Cấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - Trung

Cấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - TrungCấu trúc không gian phát triển xung quanh ga đường sắt cao tốc Lào - Trung

HANOI UNIVERSITY OF CIVIL ENGINEERING

A INTRODUCTION OF THESIS 1 Rationale for the study

HSR has been established since the 1990s and developed in many countries such as Japan, France, Italy, Theoretical studies on HSR stations and the vicinity of the stations have been carried out to propose appropriate development models to promote urban development … however, there are still gaps in developing countries, which have quite different socio-economic contexts such as low population density; the distance between HSR station and urban area is still far while there are no master plans associated with HSR,… Laos is a socialist country and the only landlocked country in Southeast Asia An important factor promoting rapid urbanization in Laos is foreign investment projects, especially transport infrastructure projects, aimed at enhancing connectivity between regions of Laos, as well as connecting Laos with other countries

The Lao PDR Government has cooperated with the Chinese Government to build a Laos-China railway includes 10 passenger stations, with a total length of 426.5 km With a vehicle speed of 160 km/h to 200 km/h, the total project cost is $ 5,986 million, construction time is 5 years, started from December 25, 2016 and completed in December 2021

The Laos-China railway construction project is a project of special historical and strategic importance for Lao PDR, which will serve as vital infrastructure to spur the development of a fragile economic sector sustainable development in this country It will promote the national socio-economic development plan, help increase domestic employment and generate more income for Lao workers, is an opportunity to attract foreign investors to invest in the manufacturing sector

However, the vicinity of HSR stations in Laos is currently not planned for synchronous development, mostly vacant land, without much development potential With the characteristics of a country with low population density, undeveloped socio-economic conditions, the area around the stations is mostly bare land, the construction density is not high, so the development around the stations is not high Laos' railway station needs a model suitable for this country To adapt to those changes and make the most of that space in terms of economic value,

quality of life, meeting the needs of users, including the impact on the environment Therefore, an in-depth study is needed on how to change the usage patterns of the vicinity area

2 The purpose of the research

2.1 General objective

Propose a spatial structure for development in the vicinity of

Laos-China HSR stations 2.2 Specific objective

- Perspectives and principles for the development of spatial structures associated with HSR in Laos

- Criteria framework for assessing the development potential of HSR stations’ vicinity

- Proposing solutions on spatial organization for the development areas in the vicinity of HSR stations in Laos

- Mechanisms and policies to support spatial development associated with HSR stations in Laos

3 Research objects and scope

- The object of the research: spatial structure for development in the vicinity of Laos-China HSR stations

- Scope of analysis:

+ Scope of space: The HSR stations system in Laos includes 10 passenger stations and 10 cargo stations, within the scope of this thesis, only passenger stations are studied

+ Scope of content: Clarifying the premises for the planning plan: perspectives and principles for developing spaces in the vicinity of HSR stations in Laos; functional components, land density and linkages between functional components of the development area around the station

+ Scope of time: vision towards 2030

4 Research approaches and methods

4.1 Research approaches

This study is based on the study urban development from the perspective of integrating transport and land use, researching the development of space adjacent to the station in a two-way relationship with urban areas connected to the station and quantify input factors to propose spatial structure planning of the area vicinity of the station in accordance with the socio-economic context in Laos as well as

development orientation in the vicinity of HSR stations and urban areas connecting the stations

6 Expected benefits of Research

- Applying theory and practice of transport oriented urban development in the world to build a theoretical framework for proposing the spatial structure of public transport oriented urban development in Laos

- Proposing viewpoints, principles and set of criteria for the development of the vicinity of HSR stations in Laos, thereby orienting for the sustainable development of HSR system in Laos and the cities connected to HSR in Laos

7 Creativeness and innovativeness

- Perspectives and principles for developing the vicinity of HSR stations in developing countries in the context of stations located far from urban areas, with low population density

- Spatial solutions for HSR stations in developing countries with stations located far from urban areas, low population density, low construction density around stations

- Criteria framework to evaluate the development potential of the space around the stations

1.1.2 Urban spatial structure

The spatial structure is directly related to the spatial distribution of human activities and, therefore, the optimization of the urban land structure becomes an important basis for improving the quality of the urban functional development

1.1.3 The vicinity of HSR stations

In this thesis, the scope of research in the vicinity of stations is the areas within a 15-minute biking distance from the stations, equivalent to 5km

1.2 Overview of theory and practice of development in the vicinity of the station in the world

1.2.1 Theory of HSR

a Regional Level: Accessibility and Urban Areas

b Urban Level: Urbanization and Economic Development Node c Vicinity of Sites: Spatial Function Layout and Development d HSR Accessibility

1.2.2 Overview of HSR’s status throughout in the world

HSR stations are recognized as regional TOD centers and urban development factors With the increasing convenience of transportation, HSR stations can become transport hubs and develop into local urban centers by attracting higher passenger volumes and enhancing economic activity If a station is well connected to the city, it can become a catalyst for urban development

1.3 Context of HSR and the vicinity of HSR stations in Laos

1.3.1 Context of HSR in Laos

Table 1.1 HSR stations in Laos

Station name

Type Station

Level of city ce to center

ce to urban

Distan-Station size (m2)

capacity of passen-

City (km)

dary (km)

pality

Major station

Muang Nga

District

Luang Phrabang

Major station

Town of City 7.5 7 7,970 1200 Meuang

Major station

Capital city 20 0.5 14,500 2500

1.3.2 The relationship between HSR station system and urban system in Laos

a Urban system in Laos

b National policies and strategies

1.3.3 Location and characteristics of HSR stations in Laos 1.3.4 Transforming of the vicinity of the stations

Figure 1.1 Statistical description of LULC change from 2013 to 2021

In Vientiane with an increase in construction land of approximately 7% While at other stations, this trend is happening somewhat slowly, the average construction land area is only about 1-2%

1.3.5 Urban planning of urban areas connected to the station

1.3 Litterature review

1.3.1 Doctoral theses

1.3.2 Scientific articles, research topics

Currently, research on HSR has been developed, but it is located in countries such as Japan, France, Spain, China, etc., in particular, these countries are different from Laos as a developing country, the distance between the station and the urban areas are still far away, the area around the station is very low construction density, has not been calculated on the development of spaces related to the station or the space around the station in the planning projects so it is necessary study the HSR spatial development in Laos

1.4 Research gap

1.4.1 Review information 1.4.2 Issues to be studied

CHAPTER 2 RESEARCH METHODOLOGIES 2.1 Research approach

2.1.1 Integrated Transport and Land Use 2.1.2 Node-Place Theory

2.2 Research methodologies

2.2.1 Multi-temporal remote sensing image analysis method 2.2.2 The AHP methods

2.2.3 Optimization algorithm method

a Optimal area analysis method b Optimal land use analysis method

2.2.4 Analyzing, synthesizing, comparing data 2.2.5 Sociological survey

2.2.6 Professional method 2.2.7 Case study method

Table 2.1 Research methods and contents to study

Synthesis, analysis, comparison methods

Theoretical overview Context of HSR in Laos Legal basis

Survey Method Case study method

Transformation of area around HSR stations in Laos

Multi-temporal remote sensing image analysis method

Typology method using means clustering

K-Case study method Professional solution

Evaluation of the development potential of the area around HSR stations

Optimal area analysis method Optimal land use analysis method

Case study method

Forecast of optimal development for the station: scale and

function

CHAPTER 3 SCIENTIFIC BASIS 3.1 Theoretical basis

3.1.1 Theory on the role of HSR’s urban creation factor

With the integration of urban and inter-urban transport systems, HSR stations have the potential to become a driving force for urban development by attracting a large number of passengers and

enhancing economic activities of connection and development

3.1.2 Theory of developing the vicinity of the HSR station

a HSR and urban development

Figure 3.1 Types of HSR Station Location with Respect to CBD and Urban Fabric [101]

b Structure around the station - Urban development model associated with HSR station

Figure 3.2 Three-layer model for the area vicinity of the HSR station c Land Use in HSR Station Areas

The applicability and dynamics of land use models are related to issues such as the history, size, and locational setting of a city For instance, concentric cities are generally older and of smaller size, while polycentric cities are larger and relate to urban developments that have taken place more recently This also includes the impacts of public transit systems that can vary according to the level of automobile dependence

3.2 Legal bases

3.2.1 Urban planning system

a Master Plan b Detailed plan

3.2.2 Law on foreign investment in Laos

The Law on Investment Promotion expressly recognises the possibility of having a 100 percent foreign-owned entity including a wholly domestic or foreign-owned investment

3.3 Practical basis

3.3.1 Natural conditional

The HSR passes through the area with relatively rugged terrain, the average altitude at the station locations is about 700m However, some

stations are located in areas with difficult terrain, causing many challenges for future development directions (Luang Prabang, Kasi), a few stations are located in areas with relatively flat terrain flat and convenient for construction activities such as Vientiane and Phon Hong

3.3.2 Economic, social and cultural conditional 3.3.3 Traffic infrastructure conditions in Laos

Laotians often use personal vehicles In urban areas, the rate of using cars is more than motorbikes, they use less public transport Lao people are used to traveling long distances (20-60km) from their place of residence to the place of work or the center They hardly use bicycles, nor do they have walking routes

3.3.4 Current status of spatial development around Laos's HSR stations

- Comparing the number of vehicles at the busiest time, Vientiane station is nearly 6 times higher than NaTeuy station and 2.5 times more than Luang Prabang station Commercial, service and night economic activities around undeveloped stations

- The most popular vehicles in Laos are personal cars (accounting for 47% of the total number of vehicles) and are mainly vehicles with high chassis to suit traffic conditions; The next most popular is motorbikes (accounting for 30%) Lao people rarely use public transportation (buses, minibuses, taxis) and almost do not use trucks

- Land prices around Vientiane station in the 500m area around the station are often twice as high as land prices at other stations However, for the 1000m area around the station, land prices for the stations are almost similar Land prices at other stations do not have much difference between the 500m and 1000m areas

3.3.5 Spatial structure of the station area

a Land use and building activity

Meuang Xai and Vientiane stand out with extensive building areas, indicating significant urban development efforts Other cities exhibit varying levels of construction activity, which may be influenced by factors such as urban planning, economic growth, and transportation infrastructure projects

Figure 3.3 Build up in the vicinity of stations

Stations on Laos' high-speed railway are mainly located in areas far from existing urban centers Around the main station, most of the vacant land is still unexploited In some areas, the land fund around the station is not really favorable for construction and development due to the mountainous terrain, slope and large volume of leveling

b Invesment attractive

Projects in Laos are distributed relatively evenly across regions Some areas are more attractive to investment projects such as the capital Vientiane area and Luang Prabang city because these are the cities with the economic development background of Laos

c Economie context

The railway lines almost all run through areas with the lowest poverty rate in the region

d Population density f Connectability

Poor road conditions have existed for a long time challenges for Lao PDR Most of the 1500km of roads in Laos are rated as low quality

3.5.3 Policy on the development of public transport in Laos 3.5.4 Impact of HSR system on urban areas connecting stations

The high-speed railway has become more popular, as it is faster than trips by road, and cheaper than air travel

3.5 International experiences

3.5.1 France 3.5.2 Japan 3.5.3 China

3.5.4 European high-speed rail network

CHAPTER 4 PROPOSE FOR SPATIAL STRUCTURE FOR THE DEVELOPMENT IN THE VICINITY OF HSR STATIONS IN LAOS

4.1 Perspective and principles developing for the development in the vicinity of HSR stations in Laos

- Strengthen the connection between the station area and the existing central urban area

- Development in the vicinity of the station must be in harmony with the natural structure

4.1.2 Principles

- Classify Laos HSR stations into 2 levels, characteristics of the development area vicinity of the stations needs to take into account international factors

+ Urban level: 2 types: (1) the station - located outside the city - is as a driver for a new commercial ‘edge city’ on the periphery of the urban area and (2) the station – located on the edges of cities, adjacent to, but separate from, the major urban centers - helps in developing complementary sub-centers within the urban area