VIETNAM NATIONAL UNIVERSITY – HO CHI MINH CITY
INTERNATIONAL UNIVERSITY GROUP PROJECT
PROJECT TITLE: THE CASE STUDY OF AIR POLLUTION IN HO CHI MINH CITY
Course: Environmental Science (PE014IU)
Lecturer: Bùi Xuân Anh Đào GROUP Student names ID
1. Phạm Ngọc Linh BABAWE20057
2. Nguyễn Thị Xuân Đào BABAWE20214 3. Nguyễn Văn Anh Thy BABAWE20210
4. Vũ Minh Khuê BTCEIU21061 5. Lê Châu Trúc Giang BAFNIU21434 6. Nguyễn Thanh Bình ITDSIU20056 7. Phạm Lê Đức Thịnh ITDSIU20085 1 |47231818 Table of Contents I.
INTRODUCTION................................................................................................................... .3 II.
INDUSTRIAL.......................................................................................................................... .3 a)
Solution................................................................................................................................................................3
b) Determine the suitability and success of industrial parks based on parameter....................................................4 c)
Sustainable............................................................................................................................................................5
III. OVERPOPULATION...........................................................................................................5 3.1 Cars 5 a)
Problem................................................................................................................................................................5
b) Effects...................................................................................................................................................................6 c)
Solution................................................................................................................................................................6 3.2 Bus 8 a)
Solution................................................................................................................................................................8 3.3 Rapid transit: 10 a)
Solution..............................................................................................................................................................10 3.4 Sustainable 13 IV.
CONCLUSION....................................................................................................................14 V.
CONTRIBUTION FORM (%)..........................................................................................14 I. INTRODUCTION
Ho Chi Minh City just underwent a substantial coating of blindness, giving the appearance
that buildings, companies, and residential areas have undergone a huge transformation. People get
a stinging feeling in the corners of their eyes when traffic is backed up on the roads. As a result,
several factors, including industrial and overpopulation, contribute to air pollution. II. INDUSTRIAL a) Solution
The gasses leaked from the non-economic industrial area are the root cause of air pollution
in Ho Chi Minh city. The immense problem needs to be solved in different ways. After a while of
researching and analyzing, we found that people should build an eco-industrial park rather than an
industrial area. Eco-industrial park (EIP) is an industrial park in which businesses collaborate with
one another and with the local community to reduce waste and pollution, share resources 2
efficiently (such as information, materials, water, energy, infrastructure, and natural resources),
and contribute to sustainable development, to increase economic gains and improving
environmental quality. An EIP can also be planned, designed, and built in a way that facilitates
business collaboration, resulting in a more financially sound, environmentally friendly project for the developer.
Figure 1: Eco-industrial park b) Determine the suitability and success of industrial
parks based on parameter
The first step to constructing an EIP is to understand the local and national context of EIPs.
Furthermore, countries have frequently invested in industrial park projects to stimulate economic
development, create local jobs, and increase income levels and tax revenues. However, developers
frequently fail to deal with the requirements and interests of tenant companies as well as local
communities during the planning stages of industrial parks. Thus, when transitioning to an EIP
model, it is critical to consider the national and historical context in which industrial parks operate,
as well as the potential paths.
The second step in scoping EIP interventions is clearly identifying stakeholders and
expectations. This is critical to ensuring a smooth transition to EIP models and maximizing long-
term benefits. Following rounds of consultation with various stakeholder groups, the next is to
assess their power, influence, and interest. This will aid in determining which stakeholder groups
should be involved throughout the project's implementation, as well as in defining the terms of 3 |47231818
engagement. Moreover, each stakeholder has a unique function and set of responsibilities, as well
as unique expectations for the EIP project. It is critical to understand these expectations in order to
determine whether a stakeholder's interests and requirements correspond with the project requirements.
The third step is to determine the feasibility of converting an industrial park into an EIP
based on a variety of characteristics. Identification of these factors can be difficult, but it is critical
to gather precise data in order to identify the most essential regions and industrial synergy
implementation. Besides, a grading system must be devised based on the data obtained for each
parameter to allow comparison and identification of the most significant gaps.
To determine the suitability and success of industrial parks we need to consider some crucial
parameters. Firstly we need to recognize the size and magnitude of the industrial parks. This
includes topics like land use and park master planning. Next, the quantity and size of industrial
units in the park is also vital parameter because some parks require a huge number of industries.
Thirdly, the industrial park should contain basic infrastructure to control and reduce environmental
and social impacts (for example, wastewater treatment, and employee recreation spaces). Fourthly,
it is very crucial that our EIP needs to be located far away from the residential area because some
industrial zone addresses some environmental problems like air pollution, and waste generation
when it is near residential area. After completing all the steps, we can start to construct our EIP and
the budget is about $2 million.
The construction of EIP strives to integrate industries into society by fostering shared
economic opportunities, bettering ecosystems, and developing new routes for commercial activity. Among the numerous
advantages of an EIP, the following stand out: Firstly, it is near labor, industrial parks are usually
constructed close to skilled workers, on the outskirts of cities, and near public transportation hubs.
The next is a strategic location. Between numerous sizable urban areas are many industrial parks.
The number of potential customers can be swiftly increased thanks to this advantageous position.
Transportation network access is also a benefit. Depending on location, different industrial zones
have access to deep-water ports, airports, the railway system, and major highways. 4 c) Sustainable
Besides, it is impossible not to discuss the disadvantages of EIP. The first disadvantage is
pollution, industrial zones focus on the pollutants from particular industries in a specific region of
the city. The creation of an industrial park may also pollute the land. Secondly, there is increased
traffic, parks can result in more traffic in industrial areas. Additionally, as big trucks are frequently
used by industries to move materials and goods, the road network will degrade more quickly.
By offering a general infrastructure and integrated choices for the industrial city, EIP
significantly contributes to the growth of sustainable cities. Key contributions of EIP to sustainable
cities include the utilization of recycled materials, treatment, recovery, and recycling of municipal
garbage by industry, as well as shared utilities and infrastructure servicing both residential and industrial zones.
Future trends will revolve around EIP, both for their support of sustainable business
practices and for their allure from a financial standpoint. This will assist the economy, society,
environment, and subsequently corporate growth. Additionally, this model will support the
national policy for sustainable development, green growth, and Vietnam's pledges to greenhouse
gas reduction when it is reproduced across the country. III. OVERPOPULATION 3.1 Cars a) Problem
Although it is predicted that there will be more than 8 billion people on Earth by 2025, the
population of the planet has just passed 8 billion and is still rising. This is 3 years earlier than
expected. The rate of population growth is outpacing the planet's capacity to handle it.
Overpopulation is mostly linked to trends that began with a rise in birth rates in the mid-20th
century. Migration can also cause an area to become overpopulated. Overpopulation and
environmental effects are frequently linked and closely connected. b) Effects
The negative effects of overpopulation on the environment include those of routine activities
including transportation and stationary sources, deforestation, agriculture, and animal husbandry.
While many good things are being done to improve the sustainability of humans on our planet, the
issue of having too many people has made it more difficult to develop long-term solutions. 5 |47231818
Cars, trucks, and buses generate pollutants into the atmosphere throughout their lives, including
pollution emitted during vehicle operation and fuel manufacturing. Vehicle pollution is hazardous
to our health and includes greenhouse gasses that contribute to climate change. Byproducts of
gasoline and diesel fuel combustion include nitrogen dioxide, carbon monoxide, hydrocarbons,
benzene, and formaldehyde. Vehicles also release carbon dioxide, the most prevalent greenhouse
gas. According to the survey, the primary causes of air pollution in HCM City are "Motorcycle smoke,
exhaust from burning garbage," "Industry, transportation, coal power plants, and household solid
fuel usage are major contributors to air pollution.", "Excessive use of motorbikes," "Factories,
means of transportation," "Excessive use of vehicles,"... And the graphic below illustrates that many
individuals choose to go by car rather than alternative modes of public transportation like bicycles,
which are more ecologically friendly. c) Solution
Population growth is accompanied by an increase in personal transportation and, more
obviously, an increase in automobile emissions. Using sustainable transportation instead of driving
alone cuts CO2 emissions by approximately 30%, lower atmospheric pollution, and improves air quality. 6
(Source: American Public Transportation Association, “Public Transportation Reduces
Greenhouse Gases and Conserves Energy,” “Public Transportation Saves Energy and Helps Our Environment)
Increased use of public transportation can aid in lowering air pollution and the associated
health advantages. Per passenger mile, atmospheric pollutants like carbon monoxide, carbon
dioxide, and nitrogen oxides are produced far less frequently by public transportation. By reducing
the number of single-occupancy vehicles on the road, public transportation lowers the number of
pollutants entering the atmosphere. Most public transit does not provide door-to-door service, so
passengers must walk a few blocks to reach a stop and their destination, lowering vehicle emissions.
Despite knowing the advantages of sustainable transportation, it is difficult to change the
habits of society from using an individual to public transportation. To encourage citizens, the
government should have a specific plan to make society get used to using public transportation. 7 |47231818 (Public transit) 3.2 Bus
Tuoi Tre newspaper conducted a survey of 100 people in 19 districts of the city on the pros
and cons of taking the bus. Of these, 50 use the bus as a daily means of transport, while the
remaining 50 do not use the vehicles yet. The survey aims to identify problems in the development
of bus operations, as statistics show that the number of bus users is decreasing. Most respondents
in a small survey cite crowding among passengers on buses as the main reason they don't use a
vehicle when traveling in Ho Chi Minh City. 77% of respondents said jostling or jostling on buses
alongside evils like pickpocketing discourages them from catching a bus. 66% of respondents
answered that they are often late for work when taking the bus because they spend a lot of time
waiting at train stations. 50% said that buses, unlike motorcycles, offer low travel mobility.
Inconvenient routes and stations with unfavorable conditions also discourage people from
boarding the bus, 41% of respondents said. Meanwhile, 29% of respondents felt that buses often
lack safety for passengers to board and disembark. a) Solution
To improve access to public transport and limit the use of private vehicles, the government
should take steps to address the problems that make people reluctant to use public transport,
especially buses. From now to 20 years later, the transport sector needs to wisely develop all buses,
bus equipment, and infrastructure, and heavily switch to electric and green-powered vehicles to 8
achieve net-zero emissions. The plan aims to promote the production, assembly, import, and use
of electric buses, expand the use of E5 biofuel to all buses, develop charging systems and encourage
both existing and new bus terminals and rest areas to adopt green practices. •
Each bus should have CCTV cameras to give higher-definition footage to safeguard
passengers from societal vices such as theft or molesting women on buses, ... •
USB chargers and phone holders are available in the seats for persons who commute to
work and need to complete chores on buses or attend an online conference. •
High-back seats make it more comfortable for people who must sit on buses for long
periods, and a wood-effect floor makes the bus look cleaner. •
New priority seat coverings with contrasting color schemes to better distinguish them from
other seats for passengers who are less able to stand, such as pregnant ladies and the elderly, ... •
With modern digital gadgets like TV on board, buses now transmit a broader range of real-
time information, such as the time to the next stop, disturbances, and calming music, ... •
Building regular bus stops for easy access, each with enough seats for passengers waiting
for the bus to feel more comfortable, and each with an electric board to announce the next
bus arriving at the bus stop. Optimization of bus routes to avoid overlap and provide
coverage across the city in accordance with demand and providing frequent and reliable connections includes: •
More accessible routes to essential amenities such as retail malls and hospitals, or buses to
universities to ensure students arrive on time. •
The bus network is organized into main lines and branch lines, each with its frequency.
Buses on main arteries and highways used for longdistance travel must run at least every
15 minutes. This is the bare minimum of the frequency with which the service is considered
sufficient for travelers to arrive without checking a timetable. On local routes, less frequent
service may be adequate depending on demand and provided the service is running as scheduled. •
More widely available applications enable everyone to seek bus routes on phones, making
it easier to find and catch buses. 9 |47231818 •
Faster travels on specific routes by giving buses priority on the roadways and having bus
lanes that other individual vehicles such as motorcycles, travel cars, etc. are not permitted
to use. Ambulances, fire engines, and other priority vehicles might also utilize these lanes
to go quickly during rush hours, avoiding traffic congestion. •
Extra buses are needed during peak periods such as morning and evening rush hours when
many people must travel to work or school, as well as on Saturday and Sunday when people
need to go out for the gathering.
The expense of increasing bus quality in HCMC is substantial, but the advantages outweigh the
costs. Around 1 billion VND is required for the number of buses in HCMC for CCTV cameras, 300
million VND for placing charging ports on the seats, 10 billion VND for the bus seats, and money to
fix the bus floor. The overall cost of installing TVs to serve passengers on the bus is one billion VND,
while the cost of building new green bus stops is five billion VND. Optimizing bus routes to avoid
overlap and provide citywide coverage on demand and provide regular and reliable connections is
a big monetary problem because it is necessary to change a lot. The minimum state budget to
spend on this issue will be at least 1,000 billion VND total for the purchase of more buses and
improvement of roads, opening separate lanes for buses. 3.3 Rapid transit:
According to a survey by Tuoi Tre newspaper, the main reason for the decrease in the number
of bus passengers is due to the situation of jostling and pushing on the bus. Up to 77% of
respondents said that the situation of jostling and pushing on the bus made them not want to take
the bus. However, the situation of crowding on public transport is difficult to control because it
depends on the peak time. And in a situation of population growth, it puts more pressure on the
public transport infrastructure. a) Solution
Therefore, it is necessary to expand the types of public transport to serve the current population
to partly reduce the situation of jostling and pushing at peak hours as well as create more choices
of means of public transport for citizens.
In Vietnam, besides bus routes, the government is also speeding up the construction of urban
railways. Ho Chi Minh Metro is in the master plan of a public transport network covering the whole
city and neighboring provinces, to avoid serious traffic congestion problems. 10
(Ho Chi Minh City Metro master plan map)
According to the plan, Ho Chi Minh City has 8 subway lines and 3 underground tram lines
with a total length of 220 km, a total investment of nearly 25 billion USD. Metro lines 1 (Ben Thanh
- Suoi Tien), 2 (Ben Thanh Tham Luong) and 5 (Can Giuoc - Sai Gon bridge) are in the
implementation stage while the remaining lines are in the investment preparation stage. 11 |47231818
( The metro line 1 is currently under construction with completion scheduled in 2023)
But so far, metro line 1 (Ben Thanh - Suoi Tien) has more than 43,700 billion VND, and metro
line 2 (Ben Thanh - Tham Luong) has nearly 47,900 billion VND. Therefore, the Ho Chi Minh City
Department of Transport proposes to prioritize investment in 6 more metro lines from now to 2035
with a total capital need of more than 200,000 billion VND. (Lao Dong newspaper)
The remaining 6 routes include: No. 5 (the first period which is 8.9 km long from Bay Hien
intersection - Saigon bridge) with a total capital of more than 38,700 billion VND, No. 3a (section 1
from Ben Thanh - Mien Tay Bus Station) nearly 10 km long with a total capital of 41,800 billion VND;
No. 4 (phase 1 from Thanh Xuan - Nguyen Van Linh) is nearly 21 km long, with a total capital of
58,185 billion VND; No. 2 (phase 2 of Ben Thanh - Thu Thiem and Tham Luong - Tay Ninh bus
stations) is 9.1 km long, with a total capital of VND 32,604 billion; No. 3b (Crossroad 6 Cong Hoa -
Hiep Binh Phuoc) is 12.1 km long, with a total capital of 41,140 billion VND and No. 4b (Gia Dinh
Park Cha Ca Mausoleum) is 5.2 km long, with a total capital of 24,200 billion VND. (Lao Dong newspaper)
For citizens, according to the project's investor, the price of a journey on Ho Chi Minh City's
metro line No. 1 will be between VND 9,000 and 23,000 ($0.39 and $1). When buying a metro card
in advance, customers will receive a 75 percent discount. According to a recent proposal, the HCMC 12
Management Authority for Urban Railways (MAUR) issued to the city Department of Transport,
customers choosing tickets for unlimited excursions will be provided a price of VND46,000 per day
and VND104,000 for three days. A monthly pass will cost VND320,000 ($14) and half that for
students and workers at industrial parks. (Vnexpress newspaper) 3.4 Sustainable
The essence of public transportation is to maintain a sustainable urban transportation system
to satisfy everyone's transportation needs. The increasing population leads to an increase in the
need to travel by public transport, we must always ensure the supply. We have two solutions to
upgrade the bus infrastructure and accelerate the completion of the Metro HCMC line.
There are more than 128 bus routes in HCMC, some of which have been upgraded and some
have not, so the solution to continue upgrading the remaining routes is of paramount importance.
This will help people save money and optimize travel time in the city. Not only that, but it will also
help release many emissions into the environment.
Accelerating the construction of the metro line helps reduce the overload on other public
transport. Moreover, the use of Metro trains aims to raise people's awareness of environmental
protection in the future. On the other hand, A safe and high-quality transportation system also
helps promote Vietnam's economy so that it can compete with other countries.
According to statistics, the amount of CO2 emitted by public transport is the lowest, so to
protect the sustainability of the environment, the most urgent thing is to improve public transport in the following years. 13 |47231818 IV. CONCLUSION
An urban railway construction network will reduce problems such as traffic congestion and
other annoyances such as excessive use of private vehicles in densely populated cities such as Ho
Chi Minh City, and Ha Noi. Therefore, solutions must all focus on sustainability related to the
current air pollution problem. Despite having a railway construction budget of VND25 billion, it
strengthens the national economy and helps Vietnam catch up with other Southeast Asian
countries in terms of economic and social sustainability. V. CONTRIBUTION FORM (%) NAME ID NUMBER CONTRIBUTIO SIGN N
1 . Phạm Ngọc Linh BABAWE20057 14 %
2 . Nguyễn Thị Xuân Đào BABAWE20214 % 14
3 . Nguyễn Văn Anh Thy BABAWE20210 15 %
4 . Vũ Minh Khuê BTCEIU21061 15 %
5 . Lê Châu Trúc Giang BAFNIU21434 14 %
6 . Nguyễn Thanh Bình ITDSIU20056 14 %
7 . Phạm Lê Đức Thịnh ITDSIU20085 14 % III. REFERENCES
https://www.wwf.org.au/news/blogs/the-lifecycle-of-plastics
https://tuyengiao.vn/khoa-giao/moi-truong/tp-hcm-giai-phap-de-canh-bao-chatluong-khong-khi-136279 14
https://tuoitrenews.vn/news/audio/20151016/why-don%E2%80%99t-people-enjoy-taking-the- busin-vietnam/31861.html
https://www.instituteforgovernment.org.uk/publication/improving-publicservices 15