Currently, Hanoi has a very low percentage of land for static traffic, while the sudden increase in vehicles, especially private cars is increasing, the static traffic area of ​​Hanoi is seriously lacking and only meet 10-15% of practical requirements. To develop the static traffic area, over the past time, Hanoi has called for socialization and investment capital mobilization. However, the results achieved are still very low, due to many reasons such as: The complicated and lengthy project implementation legal procedures make investors tired. The project site clearance faced many difficulties; The ability to recover capital is slow because only 30% of the concentrated parking area is allowed to be commercially exploited. This requires a synchronous policy of the State for the development of the static traffic system in general and the static road traffic in Hanoi in particular. For the above reason, the article: “research on solutions to improve state management. development of static traffic infrastructure on urban roads in Hanoi" focusing on clarifying the current situation of limitations, causes of limitations, proposing measures to solve the current shortcomings as well as developing a static traffic system. Urban roads meet the requirements of the socio-economic development of Hanoi capital.

Theoretical Basis and Literature Review

Static traffic system development policy is a collection of decisions, options, solutions and tools that the State uses to influence the static traffic system and socio-economic actors to solve the problem of static traffic, ensure convenience for traffic and transportation [1].

This issue has received the attention of many researchers and managers. Some related research works are listed as follows:

Research by Federal Ministry for Economic Cooperation and Development and GTZ- Transport Policy Advistory Service (Federal Republic of Germany): Static traffic management: Contribution to livable cities [2]. The study provides guidelines for best practices in planning and developing a normative system for static traffic management and presents successes in static traffic management and development policies. in several major cities around the world. This is a useful practical basis for planners and enforcers of static traffic policies in urban areas in developing countries such as Vietnam.

The economic doctoral thesis of author Tran Thi Lan Huong [3] Researching methods to determine the needs and solutions for urban static traffic development [3] analyzed and determined the percentage of land fund for urban static traffic, building forecasting methods and models to determine static traffic demand. Especially, the author has applied the SWOT matrix to consider opportunities, challenges, advantages and limitations to propose appropriate solutions.

Hanoi People's Committee-Japan International Cooperation Agency JICA [4], Project on Improvement of Public Passenger Transport in Hanoi (Option for bus priority lane placement on the National Highway 1 pilot route) - The section from Hanoi Railway Station to Cau Gie [4] mentioned the current status of static traffic in the study area in Hanoi related to bus transport including the status of stopping points, transfer points, terminal points, overnight parking,... shows the shortcomings and inadequacies of the static transport system serving bus transport in this area and poses problems to be solved.

Vu Hong Truong [5], Research on public passenger transport management model in Vietnamese cities, Ph.D. thesis in economics, Hanoi University of Transport and Communications [5], mentioned to a related content, which is the policy of developing static traffic as well as complete solutions for static traffic management.

Do Van Son [6], Improving the organization and management of urban static transport system - applied to Hanoi City, Master thesis in Transport Economics, Hanoi University of Transport and Communications [6]. The study explores how to organize the management of the urban static traffic system and propose solutions to improve the organization and management of the urban static traffic system from the perspective of state management.

Pham Ngoc Tung [7], Improving the organization and management of urban static traffic systems in Hanoi City, Master thesis of Business Administration, Hanoi University of Transport and Transport and Communications [7]. The author analyzes the current situation of the organization and management of the urban static traffic system in Hanoi. On that basis, the author proposes solutions and recommendations to complete this work to 2030 and vision to 2050 in Hanoi.

VGU- Vietnam Germany University and DAAD (German Academic Exchange Service) [8] organized an international conference "The future of urban in Ho Chi Minh City" [8]. In this workshop document some valuable discussions such as finding and choosing suitable solutions for climate-friendly urban transport policy: A case study of Hanoi (Author Marc Luke - Darmstadt University of Technology (Germany); Integrating transport master plan with an urban master plan: A case study of Hanoi (Author Le Thu Huyen - Director of Tranconcen Center, University of Transport, University of Transport Hanoi); Parking management strategy for motorbike-dependent cities (author Truong Thi My Thanh - Viet Duc Transport Research Center, VGU),... are studies which relate to Hanoi static traffic development book.

Hoang Van Hien [9], State management of road traffic infrastructure in Quang Binh province, master thesis, National administrative student [5]. The author has clarified the scientific basis and current state of state management of road traffic infrastructure and proposed solutions to strengthen the state management of road transport infrastructure.

The above studies have theoretical and practical significance for the research problem. However, the above works only study on certain aspects of static traffic management, there is no research on state management policy to develop a comprehensive static traffic system in Hanoi Capital.

The Reality of State Management in Developing Static Road Transport Infrastructure in Hanoi

The Reality of Urban Road Static Traffic Infrastructure in Hanoi: Based on statistical data, the land area for static traffic in Hanoi currently has 134 points with a total area of ​​about 258,890 m², allowing more than 7,000 vehicles, of which 7 parking stations within the premises are allowed to be built according to stable planning, with a total area of ​​185,250 m2, containing about 2,800 vehicles. 127 parking spots on the sidewalk, airspace with an area of ​​​​73,639 m², containing about 4,500 vehicles. Thus, the area for static road traffic currently accounts for only about 0.72% of the urban construction land fund (5,676 ha), if we calculated for urban land (8,438 ha), it only accounts for 0.48%. Such a low rate shows that only 25 - 30% of the number of vehicles operating in the area can be met, especially in the inner-city districts. Dong Da district only met 4.23% of the demand for parking spots, Thanh Xuan district achieved 8.1%, Tay Ho district reached 6.69%(16) (Table 1).

Table 1: Summary of Land Area for Parking Spots and Parking Lots in Hanoi (Unit: m²)

(*): new districts, established after 2003

Source: Hanoi Department of Transport, 2019

Thus, it can be seen that there is still a rather large difference between the current actual parking area and the area specified in the planning. This shows that efforts from the government still have limited results in improving the land fund for parking.

Regarding the completion of parking and bus station construction projects, the planning has been detailed and methodical with the expectation of solving the maximum demand for parking spots. The planned parking spots are located in convenient locations for people's movement and traffic development. However, the implementation of the post-approval planning did not meet the original criteria. Many projects to build parking lots have been slowly implemented, even being adjusted for use in apartments and commercial centers. For example, Gia Thuy bus station was planned to become a modern parking spot with an area of ​​more than 6 hectares, but after the above area was assigned to the People's Committee of Long Bien district for management, the parking plan was adjusted to Central Park. Savico MegaMall includes 2 buildings with 3 floors; Land plot of 3,000 m² No. 16 Phan Chu Trinh, planned as a parking spot for areas of Tran Hung Dao, Ngo Quyen, Ham Long, Ly Thuong Kiet, Phan Chu Trinh, Le Thanh Tong... becomes a building; land area of ​​1,400 m² at the corner of Hai Ba Trung - Hang Bai streets, it is planned to build a multi-storey underground and floating parking lot to replace parking spots on the sidewalks of Hai Ba Trung, Ham Long, Hang Trong, Ba Trieu... was adjusted and built into a high-class apartment and office building, now it has become a high-class hotel. Land area C3 of Trung Hoa - Nhan Chinh urban area has been planned as a high-rise garage, combined with offices. However, after being adjusted twice by the Department of Planning and Architecture, it became a 20-storey Golden Palace residential and commercial service project. Many hotels, commercial centers do not have parking spaces, the phenomenon of occupying the street as a parking place is quite common. The construction process always follows demand, even in determining the location and size of the land bank. The technical infrastructure of parking spots and parking lots is still poor, the form of parking is monotonous, mainly on the ground, equipment and services are lacking and inconsistent…. This causes problems and difficulties in transportation, directly affecting the opportunities for economic development and the quality of life of urban people.

About the application of management technology, operating the parking lot. Currently, Hanoi has only a few smart parking projects applying Korean and Japanese technologies such as parking on Nguyen Cong Tru street (30 cars), Tran Nhat Duat (91 cars) and smart parking lots at Nguyen Cong Hoan street (221 cars).

Hanoi is also promoting the implementation of underground parking projects at 3 underground parking projects at Nhan Chinh park, Quan Ngua gymnasium and Thong Nhat park and approving underground parking projects at 4 historic inner city districts: Hai Ba Trung, Hoan Kiem, Dong Da and Ba Dinh... But in general, Hanoi's parking lots are still in their rudimentary form, mostly on the ground.

Regarding the development of bus stations: Currently, Hanoi is focusing on adjusting the route separation at bus stations, focusing on speeding up the planning of synchronous and highly connected stations and parking lots. in order to meet the needs of construction and development of the increasingly civilized and modern capital. The city has completed the construction project of Yen Nghia bus station and the expansion project of My Dinh bus station. Hanoi has also allowed the construction of four bus stations at focal points and gateways to the city center, including the southern bus station (Duyen Hai commune, Thuong Tin district), the eastern bus station (Co Bi commune, Gia Lam district) and the western bus station (Duc Thuong Commune, Hoai Duc district) with self-mobilized capital of Transerco. Hanoi has called for socialization to invest in building some bus stations, but progress is slow. In addition to planning problems, difficulties in site clearance are also caused by the weak financial capacity of investors (Table 2).

Table 2: Characteristics of Parking Demand and Parking Infrastructure by Regions

Source: West Asia Urban Transport and Mechanization Research Project (2014)

Current Status of State Management Policy to Develop Urban Static Road Traffic in Hanoi

The Hanoi People's Committee strengthens the direction of departments, agencies and People's Committees of all levels in the area, especially districts and wards in the central area, on the management of parking spots, stations and parking lots. public parking, other static traffic works and there have been many changes, partly meeting the increasingly urgent demand for static traffic in the area (Table 3).

Table 3: Summary of State Management Agencies and The Implementation of the Contents of State Management of Urban Traffic in Hanoi

Source: Author's compilation

Documents and plans to guide the implementation of policies on the development of static transport systems in Hanoi city have been developed by all levels of government in the city, districts, wards and communes to put policy into practice. The progress of promulgating documents guiding the implementation of the policy and the implementation plans, closely following the objectives and contents of the policy.

First, the construction, implementation and management of construction planning is not good, the arrangement of urban space is not reasonable and the arrangement of traffic is still inadequate. Planning changes constantly, construction without supervision causes great difficulties for the development of parking spots. In terms of both theory and practice, the traffic planning behind the construction planning in Hanoi is a major inadequacy, extremely difficult to solve. This makes traffic policy in general and static traffic development policy in particular face many big barriers to development. Because, static traffic regulations and policies are related to urban planning, traffic planning. In addition, problems in site clearance also make static projects delayed or even impossible to deploy.

Second, the policy of developing Hanoi's static transport system has not changed in time to adapt to the "galloping" increase of private vehicles in the city. While infrastructure has only achieved a growth rate of 3.9%/year, the number of personal cars in Hanoi increased by 7.6 - 12.9% in the period 2015-2020. Policy changes are slow, implementation is slow and less drastic.

Third, limitations in decentralized, coordinated traffic management in Hanoi. In a district, this route is managed by the road department, in the other, the district government manages the summer or a street sidewalk with many management agencies, many agencies are allowed to license, lack of uniformity is one of the limitations in the decentralization of management. Moreover, related to sidewalks, the traffic, police, electricity, telecommunications, environmental sanitation, culture, information, ... all have related management functions. If not assigned and coordinated, the operation of this functional branch may affect the remaining functional sectors, including static traffic.

Fourth, inspection activities in construction and traffic participation are not really strong, regular, continuous and have not yet brought into play a strong effect in the development of a static traffic system. The violations that are handled are still light and not enough of a deterrent. 

Fifth, people's awareness is still limited. The current road infrastructure is also occupied to serve the economic interests of the population living along the traffic routes, no matter how big or small. Many spontaneous parking lots and illegal wharves have been formed and illegal toll collection drives the static traffic system to become more chaotic and difficult to control.

Viewpoints, Objectives and Solutions of the Government

Viewpoints: First, transportation (including static traffic) is an important part of the socio-economic infrastructure, one of the three breakthroughs should be prioritized for development investment with a fast and sustainable speed to create a premise for socio-economic development, ensure national defense and security, serve the industrialization and modernization of the country [10].

Second, synchronously develop urban transport infrastructure, with key points, both taking appropriate steps and making a breakthrough along to the direction of modernity, creating a complete, continuous and interconnected network, the connection between modes of transport, between urban areas and neighboring regions. To attach importance to maintenance work, apply advanced technology, improve labor productivity to ensure efficiency and sustainability in exploiting existing static traffic infrastructure.

Third, develop a static traffic system; control the proliferation of personal vehicles; solve traffic jams and ensure urban traffic order and safety.

Fourth, promote the socialization of investment and development of transport infrastructure. Maximize the mobilization of all resources to invest in the development of transport infrastructure. Users of traffic infrastructure are responsible for contributing user fees for maintenance and reinvestment in the construction of traffic infrastructure.

Fifth, set aside a land fund reasonably for the development of traffic infrastructure and ensure a traffic safety corridor. Land use planning for transport infrastructure needs to be unified and closely coordinated and implemented synchronously among ministries, branches and localities.

Objectives

In the period of 2025 - 2030, the city will invest in 12 bus station projects in satellite cities (Phung, Tay, Cam Thuong, Xuan Khanh, Nam Hoa Lac, Bac Hoa Lac, Xuan Mai, Mieu Mon, Phu Xuyen, Mai Dinh, Tan Minh), the total area is about 57ha, the investment is estimated about 3,254 billion VND [11]. Invest in 8 truck terminal projects (Phung, Son Tay, Hoa Lac, Phung Hiep, Phu Xuyen, Soc Son), with a total area of ​​about 83 hectares and VND 3,850 billion for the total investment. With public parking, in the period 2025-2030, the city government plans to invest in about 1,334 projects, with a total investment estimated at about 231,723 billion VND.

Regarding the planning of the parking network, the report of the Hanoi People's Committee said that, within the central urban area, 1,480 public parking locations are planned with a total area of ​​1197.8 ha. In which, there are 74 construction sites for underground parking (accounting for 5%, mainly in the historic inner city); 450 high-rise parking lots (accounting for 30.4%), the rest are public parking lots determined by approved subdivision planning projects, detailed planning, updated and matched, connected with investment projects. From now to 2030, Hanoi is about to spend about 262,595 billion VND to build more than 1,538 public parking lots in the inner city, ensuring the land fund for urban traffic from 16-26% of urban construction land.

Continue to strongly develop the types of mass public transport (UMRT, BRT) together with public transport by bus as a basis to meet the travel needs of people when starting to implement measures to limit use and progress to ban the operation of personal vehicles in some areas in the period of 2021-2025. By 2025, public transport will meet 32%, equivalent to 8.27 million trips/day and night (of which public transport by bus will meet 16.25%, equivalent to 4.20 million trips/day and night; BRT meets 3,40% equivalent to 0.88 million trips/day and night; UMRT fulfills 7.10% or 1.83 million trips/day and night; other public transport meets 5.25% equivalent to 1.36 million trips /day and night); Private transport meets 68% or 17.58 million trips/day and night [12] (Table 4).

Table 4: Market Share of Public Transport in Hanoi in The Future According to The Transport Plan

Sources: [7], [12]

Suggest Some Solutions

Improving The State Management On the Development Planning of Road Static Traffic Infrastructure: Firstly, the inter-provincial bus station network will be arranged on the radial roads of the gateway and the traffic belt; in the direction of transporting passengers to the East, West, South and North. In addition, these bus stations will be conveniently connected to the public bus system; stations of urban railway lines serve the maximum travel needs of people from the inner city to the provinces and vice versa. These inter-provincial bus stations will gradually replace the existing bus stations being exploited and used in the Ring Road area 3 to the Ring Road 4 area (Table 5).

Table 5: Criteria for Calculating Land Funds for Static Traffic

Source: Compiled and calculated by the author

Secondly, continue to review the planning of the public transport system to ensure that urban development is associated with the development of public transport. For urban areas, residential areas and apartment complexes that have been formed, it is necessary to arrange terminal points, transit points and waiting for houses of the public transport system to ensure a reasonable approach distance of less than 500m; for new construction areas, when approving the detailed planning, it is necessary to arrange terminal points, transfer points and train stations (vehicle parking, passenger pick-up and drop-off areas, ...).

Thirdly, the construction of parking lots, bus transit stations and public transport facilities are planned with a total area of ​​nearly 1,805 ha (1,197 ha is a public parking lot; 590 ha is a parking lot. buses and trucks; 18ha is a bus interchange). While waiting for the construction of the parking lot, with the bus station areas being seriously lacking in parking spots, some temporary parking lots will be maintained to deal with the immediate needs.

Fourthly, continue to review and organize to relocate bus stations, agencies, schools and hospitals according to planning, prioritizing the use of the land fund for public transport.

Improving State Management of Land Fund Determination and Road Traffic Planning

• Firstly: Static traffic ensures systematicity, synchronization and compatibility between parts in the urban transport system. Static traffic is an important element of the traffic system, the Transportation system can only function effectively when the elements in the synchronous system are compatible, so it is necessary to place static traffic equal to its importance. This should be considered right from the planning, implementation and operation stages. The main criteria to be considered here are Land fund for static traffic compared to total urban land area (6-8%), the ratio of land fund for static traffic to land fund for traffic urban areas (25-30%) and investment capital for static traffic in the investment capital structure for urban transport

• Second: Static traffic is a means of regulating transport and regulating traffic flow in the city. Using static traffic as a tool to regulate the demand for means of transport and regulate the traffic flow in the city, through the planning of static traffic works (number, location of traffic works). static) and price policy in static traffic (cost of parking, parking, parking...)

• Third: Static traffic is a big problem in Vietnam's current urban areas, especially in big cities like Hanoi and Ho Chi Minh City... Effectively solving static traffic to meet requirements The present and future development of this service system is to contribute to improving the operational quality of the urban transport system in particular and to improving the living quality of urban residents in general

• Fourth: Static traffic in Hanoi is an important part of urban transport organization, a type of service and indispensable service of each urban area. Traffic planning to achieve high efficiency must not only deal well with the structure, selection of means of transport, distribution of transport... but also have to deal reasonably and fully with the arrangement of a calculated traffic system, Convenient, convenient and safe (Table 6)

Table 6: Criteria for Determining the Land Fund of the Parking Network

(*) Use high targets to support restricted areas and expand development, (**) For apartments with more than 15 floors, the high target is 5% or 5m²/person

Through studying the experiences of other countries and experiences in Vietnam's urban areas in the past time, it shows that the investment cost to build parking lots and parking spots is very large, the payback period can last 10 or 20 years. up to 30 years and not without risks, especially the parking lots and stations far from the inner city, the author proposes to invest in the construction of parking lots and parking spots in Hanoi capital that can be mobilized from the following sources [1,12]:

• Capital Sources Through the State Budget and the City budget: Including ODA loans, non-refundable aid sources, assigned to state-owned enterprises to invest in construction and business activities. parking lots, public parking spots

• Credit loans: State capital provides long-term preferential loans with low-interest rates, creating conditions for investors to have enough time to recover capital and pay interest to banks; Concessional loans from international organizations are guaranteed by the State through projects approved by competent authorities

• Capital from Hanoi City Development Investment Fund: Because parking lots and parking spots belong to urban infrastructure, the city should create conditions for businesses and investors to borrow capital. from this fund at a favorable interest rate

• With the Policy of Socializing Parking Lots:The city can attract private capital through the equitization of parking lots and parking spots, mobilizing domestic enterprises and individuals to invest. in the form of PPP... Issuance of City bonds guaranteed by the City to mobilize idle money in the society and need to do the following specific jobs [7,13]

The current situation of static traffic in Hanoi is still too inadequate. Hanoi lacks of many public parking lots and spots, currently only meeting about 10% of actual demand. The proportion of land devoted to static traffic is too low while the sudden increase in means of transport is increasing. The network of parking spots is unreasonable in terms of density, location and distance. Many new urban areas have not been calculated properly and sufficiently for parking lots. The technical infrastructure of parking spots and parking lots is still poor, the form of parking lots is monotonous, mainly on the ground and service equipment and facilities are lacking and inconsistent. The cause of this situation comes from the shortcomings and weaknesses in the content of the policy as well as inadequacies and limitations in the organization and implementation of the policy of developing a static transport system in Ha Noi [14,15]. 

To perfect the policy, the author has proposed two groups of solutions to improve both the content aspect and improve the efficiency of implementing the policy of static traffic development in Hanoi city. These solutions aim to improve the capacity and responsibility of policymakers and implementers as well as encourage the participation of non-state economic sectors in the development of a static and responsive transport system. Responding better and better the societal needs, contributing to the general development of the capital in the future [16].

1. Ministry of Transport. Circular No. 49/2012/TT-BGTVT Promulgating National Technical Regulations on Passenger Bus Stations. 2012.

2. Federal Ministry for Economic Cooperation and Development and GTZ–Transport Policy Advisory Service. Textbook of Sustainable Transport (Textbook for Policymakers in Developing Cities), Module 2C: Static Traffic Management—Contribution to Habitable Cities. Federal Republic of Germany.

3. Tran, Thi Lan Huong. Research on Methods to Determine Needs and Solutions to Develop Urban Static Traffic. Ph.D. thesis, University of Transport, 2011.

4. Hanoi City People's Committee and Japan International Cooperation Agency (JICA). Project on Improvement of Public Passenger Transport in Hanoi (Planning Priority Vehicle Lane Location Alternative): Buses on the Pilot Route National Highway 1–Hanoi Station Section to Cau Gie. TRAHUD II Study Group, 2013.

5. Vu, Hong Truong. Research on Public Passenger Transport Management Model in Vietnamese Cities. Doctoral thesis, Hanoi University of Transport, 2013.

6. Do, Van Son. Improving the Organization and Management of Urban Static Traffic System—Applied to Hanoi City. Master’s thesis, Hanoi University of Transport, 2014.

7. Pham, Ngoc Tung. Improving the Organization and Management of Urban Static Traffic System in Hanoi City. Master’s thesis, Hanoi University of Transport and Communications, 2015.

8. Vietnam Germany University and DAAD (Deutscher Akademischer Austauschdienst). The Future of Urban Ho Chi Minh City. Proceedings of the International Conference, 2015.

9. Hoang, Van Hien. State Management of Road Transport Infrastructure in Quang Binh Province. Master’s thesis, National Administrative Academy, 2017.

10. Vusta. “Measures for Sustainable Urban Transport Development.” Vusta.vn, November 2010, http://vusta.vn/chitiet/tin-tuyen-sinh-dao-tao/Cac-bien-phap-phat-trien-Giao-thong-do-thi-benvung-1011.

11. Institute of Transport Strategy and Development. Study to Determine the Location and Selection of Parking Types in Hanoi Capital. Ministry of Transport, 2007.

12. Hanoi People's Council. Resolution No. 03/2013/NQ–People’s Council on Priority Development of the Public Passenger Transport System and Encouragement of Investment in the Construction and Operation of Bus Stations and Parking Lots. July 2013.

13. Nguyen, Dinh Huong and Nguyen Huu Doan. Urban Management. Statistical Publishing House, 2003.

14. “Decision 1259/QD–TTg Approving the Prime Minister’s General Planning on Construction of Hanoi Capital to 2030 with a Vision to 2050.”

15. Economic Committee of the National Assembly and UNDP Viet Nam. Public–Private Partnership (PPP): International Experience and Institutional Framework in Vietnam. Knowledge Publishing House, 2013.

16. Hanoi Department of Transport. 2019.