policies such as the Transport System Efficiency Act have goals for improvement of efficiency,

integration and interconnection of transport system in the areas of land, marine and air transport. It also is the

fundamental law for ITS deployment. The major content of ITS policies includes national and local ITS

planning, ITS standards, certification of ITS standard and quality and ITS business evaluation.

The effects of ITS deployment include increased safety, improved operational performance by reducing

congestion, enhanced mobility and convenience, delivered environmental benefits, boosted productivity and

expanded economic and employment growth. The next step for the development of ITS is to have a nationwide

systematic, financial support and also strong connectivity and technology sharing is needed internationally and

between agencies. Currently, Korea is working on establishing a successful ITS traffic management strategy for

the 2018 Winter Olympic Games.

Session 3: SWOT Analysis After hearing about Korea’s experiences in implementing ITS,

Program Officer Marina Brenden led a SWOT Analysis

activity to encourage participants to think deeply about the

multi-layered challenges in their cities. This activity was

meant to serve as a foundation for the Action Plan

Development on the final day of the workshop. In this

activity, participants identified the Strengths, Weaknesses,

Opportunities and Threats in four areas of Transport. These

areas were 1) Potential Funding/Support 2) Awareness of ITS

3) Traffic Conditions and Spatial Scale 4) Policy

Priorities/Frameworks/Processes 5) Environmental

Considera

tions. Several of the participants were unable to define the

SWOT for all four areas due to time constraints, but focused

on just one or two areas which were most relevant to their

cities. Participants then shared their SWOT frameworks

with each other and made comments/shared ideas on the

challenges in other cities. Some cities pointed out the high

level of political will and support in their city for transport

projects, others mentioned very congested traffic conditions

as a major challenge, some suggested that a minimum

knowledge of ITS and a lack of human capacity to


…………………………………………………………………………………………………………………………

implement ITS and others mentioned environmental conditions (such as Hue being a historical city) which

serve as both an opportunity and a challenge for their transport plans. The activity received a lot of positive

feedback and was valuable in pushing participants to think in more specific terms about the “whats” and “whys”

of their city’s current transport condition.

Session 4: City Case Studies As part of their participation in the workshop, CityNet requested each city to prepare and present a case study

on their city’s urban transport challenges. Particularly, we asked cities to highlight areas where they thought

that they could learn from others and also to emphasize the best practices in their city which other members

could learn from. Thus, following the SWOT Analysis activity, cities gave more in depth presentations about

the transport situation in their city.

Colombo

Mrs. Sak Subasinghe presented an Overview of Traffic and Transportation in Colombo. The population of Sri

Lanka is 20.15 million, the city of Colombo resident population is 650,000 and the floating population is

1,500,000. These numbers are important because they mean that a much larger population of people come to

Colombo daily to work than actually live inside of the city. On a daily basis, the traffic inflow is approximately

250,000 vehicles. The usage of public transport accounts up to 68% and is mostly buses and railways. Present

transport modes in Colombo include buses, private vehicles, railways, three wheelers, lorry/land vehicle and

water transport. The economic loss due to road traffic congestion and air pollution is Rs 40 billion annually.


…………………………………………………………………………………………………………………………

The challenges in the transport sector include inadequate public

transport (bus routes and rail tracks), poor quality of public transport,

poor reliability of the system, poor accessibility to railway stations,

lack of transit points and difficulties to change attitude of private

vehicles to public transport modes. Because Colombo is smaller in

size comparing to other Asian capitals, roads are moderately

congested. As a result, due to indiscipline drivers, insufficient road

and junction capacities and issues in traffic management, traffic

congestion is increasingly becoming a serious problem.

Multiple transformations have been made for traffic management and

road improvements. Already, 55km road length (11% of city roads)

has been arranged as one way roads and other possible roads are

under study. Several main corridors were developed with increased capacity for both vehicles and pedestrians

including parking. Moreover, two new highways were constructed which reduces traffic on existing main

corridors.

The city of Colombo proposes rehabilitation of road and improvement of traffic management infrastructure,

establishing monorail line to Colombo central area, build overpass at Slave Island rail way station, widen bridge

at Havelock Road, link co-ordination of traffic signals and construction of a pedestrian bridge at Pettah Central

Bus stand.

Hanoi

Dr. Vinh Thi Vu from the Association of Cities of

Viet Nam shared a presentation on the transport

situation in Ho Chi Minh. The transportation

system helps to shape the urban structure. It is the

economic blood line that has a huge effect on

urban system. Sustainable urban transportation

planning is closely related to sustainable urban

development. The key issues in sustainable urban

transportation planning include economic, social

and environmental issues.

In Vietnam, currently 20 out of 63 (32%)

cities/provinces are developing the Bus Public

Transit Plan. This portrays that the local governments are not too interested in Public Transit developments in

general and Bus Transit in particular. For Hanoi, the population increased 3 fold than 20 years ago. As a result,

there are several insufficiencies in planning, organizational and community participation and staff capacity.

Multiple transformations were made to improve urban issues such as covering T-junctions/intersections,

changing work/school hours, installing light fly-overs, developing BRT and developing an urban high railway.

The Master Plan for Hanoi City Transit is set until 2030, with the vision planned until 2050. The plan involves

developing looping and centripetal roads, upgrade existing roads, build new bridges over Red River and extend

Public Transit System including metro routes with both above and below ground systems. Also, by 2030 Hanoi

will work on an urban railway and develop a public transit-oriented city. This can be done by improving bus

services, building train railways/undergrounds and limiting the use of motorbikes and cars. Policies in

transportation are necessary, but moreover the coordination between two sectors of transportation and land use

is critically needed. Also, the process of integration for Spatial Development Strategy is needed


…………………………………………………………………………………………………………………………

The World Bank funded the project “Urban Transportation Development in Hanoi City”. It recognized the

challenges for Hanoi and as a result, the effectiveness of using high capacity public transit routes will not be

high that affects investment effectiveness. TOD is the key to solve urban transport challenges for Vietnamese

cities.

Iloilo City

Mayor Jed Mabilog presented on the transport challenges and

initiatives in Iloilo City. Iloilo City is a regional capital and a

gateway to Panay Island. The city is the center for education,

commerce, trade and regional governance. The population is 424,619

and 64.58% of the population is below 35 years old and 51.20% of

the population is female. Iloilo City has been a port city since the

1600s and opened to world trade in 1855 for hablon and sugar.

Because of the port, various transportation modes such as cars,

shoppers, seaplanes, locomotive and sailboats were present in old

Iloilo.

There are five transport and traffic management institutions nationally; Land Transportation Office, Land

Transportation Franchising and Regulatory Board, Department of Transportation and Communication,

Department of Public Works and Highways and Philippine National Police. Locally, there are four institutions

including Transport Management and Traffic Regulation Office, Iloilo City Emergency Response (ICER),

Sangguniang Panlungsod (SO) Committee on Transport and City Engineer’s Office (CEO), Police Auxiliary,

City Disaster Risk Reduction and Management Office, City Environment and Natural Resources Office and

City Planning and Development Office.

The issues with local transport and traffic include 1) increasing volumes of cars 2) on-street parking 3)

illegal/improper parking/waiting, parking on sidewalks 4) improper loading/unloading of passengers/cargoes 5)

use of roads as garage terminals and workplaces 6) unattended/abandoned vehicles in the middle of the road 7)

presence of vendors/informal settlers 8) inadequate traffic signals/lights/signs/markings 9) ongoing

road/drainage infrastructure and utilities projects 10) flooding/inundation 11) jaywalking in front of schools,

parks and markets and 12) presence of colurum public utility vehicles.

There are five transport goals; improved road safety, improved

public transport quality, reduced air pollution from transport,

reduced traffic congestion and enhanced transport equity. The

plan is an environmentally sustainable transport strategy to

maintain the city’s current low automobile use through

enhancing accessibility by public transport and non-motorized

modes of transport.

So far Iloilo City has remarkable outcomes and received

several awards for its outstanding improvements. Iloilo City ranked the 3rd

safest city in Southeast Asia with its

three pillars of unity, strategic planning and political will.

Phnom Penh

Mr. Sor Phara, Chief of Development & Construction Management Office, shared Phnom Penh’s smart city

initiatives in urban transport. He said that the concept of Smart City in Phnom Penh from the Aspects of 2035

Urban Transport Master Plan is a new style of city providing sustainable growth and designed to encourage healthy economic activities that reduce the burden on the environment while improving the quality of life.


…………………………………………………………………………………………………………………………

Phnom Penh City faces various problems which include increasing scrapped

cars, lack of public transport, decreasing city speed for drivers and sidewalk

parking. In 2012, the population reached 1.85 million and is projected to

increase to 2.87 million by 2035 which cause another problem for the city.

The goal for Phnom Penh is to become the economic hub and center of

population in Cambodia; people friendly and environment friendly. The urban

vision is to promote the young population creating vital urban activities,

supporting high mobility and convenience, enhancing living and working

conditions and to provide an eco-friendly suburban environment. By 2035, the

city will transform from a road-oriented, private vehicle focused system to

inclusion of public transport and traffic management through short and

medium term bus transport and long term rail transit strategies. The transport system will target 30% of market

share. In order to provide the community with a convenient environment the keys of sustainable bus operation

include safe and comfortable city buses, bus stops, bus terminals and an enhanced sidewalk environment. The

new transport system will also designate specific bus lanes to reduce and improve road traffic.

Surabaya

Surabaya is the capital of East Java and is becoming a core area of GKS

(Gerbangkertosusila is an official acronym of "Gresik Bangkalan Mojokerto Surabaya

Sidoarjo Lamongan", a main metropolitan or planning area in East Java consisting of the

seven cities and regencies with those names). There has been a large population increase

in the city which has lead to the growth of private vehicle users. Currently, the growth of

private vehicles is far greater than the population growth. The growth of motorcycles

has reached more than 15% per year and the growth of private cars exceeds 12% per

year. However, road networks and capacity cannot maintain this growth as road

infrastructure has only increased an average of 4% per year. The density and VC ratio in

several areas of Surabaya is already high.

First, the city needs to deliver public transport policy reform, move on to improving

public transport services and then distribute urban mass transport throughout the city. Public transport

development policy is directed to implement an integrated mass rapid transit. The total estimated cost for tram

investment is 2,413,004,100,000 and the total estimated cost for monorail investment is 6,417,096,450,824.

The city will implement an MRT track and a new

ticketing system that will be used for intermodal

transport with alternative subscription tickets. It will

also present a branding strategy to support Surabaya

by using logos of sharks and crocodiles, which are

representative symbols of the city. There will be

restrictions on the MRT track for private vehicles to

alleviate traffic congestions. Also, the provision of

bicycle tracks will be implemented to promote the

use of bicycles as an environmentally friendly mode

of transportation. Thus the MRT should also provide

space for cyclists. Provisions of pedestrian facilities have been developed by the government to support MRT as

well.


…………………………………………………………………………………………………………………………

Hue City

The presentation on Hue City was given by Mr. Bang Viet Nguyen, Vice Head of

the Urban Management Department of Hue People’s Committee. Hue City is

located in central Vietnam near Da Nang and belongs to the ASEAN East-West

Economic Corridor. Hue is the ancient city of Vietnam and is a green, friendly

and environmental sustainable city. The city attracts approximately 3 million

domestic and international tourists annually.

To explain the current transportation systems in Hue City, Mr. Nguyen described

the national highway system which runs through the city and is included as part

of the 1A National highway, which runs from the North to the South, and the 49

National highway, which runs from East to West. The inner city consists of about

420 streets over 293.53km and the percentage of land used for transportation is

16.5%. Vehicles account up to 20,000 cars and 170,000 motorbikes. The national

railway runs from the North to South and the waterway system on Huong River is

connected to Thuan An Beach.

The current challenges for Hue city are as follows: 1) Narrow and small streets 2) A shortage of bus stops and

stations and inconvenient access 3) Public transportation usage is low and the service is poor 4)there are no

buses connecting the provinces to the central areas. The city has 2 municipal bus routes and 9 provincial bus

routes. The North to South Railway was designed for 9 lanes and serves up to 40 turns per day.

Hue City is continuously working on urban transportation projects; upgrading, improving and building new

streets and bridges in the city. As of today, Hue city expanded the National Highway 1A and is in the process of

building important streets and intersections and improving the waterway systems.

Da Nang

Da Nang is one of the four largest cities in Vietnam and it is at a strategic location in

ASEAN and the Greater Mekong Subregion. The city is also a gateway to many

world heritage sites.

Da Nang has been investing heavily into the transportation sector to develop

transportation infrastructure. From 2006 to 2014, 168 projects have been constructed;

113 completed projects and 55 on-going projects have been initiated. Throughout the

same period, 13 bridges were built and 418.2 km of roads have been constructed.

The city developed a good urban road system, driving the socio-economic

development of Da Nang which is the core city and center of economic, cultural and

social activities in Central Vietnam. Core examples of infrastructure investment

include: 1) Han River Bridge, Thuan Phuoc Bridge, Dragon Bridge, Tran Thi Ly

Bridge and Hue T-Junction.

The major challenges for urban transportation development in Da Nang include the rapidly increasing

population, high expectations from citizens and the city’s ambition to become an environmentally friendly,

livable city, which is an appealing destination for tourism. Also, the rapid growth in private vehicles is

becoming a big challenge in Da Nang. Eighty percent of the transport vehicles are motorcycles and every year

the number of motorcycles increases at a rate of 11.9% compared to the car growth rate of 10.9%. There are a

high number of citizens that drive private vehicles.


…………………………………………………………………………………………………………………………

Another major challenge is the lack of parking areas compared to the growing number of private vehicles. If the

city centralizes parking areas in residential areas, constructs more parking areas around offices, buildings and

private houses, 95% of parking problems can be alleviated. Even with proper parking spaces, the space is being

violated by illegal and inappropriate use of the area and not enough investigation has been done to address this

problem. The city bus service is quite limited and only accounts for 0.9% of the total populated vehicles.

In order to achieve sustainable development for the transportation sector, Da Nang city is planning to create an

advanced, green and friendly system. Da Nang is planning to shift the national railway to a more centralized

area. In addition, the city is planning to develop several ports; Tien Sa Port, Lien Chieu Port, Son Tra Port and

Han River Port. Moreover, Da Nang is planning to build an international airport and internal waterways.

The major task is to modernize the urban transport management by applying ITS and develop public transport.

The city will upgrade the traffic control center increase the capacity of the traffic control systems, apply smart

parking system, improve public transport by applying ICT solutions, smart ticketing for buses and BRT and

implement electronic toll system.

Session 5: Sustainable Transport Systems for Livable Cities Session 5 on Sustainable Transport Systems for livable cities was presented

by Dr. Sang June Park and focused on the need to reduce greenhouse

gasses and manage transport for the health of the environment and citizens.

He began by noting that the IPCC 5th assessment report specified there is a

clear anthropogenic influence on the climate, and if human beings don’t

take action to reduce greenhouse gas emissions, the cost to cover the

burden will increase extensively. Twenty to thirty percent of GHG

emissions can be attributed to the transport sector. Two-thirds of transport

related GHG emissions are from road transport.

The three pillars of sustainability are environmental protection/conservation, social equality and economic

viability and efficiency. Sustainable transport contains the appropriate modes, infrastructures and logistics

which lead to the three pillars of sustainability. Dr. Park’s lecture went on to explain specific methods of

sustainable transport systems that can be implemented in CityNet member cities and the benefits of each. He

also gave examples of the implementation of these systems in Korea.

The first type of sustainable urban transport system is Bus Rapid Transit (BRT). This is a good bus priority

system and requires less financial investment than other transport projects. There are four classification of bus

ways and they are: 1) mixed way/low-level BRT 2) exclusive way 3) leveled bus way 4) solid exclusive way.

The next type of system is Flyover (Overpass). Fly-overs normally are bridges, roads or railways that cross over

another road or railway and they form a grade separation. In Seoul, due to the Cheonggye stream restoration

project, fly-overs were removed. Once the restoration was completed, the land price rose 30% and temperature

drops were notable.

The third type is called “land reduction” or “road re-channelization.”

This is a technique in transport planning whereby the number of travel

lanes and/or effective width of the road are reduced in order to

achieve systemic improvements. The fourth type is building

pedestrian zones where all automobile are prohibited and lowers

accidents. The fifth type is traffic calming which consists of physical

design and other measures, including narrowed roads, speed humps,


…………………………………………………………………………………………………………………………

put in place on roads for the intention of slowing down or reducing motor-vehicle traffic as well as to improve

safety for pedestrians and cyclists. Bicycle sharing system is the sixth type where bicycles are made available

for shared use to individuals on a very short term basis. The seventh type is congestion charging. Another

method of urban planning for transport is compact city development. This type of development can consist of

various elements including smart land-use and transport, establishing green space and utilizing energy saving

technologies and maintaining a human-oriented development.

Session 6: Site Visits Transport infrastructure and planning has become a critical focus in Da Nang in the last several years. The

current green development targets which are set to be met by 2025 include developing a Bus Rapid Transit

which is encompassed in a smart transport plan. Da Nang has prioritized the development of infrastructure

projects to meet the challenges of the city's rapid urbanization and population increases. Because Da Nang is

divided by a large river, bridges have been a crucial component of the city which contributes to both economic

development and transport expansion.

The first site visit that participants visited was the Danang Traffic Control Center, which is the place where all

ITS controlling takes place. From this center, officials are able to monitor traffic and control traffic lights and to

respond to accidents. The center also has a monitoring system for a parking project which has been

implemented with JICA. The project is called the Sidewalk Parking Improvement Project and is meant to shift

parking in a high traffic area to appropriate places on the street. The sidewalk parking project is part of a two

million dollar technical assistance initiative between Da Nang and JICA which addresses traffic congestion and

implements ICT systems to improve the public transport system.


…………………………………………………………………………………………………………………………

Secondly, participants visited the Hue T-Junction Overpass which was opened on March 29 this year. The

overpass is a three-level rail and road flyover at Da Nang's busiest roundabout, Hue Junction. The purpose of

the project is to alleviate congestion, ease traffic flows and reduce the number of accidents. The project cost 2

trillion VND (95 million USD) and used a Build and Transfer financing mechanism. It was built at a level

crossing where 30 trains, 5,000 cars and trucks, 10,000 motorbikes and 80,000 bicycles cross path every day.

The Thuan Phuoc Bridge was another site which participants visited. It is a four-lane suspension bridge that

crosses the lower Han River is 1,850 meters long and 18 meters wide and has a main span of 405 meters. Its

two major pillars are 80m in height. It is the longest suspension bridge in Vietnam, with total investment of

nearly 1 trillion dong. The bridge was built with an estimated cost of VND 650 billion (about 42 million US

dollars). Consulting firms from China, Cuba and Canada provided assistance. The construction of the bridge,

which began in 2003, was completed on 19 July 2009.

Next we visited the The Dragon Bridge is 666m long, 37.5m wide and has six lanes for traffic. It opened to

traffic on March 29, 2013, at a cost of nearly VND 1.5 trillion dong (US $88m). The bridge was designed by

the US-based Ammann & Whitney Consulting Engineers with Louis Berger Group. The bridge provided Da

Nang an instantly recognizable landmark, and had a major impact on the city's development in a remarkably

short time, opening the other side of the river to economic prosperity and growth.


…………………………………………………………………………………………………………………………

The last bridge that participants visited was The Tran Thi Ly Bridge. This bridge was completed in 2103 and

has received several international awards for its innovative design. The bridge crosses the Han river in the

center of the city. The length of the main opening of the bridge is 230 meters, its total length is 731 meters. The

newest techniques were applied in the lighting of the bridge and the colors of the pylon and deck of the bridge

change at night, creating an interesting detail in the environment of the river. In terms of the structure, the

bearings located under the pylon are the largest ever to be used in bridge structures in the entire world.

Session 7: Public Transport Reform in Seoul Dr. Sang June Park completed the lecture portion of the workshop on

Public Transport Reform in Seoul, highlighting the challenges that

Seoul faced throughout the process of public transport reform and

providing suggestions for CityNet member cities undergoing similar

challenges.

In 1970, the population of Seoul was 5.4 million, and in 2007 the

population doubled to 10.4 million. As for registered vehicles, the

number multiplied 46 times reaching 2.9 million in 2007. The mode

share shows that 20,011 Seoul intra-city trips are made per day and

49,660 SMA (Seoul Metropolitan Area) intra-city trips per day.

During this period the number of vehicles continued to increase, but bus priority policies were substantially

lacking including a lack of bus lanes and subsidies. This led to a lack of reliability and slow busses. The

inefficient bus management system worsened bus operating conditions and put more stress on drivers due to

traffic congestion, unfriendly passengers and accidents. The limited road capacity led to more congestion. All of


…………………………………………………………………………………………………………………………

the aforementioned reasons led to a decrease of bus users, abolition of bus services and bankruptcy of bus

companies. There was a great demand for reform.

Comparing all the costs of potential reform, it was determined that Bus

Rapid Transit was the best option. BRTs would have exclusive bus lanes,

pre/after-paid fare collection system, safer bus tops and terminal

facilities, integrated transport modes at bus stops and terminals, high

quality bus service, improved service quality, real time information and

effective signals and exclusive bus priority at the intersection. By

reforming the bus system, the system changed from separated revenue

management to joint management of the revenue pool, from a route-

based profit structure to profit structure based on operational

performance. The system also built median bus lanes. Moreover, the system divided the bus types depending on

the function. An easier bus route system was established to alleviate traffic congestion and easier use for

passengers. The components of BRT are bus ways, shelters, vehicles, fare collection system, bus card

information and ITS.

Reforming the Seoul transport system has had multiple

impacts on the city. It increased the travel speed from

16.7 to 22.0 and it increased the number of passengers

by 26.8% in one year. The transport system decreased

the fare rate and by using transportation cards, it raised

88.9% of revenue compared to 77.4% the previous year.

During the early stages of reform, there was a decrease

in private car use and a reduction of accident risk.

Along with positive effects, there were also challenges,

including frequent change of routes, slow increase of

passengers, no incentives for effective bus management

and increase of operation subsidies. Nonetheless, the BRT is regarded as a practical answer to sort out the urban

transport congestion within budget restrictions and is an opportunity for medium sized cities as well.

Session 8: Developing Action Plans Program Officer Sayel Cortes lead the Developing Actions Plans activity, which consisted of several hours of

focused consideration to define future transport goals and plans in the participants’ cities. The activity was

divided into three primary sections. The first section was defining the problem. Building upon the SWOT

analysis activity, participants developed problem trees to more deeply analyze one of the challenges that they

selected. The group shared suggestions for clearly stating a problem and analyzed their problem in groups. The

second session was on finding a solution. In this portion of the activity, participants used a solution tree to

understand the causes-effects relationships that help us identify the specific target of our intervention as well as

selecting the solution to be further developed. The last part of developing the actions plans was developing the

actual plan. With a clear solution identified, a Work Breakdown Structure exercise was done to identify the

different stages needed to develop that solution. This was the base of the first draft of the Action Plan which

identified times, stakeholders, resources and relationships between the different stages.


…………………………………………………………………………………………………………………………

Session 9: Action Plan Fair Following the development of the Action Plans, participants made posters which were placed on the wall

explaining their plan. Everyone, including the facilitators and resource people, also received sticky notes which

they used to give comments and constructive feedback. This was one of the most dynamic and interactive times

of the workshop, as up until this point the participants had been primarily working on activities in teams with

their cities. The Action Plan Fair gave everyone an opportunity to observe and comment on each other’s city

issues and give ideas for those with weaker plans or ideas that could use improvement. The developed Action

Plans and comments can be seen below. CityNet plans to keep in touch with the cities in order to facilitate

further development and implementation of Action Plans.


…………………………………………………………………………………………………………………………

Action Plans


…………………………………………………………………………………………………………………………

Evaluation The overall evaluation of the workshop was positive. Participants were asked to rank Logistics, Content and

other issues on a scale of 1-5, with 1 being dissatisfied and 5 being strongly satisfied. There were no scores

below 3 in any of the categories.

In terms of logistics, participants overwhelmingly expressed that the logistics were well organized, the materials

were relevant, and that the facilitators were organized, well prepared and knowledgeable. In the future, we can

work on managing time better and ensuring that the goals of the training are clear and that they are achieved

(see Figure 1).

The participants were most satisfied with Lecture 2: Challenges and Opportunities for Intelligent Transport

Systems and Sessions 8 and 9 on Developing and Sharing Action Plans (See Figure 2).


…………………………………………………………………………………………………………………………

Qualitative responses were also positive. Participants said that “Learning about transport development in Korea”

and “Developing Action Plans” were the most interesting aspects of the event.

Below are some of the comments which participants gave for workshop improvement.

More time for presentation of city Transport Case Studies (Q&A)

Invite more cities from different countries

Give the chance for participants to give case study experience examples to each piece of theories,

section lectures and sessions

Hold the event in Korea

Divide the participants into groups of cities that have already improved in order to be used as a

benchmark

Provide more documents on each section

Give more time to develop action plans

Explain more detail about ITS (technical)

Give presentations on a specific master plan

Assign work partners prior to the event

Conclusion The Urban Transport Workshop in Da Nang was a great success and overall comments were positive. CityNet

will consider the comments and suggestions given in the evaluation in order to improve future workshops and

to pave the way towards stronger and more productive relationships with our member cities. CityNet plans to

follow up on the Action Plans produced to see potential opportunities for implementation and partnership. We

invite inquires about hosting a localized workshop in your city on a relevant sustainable urbanization topic.


…………………………………………………………………………………………………………………………


…………………………………………………………………………………………………………………………


…………………………………………………………………………………………………………………………

Annexes

Annex 1: Program Schedule

Time Activity Location

All Day International participants arrive in Danang Danang Airport

Evening Stay at HotelBrilliant Hotel

Morning Vietnamese Participants Arrive in Danang Danang Airport / Car / Bus

12:30 Participants Meet and Travel to Workshop VenueBrilliant Hotel Lobby

13:00- Registration + Networking

13:30-

13:40

Welcoming Remarks

Ms. Le Thi Thu Hanh, Deputy Director, Da Nang Department of Foreign Affairs

Sang-Min Lee, Vice President, KOTI

13:40-

13:50

Introduction to KOTI and CityNet

Kyunguk Park, KOTI

Sayel Cortes, CityNet

13:50-

14:10

Introduction to the Program and Expectation Check

Marina Brenden, CityNet

14:10-

15:10

Session 1: Introduction of Intelligent Transport Systems

Jae-Joon Lee, KOTI

15:10-

15:25Break

15:25-

16:25

Session 2: Challenges and Opportunities for Improving Transport System by ITS

Jae-Joon Lee, KOTI

16:25-

17:15

Session 3: SWOT Analysis of Participant's Current Transport Systems


17:15-

17:30

Day 1 Wrap up, Logistics, and appoint volunteers for recap


17:30-

17:45Travel to Dinner

17:45-

19:00Dinner Hosted by Danang People's Committee TBA

8:00-8:30 International Participants Meet at Hotel Lobby and travel to Venue

Brilliant Hotel Lobby

162-164 Bạch Đằng, Hải Châu, Đà Nẵng,

Vietnam

8:30-9:00

Recap of Day 1 and Introduction to Day 2


9:00-

10:30

Session 4: Presentation of City Transport Case Studies

Representatives from Danang, Hue, Surabaya, Colombo, AVCN, Iloilo, Phnom Penh

10:30-

10:45Break

10:45-

11:45

Session 5: Sustainable Transport Systems for Livable Cities

Sang-June Park, KOTI

11:45-

12:00Logistics, Announcements, and appoint volunteers for recap

12:00-

13:30Lunch TBA

Tuesday July 7

Wednesday July 8

Thursday July 9

Da Nang Admistrative Center

24 Trần Phú Thạch Thang Hải Châu




…………………………………………………………………………………………………………………………

Time Activity Location

13:30-

14:00Travel to Site Visits

14:00-

17:00Session 6: Site Visits

Site Visits: Center for Monitoring Traffic

Signals of Da Nang City and Transport

Projects including Bridges on Han River,

Overpass at high traffic points in Danang

17:00-

17:30Travel to Dinner

17:30-

19:30Dinner Hosted by KOTI TBA

8:00-8:30 International Participants Meet at Hotel Lobby and travel to Venue

Brilliant Hotel Lobby

162-164 Bạch Đằng, Hải Châu, Đà Nẵng,

Vietnam

8:30-9:00

Recap of Day 2 and Introduction to Day 3


9:00-

10:00

Session 7: Public Transport Reform in Seoul

Sang-June Park, KOTI

10:00-

10:20Morning Break

10:20-

10:50Session 8: Introduction to Developing Action Plans

10:50-

12:00

Session 8 cont.: Developing Action Plans Part 1


12:00-

13:30Lunch

13:30-

14:00

Session 8 cont.: Developing Action Plans Part 2


14:00-

15:00Session 9: Action Plan Fair + Discussion

15:00-

15:30

Evaluation and reflection


15:30-

16:00

Certificate Presentation and Tea/Desert

Sang-Min Lee, Vice President, KOTI

Evening Participants have Dinner on their own / free time

Evening Vietnamese participants leave Danang Danang Airport / Car / Bus

Morning International participants leave Danang Danang AirportFriday July 10

Friday July 10



Thursday July 9 continued


…………………………………………………………………………………………………………………………

Annex 2: Speaker Profiles

Dr. Sang Min Lee graduated from Yonsei University’s undergraduate and graduate

schools. He joined The Korea Transport Institute in 1989 and has been performing

transport policy and transport industry tasks since then. In 1995, he received a scholarship

from the British government to study overseas at the University of Leeds, resulting in his

Ph.D. in Transport Economics in 1998. Since returning to The Korea Transport Institute,

he has fulfilled roles as the Head of the National Transport Database Center and the

Director of the Department of Planning and Administration. In 2009, he was sent to the

World Bank Headquarters in Washington D.C. as a senior transport specialist for one year

to build the network between the Korea Transport Institute and World Bank. Currently, he is serving as Vice

President of the Korea Transport Institute.

Dr. Sangjune Park graduated from Chonbuk National University’s undergraduate and

graduate school. He received his M Phil (Master of Philosophy) degree in transport

economics at University of Leeds and Ph.D degree in Transport Economics at Seoul

National University. He joined The Korea Transport Institute in 2007 and has been

performing transport costs and sustainable transport systems since then.

Dr. Jae-Joon Lee graduated from Hanyang University. He joined The Korea Transport

Institute in 2006, after receiving his master’s and Ph.D. degree in New Jersey Institute of

Technology and North Carolina State University respectively. He has been working on

intelligent transport system (ITS) with several ITS master plans in Korea and abroad.

Currently, he is serving as a research fellow at the department of road transport research

focusing his research on transportation engineering and road planning


…………………………………………………………………………………………………………………………

Annex 3: Facilitators

Kyunguk Park

Research Specialist, Korea Transport Institute

[email protected]

Sayel Cortes

Program Officer, CityNet

[email protected]

Marina Brenden

Program Officer, CityNet

[email protected]


…………………………………………………………………………………………………………………………

Annex 4: List of Participants

Full Name Title City / Organization Country

Dr. Vinh Thi Vu General Secretary Association of Cities of Viet Nam Vietnam

Mr. Bang Viet Nguyen Vice Head of Urban Management Department Hue City People's Committee Vietnam

Mr. Cong Ho Nguyen Official Hue City People's Committee Vietnam

Mr. Minh Hai Hoang Vice Chairman Hue City People's Committee Vietnam

Mr. Loc Van Chau Head of Urban Management Hue City People's Committee Vietnam

Mr. Bin Nguyen Hoang International Cooperation Official Hue City People's Committee Vietnam

Mrs. Kusum SUBASINGHE

SUBASING ARACHCHIGE Civil Engineer Colombo Municipal Council Sri Lanka

Hon. Jed Patrick Escalante Mabilog City Mayor Iloilo City Philippines

Mr. Devie Afrianto City Development Planning Agency Staff Surabaya City Government Indonesia

Mr. Beta Ramdhani City Development Planning Agency Staff Surabaya City Government Indonesia

Mr. Budi Basuki

Head of Administration Subdivision in Tandes

Vehicle Test Technical Unit Surabaya City Government Indonesia

His Excellency Trac Thai Sieng Vice Governor Phnom Penh Capital Hall Cambodia

Mr. Sor Phara

Chief of Development & Construction

Management Office Phnom Penh Capital Hall Cambodia

Mr. Vo Xuan TungOfficial, The Da Nang Institute of Urban

Construction Planning Da Nang Vietnam

Mr. Vo Minh TienOfficial, The Da Nang Institute of Urban

Construction Planning Da Nang Vietnam

Mr. Tran Van Man

Vice Head of Investment Appraisal and

Supervison Division, The Da Nang Department of

Investment and Planning Da Nang Vietnam

Mr. Ngo Ngoc CuongOfficial, The Da Nang Department of Investment

and Planning Da Nang Vietnam

Ms. Bui Thi Quynh TramOfficial, The Da Nang Institute for Socio-

economic Development Da Nang Vietnam

Ms. Du Le Thuy TienOfficial, The Da Nang Institute for Socio-


Mr. Truong Hoai Nam Official, The Da Nang Institute for Socio-


Ms. Vu Thi Thanh Nga Official, Duy Tan University Da Nang Vietnam

Mr. Nguyen Van ThaiHead of Road and Bridge Engineering Division,

The Da Nang Architecture University Da Nang Vietnam

Mr. Nguyen Van DangLecturer of Road and Bridge Engineering

Division, The Da Nang Architecture University Da Nang Vietnam

Ms. Doan Thuy TrangVice Head, The Da Nang Department of

Transportation Da Nang Vietnam

Mr. Le Hong Anh Official, The Da Nang Department of Transport Da Nang Vietnam

Mr. Vo Quoc Trinh Official, The Da Nang Department of Transport Da Nang Vietnam

Mr. Do Xuan TienVice Director, The Road and Bridge Management

Company Da Nang Vietnam

Mr. Ho Nguyen Quoc CuongVice Director, The Centre of Traffic Signal Light

Operation and Public Transportation Da Nang Vietnam

Mr. Doan Dat PhuocOfficial, The Centre of Traffic Signal Light

Operation and Public Transportation Da Nang Vietnam

Documents

Sustainable Urban Transport Workshop - CityNet with the goal of building more sustainable cities throughout the Asia Pacific ... 2015 with a total ... included a SWOT Analysis on participant