Can spatial experiences and perception affect an individuals' public mode choice? (Part 1_Spatial analysis)

Notes:

Co-writer: Vu Quynh Ai Nhu

The images and data on bus service status for this study were collected from 2022 to Q1 2023.

1. Current situation of Bus service

Table 1: Statistics of the parking area of Ho Chi Minh City, 2015 - 2017 (MBA, Pham Minh Hai, 2018)

No.	Parking lot name	Units (ha)
1	Dedicated bus terminal 9.5	9,52
2	Passenger Transfer Center	7,1
3	Intercity bus station	14,9
4	Car parking	5,26
5	Taxi parking	2,38
	Total	39,16

The bus terminal system in Ho Chi Minh City includes a system of bus terminals dedicated to buses, passenger transfer hubs, intercity bus stations, specialised parking systems for cars and taxis and several small parking lots with a total area of 39.16ha in the fifth period (2011 - 2017). The existing station and vehicles parking area are shallow (accounting for less than 0.1% of the urban area), currently reaching about 71.62ha compared to 1,141ha according to the master plan for construction of Ho Chi Minh City until 2025. The bus station location is unsuitable, and there is limited ground area. Regarding infrastructure, the station and parking system serving public passenger transport by bus includes 27 berths with a total area of 18,357ha, accounting for 22.62% compared to the Prime Minister's master plan 568/QD-Tg.

In the context that metro lines are still incomplete, buses are still the main public transport, transporting more than 30% of passengers in the total traffic volume of the whole city (HCMC Department of Transport, 2021). Currently, there are about 130 bus routes in the city, including those running within the city, intercity routes (including 90 subsidised routes, 36 non-subsidized routes), tourist service routes (2 routes) and a river bus route (waterbus). (Ho Chi Minh City Public Transport Management Center, 2021). The bus routes formed a network reaching 55.3% of the city's district, commune, ward and township divisions. The bus route networks in the form of a fan with two main centres: Ben Thanh and Cho Lon (HCMC Department of Transport, 2022).

In the period 2016-2019, the volume of Public Passenger Transport increased slightly over the years, from 567 million passengers per year to 632.5 million passengers per year. The reason is that policies on VTHKCC are focused on implementing and improving the service quality of buses as well as taxi and motorbike taxi technology. However, the period from 2019 to 2021 witnessed a decrease in the network of transport volumes due to the impact of the COVID-19 pandemic that all types of transport facilities could not operate or be operated but in a state of limited capacity to ensure distance between passengers. In 2020, there will be only 385.5 million passengers per year (down 246 million passengers, 1.64 times lower than in 2019); in 2021, the remaining VTHKCC volume will be 159.6 million passengers per year (down 472.9 million passengers/year, 3.96 times lower than in 2019). In addition, the fear of being infected in public places limits passengers' use of public transport. A survey of 48 bus users showed that more than 50% (26 people) have stopped or limited their use of buses during the COVID-19 epidemic, most of them have switched to private vehicles for safety but only use those vehicles as temporary alternatives.

Table 2: Statistics table of environmental protection volume in Ho Chi Minh City from 2016 - 2021. Unit: Million passengers per year. Source: HCMC Department of Transport.

No.	Quota	2016	2017	2018	2019	2020	2021
	Volume of public passenger transport	567	604	625	632,5	385,5	159,6
1	Subsidized buses	222	229	194	171	96,2	41,4
2	Buses without subsidies	64	65	86	73,5	9,7	3,3
3	Student Shuttle	12	12	10	10	10,1	6
4	Taxis and analogues	269	298	335	378	269,3	108,8

2. Current situation of traffic environment in CBD.

The human experience in the traffic environment, including road and associated surroundings, vehicles, and drivers, is shaped by human interaction with these elements. The driver component will not be discussed in this part since only the physical components may be analysed there. While the environment is often viewed as static, it actually serves as a dynamic force for space usage. Although humans are considered active factors in this environment, they are also influenced by their surroundings, and these environmental factors partially shape their perception. The perception of the environment is based mainly on sensory stimuli, such as visual, auditory, olfactory, and tactile sensations. As such, the spatial experience is closely linked to human behaviour, including their mode choices in the urban environment, and with the same inputs (experience in traffic environment) we have different outputs (assessments of users) because of the demographic factor. In this part, we'll assess the environment-based bus-riding experience in HCMC. This includes the environments at the stop (bus shelter, bus stop, information signboard, etc.) and the environment on the bus.

Bus stop and associated surrounding

Table 3: The compiled data on the number of bus stops in Ho Chi Minh City was sourced by the author from various reports.

No.	Type of stop/ station	2015*	2017**	2021***
1	Number of bus stops	4154	4405	4498
2	Bus shelters	497	499	688
3	Pillar stop	-	2560	3077
4	Information signboard	-	65	61
5	Stop spot	-	1257	672

Notes:

* Summary Report on the Development Plan for Ho Chi Minh City's Public Transport System until 2025

** Ho Chi Minh City SUSTAINABLE URBAN TRANSPORT INDEX (SUTI) - 2018

*** Ho Chi Minh City Department of Transport

What's intriguing about Ho Chi Minh City's central business district is the uneven distribution of its bus stops. With a total count of 150 spread across key roads such as Nguyen Hue or Pasteur amongst many others, it's clear some areas are preferred over others for specific reasons. One possibility relates towards local population density - simply put those areas with more people are likely to have more transit options on offer (such as in districts like 1,3,5 and 10). Another contributing factor is the number of businesses in these respective areas - naturally, companies desire easy accessibility for both clients and in-house employees alike. However, this trend isn't universal across the CBD - regions like Phu Nhuan District, Go Vap District, and Tan Binh District are less well served by buses (with fewer available transport hubs) but often offer alternative methods of commuting like motorbikes or personal vehicles instead. Regions situated near railway and bus stations could experience fewer available bus stops. The reason is that individuals may opt for alternate modes of transportation.

Bus stops are typically strategically placed in residential neighbourhoods as well as public places such as schools, parks, hospitals, and administrative buildings. This distribution intends to improve the ease and accessibility for commuters who have a variety of destinations, including those who carry various purposes. The function of the area associated with the sidewalk has bus stops and also determines the type of bus stops are going to use. Pillar stops are frequently used in residential areas since they take up little space in front of people's homes. Bus shelters are commonly found in public places such as parks, museums, schools, and shopping malls because they provide a more comfortable and sheltered waiting area for passengers.

Figure 1: The distribution of bus stops, district’s locations (left), and land use (right) in HCMC’s CBD. 

Existing conditions survey in HCMC’s CBD

Figure 2: Type and location of bus stop/station in CBD (left). Transportation hierarchy, system and bus stops’ location in CBD (right)

Within the CBD region of Ho Chi Minh City, there are a total of 150 bus stops. There are eight (8) information sign boards accessible for passengers who are travelling by public transportation. In addition, there are uncovered pillar stops (44), covered pillar stops nestled with centre shade trees (46), renovated bus shelters (37), and bus shelters lacking vital elements such as lighting, cameras, and information boards (15).

The width of the pavement also influences the type of bus stop that is in use. Pillar stops are commonly used on sidewalks less than 1.5 meters wide since they are more compact and take up less space. Bus shelters are usually found on sidewalks 1.5 meters wide or wider because they provide a more pleasant and sheltered waiting place for passengers.

Approximately 85% to 88% of the land in the city centre is covered by the bus system (served area of bus/ traffic area), but only 10% of the traffic area is reserved for buses (Special bus lane). The Ho Chi Minh City Public Transport Management Center is attempting to finalise the priority lane scheme for buses, despite the fact that the area is not large enough to enhance travel time and traffic flow for riders. Consequently, there are four possible configurations for special bus lanes: 1. arranging priority bus lanes near the right curb, 2. arranging priority bus lanes in the middle of the carriageway, 3. arranging priority bus lanes on the left side of the route. The priority bus route is arranged on the opposite side of the road, to the left, and in the opposite direction. In addition, it specifies the hours of operation for the priority lanes on Vo Thi Sau and Dien Bien Phu: from 6:30 to 8:30 a.m. and 3:30 to 5:30 p.m., Monday through Friday (Ngoc An, 2019).

Figure 3: Bus stop surroundings

Navigating through HCMC's CBD means confronting busy environments near its surrounding bus stops filled with people constantly on-the-go. With pedestrians walking closely together alongside vendors hawking their wares while competing with swarms of motorbikes zipping past traffic lights - this creates a challenging setting to wait at ordinary city-side stations which lack shade or seating options. In select areas, the influx of motorcycles seeking refuge on sidewalks due to congestion poses difficulties for individuals attempting to board buses. The good news is that some of these transit points have been thoughtfully designed to create more calming environments despite being located within bustling districts by having wide sidewalks beneath leafy trees.

Equipment at bus stop

Figure 4: Lightings.

Taking into consideration the state of lighting located within bus shelters situated throughout HCMC's CBD, it is apparent that satisfactory measures have been taken toward implementing adequate illumination. In most cases, these structures contain one or multiple light fixtures bright enough to produce safe surroundings for people during nighttime commutes. However, certain instances demonstrate inadequate lighting due to scenarios such as burnt-out bulbs or insufficiently bright fixtures.

Figure 5: CCTV camera.

As a tool against vandalism and criminal activity occurring at bus stops located in HCMC's CBD - select structures (Renovated bus shelters) incorporate mounted security cameras situated atop their respective shelter rooftops aimed towards the nearby station area with intentions of serving as both a deterrent and identifying aid post-incident if necessary. Limited application of this form of surveillance does exist resulting in its absence from specific areas.

Figure 6: Benches.

Bench seating is commonly provided among various bus stops positioned across HCMC's CBD providing rest stations for those awaiting transport services (34.6%).

Typical bench constructed out of metal can be recognized by its striking color scheme. And while these seats generally hold up well over time occasionally you might run into one that's worn out or absent altogether.

Figure 7: Information board displays the bus schedule.

One valuable resource for any individual who frequently utilizes public transportation is access to timely and reliable schedule information. For those living or working in Ho Chi Minh City's CBD most bus shelters (24.6%) offer just that via an easily visible information board. These boards contain up-to-date bus schedules and routes that allow people to plan their commutes efficiently and without stress. Additionally, having access to this resource promotes sustainable means of travel within a busy urban center. However, some of them are not active.

Figure 8: Bus information boards.

With any technology-driven system, there may be occasional inconsistencies or inaccuracies on some boards throughout the city. Commuters need to keep this possibility in mind while relying on these resources solely for trip planning purposes. Bus Information boards provided users with a comprehensive quantity of information regarding the journey map, bus routes, station locations, and estimated travel time between each station. In terms of design, however, it is not user-friendly in terms of simplicity of comprehension and usability.

Figure 9: Roofs.

There exist some bus stops that suffer from roof damage or are completely absent such as Pillar Stops or Information Signboards… Uncovered bus stops account for 34.6% of total bus stops and are located in the periphery surrounding the boundaries of CBD.

Vehicles

Figure 10: Appearance of bus, Departure time table-Free transferred bus route table, Bus boarding door, Bus exit door (left to right)

Figure 11: Space on bus, Station dropping bell button, Emergency hammer, Camera (left to right)

The vehicle is outfitted with quite modern support equipment (air conditioning, station dropping bell button, stop notification speaker) and safety support devices (emergency hammers, fire extinguishers), and outside the body there is a Departure time table -Free transferred bus route table that aids in tracking the journey as well as making it simple to choose the transfer option to reach the destination. The lack of ramps at the boarding and alighting entrances of public buses in the HCMC region makes it challenging for disabled passengers to enter and exit these vehicles.

Conclusion, the distribution of bus stops in the CBD and HCMC in general is heavily influenced by factors such as population density, the presence of businesses, and the kind of land use.  The width of the passageway and land use are considered while deciding on a bus stop type. Although bus shelters account for 65.4% of all bus stops, most shaded tree bus stops (pillar stops) are located on the edge of the CBD, where most large cargo vehicles would transit.  This has an impact on the health, safety, experience, and fairness of bus users. The invasion of hawking, as well as parking or driving motorcycles on sidewalks during rush hours, has a negative impact on the bus surrounding environment.  The quality and amenities given at these stations are not guaranteed cause the unequal between each bus user. Most shelters have information boards that display bus timetables and routes, though some may not be routinely updated or designed in a user-friendly manner. The existing buses in the CBD area are equipped with modern facilities.  However, the lack of ramps at public bus boarding and alighting entrances creates difficulties for impaired passengers.

References

1. Department of Transport of Ho Chi Minh City. (2021). Report on the current state of public passenger transport in Ho Chi Minh City. Ho Chi Minh City Public Transport Management Center.

2. Department of Transport of Ho Chi Minh City. (2022). Public transport development plan in Ho Chi Minh City. Ho Chi Minh City Public Transport Management Center.

3. Ho Chi Minh City Public Transport Management Center. (2021). Statistical report on bus network coverage and passenger volume. Ho Chi Minh City Department of Transport.

4. MBA, Pham Minh Hai. (2018). Statistics of the parking area of Ho Chi Minh City (2015 - 2017). University of Economics Ho Chi Minh City.

5. Ngoc An. (2019). Study on the feasibility of special bus lanes in Ho Chi Minh City. Ho Chi Minh City Department of Transport.

6. Summary Report. (2015). Development plan for Ho Chi Minh City's public transport system until 2025. Ho Chi Minh City Department of Transport.

7. United Nations Sustainable Urban Transport Index (SUTI). (2018). Ho Chi Minh City SUTI assessment report. United Nations Development Programme.

8. Ho Chi Minh City Department of Transport. (2016-2021). Annual report on environmental protection volume in Ho Chi Minh City