[2020/21 KSP Policy Advisory]
Korea’s Knowledge Sharing of Formulating Comprehensive National Master Plans and Lessons
for Vietnam Final Report
November 2021
(2020/21 KSP Policy Advisory)
Table of Contents
Korea’s Knowledge Sharing of Formulating Comprehensive National Master Plans and Lessons for Vietnam
Abbreviations ···1
Summary ···3
1. Background and Objectives ···3
2. Status of Vietnam and Issues by Sector ···3
3. Korea’s Knowledge Sharing ···5
4. Policy Suggestions for Vietnam’s CNMP ···8
Ⅰ. Introduction ···11
1. Background and Objectives ···11
A. Background ···11
B. Objectives ···11
2. Project Scope and Expectations ···11
A. Project Scope ···11
B. Expectations ···13
3. Implementation System and Direction ···13
A. Implementation System ···13
B. Project Promotion Direction ···14
Ⅱ. A Review of Status and Issues of national Territory in Vietnam Current Status of Vietnam and Sectoral Issues ···16
1. Current Status of Vietnam ···16
A. Understanding Vietnam ···16
2. Major Sectoral Issues Regarding National Territory in Vietnam ···20
A. National territorial and Urban System ···20
B. Industry ···31
C. Transportation ···36
D. Culture and Tourism ···44
E. Land, Housing and Construction ···47
F. Environment and Energy ···50
Ⅲ. Korea's Knowledge Sharing ···55
1. Case Analysis on the Establishment of Comprehensive National Territorial Plans (CNTP) ···55
A. Background of Establishment ···55
B. Characteristics of Korea's CNTP ···55
C. Establishment Procedures of Korea's CNTP ···56
D. Changes in Korea’s CNTP ···58
2. Case Analysis on the Major National Territorial Policies by Sector ····64
A. Spatial strategy ···64
B. City ···75
C. Industry ···82
D. Transportation ···93
E. Tourism ···106
F. Housing and Land ···113
G Construction ···122
H. Environment and Resources ···128
Ⅳ. Policy Suggestions for the establishment of a the Establishment of CNMP in Vietnam ···135
1. Necessity of a Comprehensive National Territorial Plan and Implications of Korean CNTP ···135
A. Necessity of a Comprehensive National Territorial Plan ···135
B. Implications of Korean CNTP for Vietnam’s CNMP ···136
2. Sector-Specific Suggestions for the establishment of the CNMP in Vietnam ···137
A. Space Strategy ···137
B. Urban Policy ···138
C. Industry ···140
D. Transportation ···142
E. Tourism ···143
F. Housing and Land ···144
G. Construction ···146
H. Environment and Resource ···147
3. Suggestions for the establishment and implementation of the CNMP in
Vietnam. ···148
A. Establishing the normativity and effectiveness of the Comprehensive National Master Plan (CNMP) ···148
B. Planning Procedure ···149
C. Plan Implementation ···155
D. Plan evaluation ···157
Appendix ···158
References ···169
Tables
Table 1 Vietnam Overview ···16
Table 2 National Plan Outlines of Vietnam ···20
Table 3 City Networks in Vietnam as of April 2019 ···22
Table 4 Spatial Patterns of Rapid Urbanization ···25
Table 5 Urbanization of Population and Land ···26
Table 6 Comparison of the Urban Classification System Criteria ···30
Table 7 Nominal GDP in Current Prices by Year and Economic Sector ·· 31
Table 8 Labor by economic sectors ···33
Table 9 Vietnam Trade ···34
Table 10 Foreign Investment Trend ···34
Table 11 Infrastructure Status in Vietnam’s Transportation Sector ···40
Table 12 Vietnam Infrastructure Ranking among Countries in the World ···48
Table 13 Daily Contaminated Water Discharge by Region in Vietnam ···50
Table 14 Evolution of the Comprehensive National Territorial Plan ···63
Table 15 Planned Areas in the 1st CNTDP ···65
Table 16 Living Zones, Central and Surrounding Cities of the 2nd CNTDP ····67
Table 17 Planned Areas in the 4th CNTP ···70
Table 18 Korea’s Industrial Policy Trend ···85
Table 19 Growth and Structure by Industry ···86
Table 20 Industrial Growth and Structure by Sector ···87
Table 21 Development Direction of Strategies for Nurturing Key Industries to Promote the Growth of Small and Medium-sized Cities ····91
Table 22 Expressway and Rail Extensions in Korea ···95
Table 23 Rapid Increase in the Number of Houses ···118
Table 24 Minimum Housing Standards ···120
Table 25 Status of facility aging ···125
Table 26 Plan to be Reviewed by National Territory Plan Evaluation ···158
Figures
Figure 1 Project Area ···12
Figure 2 Project Execution System ···14
Figure 3 Vietnam’s Economic Growth Trend after the Doi Moi Policy ···17
Figure 4 Vietnam’s Regional Division and Economic Regions ···18
Figure 5 Vietnam Spatial Planning System ···19
Figure 6 Vietnam Administrative Structure and Master Plan ···21
Figure 7 Vietnam‘s Urban Structure ···23
Figure 8 Urban Population Distribution and Number of Cities by City Type ···26
Figure 9 Comparison of Urban Density between Ho Chi Minh City and Hanoi City ·28 Figure 10 Fragmented Urban Expansion in Ho Chi Minh City ···28
Figure 11 Industrial Production Value per KM SquarePer Square KM ···29
Figure 12 GDP Contribution by Sector ···32
Figure 13 GDP Contribution of Major Sectors ···32
Figure 14 Cities with the Highest Rate of Motorcyclists in the World ··37
Figure 15 Modal Split for Passenger Transport ···41
Figure 16 Modal Split for Cargo Transport ···41
Figure 17 Vietnam’s Tourism Industry Development Trend ···45
Figure 18 Vietnam Tourism Competitiveness Index Score and Ranking ·· 46
Figure 19 Vietnam Flood-Prone Area Population and Drought Severity Projections ··52
Figure 20 Status of Vietnam’s Carbon Emissions and Energy Use ···52
Figure 21 Status of CNTP and Relationship with Other Plans ···56
Figure 22 Establishment process of CNMP ···57
Figure 23 Economic Development and Changes in the Goals and Strategy of CNTP ···58
Figure 24 Spatial Structure Concept of 「The First CNTDP (1972~1981)」 65 Figure 25 Spatial Structure Concept of 「The 2nd CNTDP (1982~1991)」 · 68 Figure 26 Spatial Structure Concept of 「The 3rd CNTDP (1982~1991)」 ·· 69
Figure 27 Spatial Structure Concept of 「The 4th CNTP (2000-2020)」 ···71
Figure 28 Spatial Structure Concept of 「The 4th CNTP (2006-2020)」 ···72
Figure 29 Spatial Structure Concept of 「The 4th CNTP (2011~2020)」 ···73
Figure 30 Spatial Structure Concept of 「The 5th CNTP (2020-2040)」 ···74
Figure 31 Development of National Territorial Development by Phase ···75
Figure 32 Major Spatial Policy Changes in the 1st~3rd CNTDP ···76
Figure 33 Major Institutional Changes in the 1st~3rd CNTDP ···77
Figure 34 Spatial Reorganization Under the 3rd (2006-2020) Metropolitan Area Maintenance Plan ···78
Figure 35 Status of Development Restricted Zones in Seoul ···80
Figure 36 Innovative Cities and Sejong city ···81
Figure 37 Spatial Planning System of Korea ···82
Figure 38 Changes of Industrial Complex Location by Period ···89
Figure 39 Changes in the Economic Contribution of Industrial Complexes ·· 90
Figure 40 Expansion of Railway and Road Networks in the 1970s ···94
Figure 41 Expressway and Rail Extension Trends in Korea ···96
Figure 42 Changes in Economic and Social Conditions in Korea by Era · 98 Figure 43 Opening of Gyeongbu Expressway ···99
Figure 44 High-speed Rail Route Map ···101
Figure 45 Incheon International Airport Construction ···103
Figure 46 Changes in Laws and Policies related to Transportation Planning in Korea 104 Figure 47 Major Projects of Under the National Transport Plan by Era ···106
Figure 48 South Coast Axis and Regional Map of the Comprehensive South Coast Development Plan ···109
Figure 49 Cases of Regional Linkage Connection and Cooperation Projects in the Tourism Sector ···110
Figure 50 Bundang New Town Case ···116
Figure 51 Pyeongchon New Town Case ···117
Figure 52 Sales and Rental Trends of Public Housing ···119
Figure 53 Improvement in the Number of Houses and Housing Quality ····120
Figure 54 GDP Distribution by sector ···122
Figure 55 Changes in Korea's GDP and Infrastructure ···124
Figure 56 Infrastructure Management Planning System ···126
Figure 57 1st and 5th CNTP Maps ···129
Figure 58 Water Supply Penetration Rate Trend ···130
Figure 59 Air, Greenhouse Gases, Fine Dust, and Environmental Radiation Monitoring 132 Figure 60 Example of Building Arrangement Guidelines Considering Wind Passage133 Figure 61 Plan of national territory diagnosis and and monitoring ···157
Abbreviations
Abbreviation Official name Korean name
CNMP Comprehensive National Master Plan (베)포괄적 국토개발계획
SEDS Socio-Economic Development Strategy (베)사회경제개발전략
SEDP Socio-Economic Development Plan (베)사회경제개발계획
CNTP Comprehensive National Territorial Plan (한)국토종합계획
(4차 이후) CNTDP Comprehensive National Territorial Development Plan (한)국토종합개발계획
(1차-3차)
Summary
1. Background and Objectives
Currently, Vietnam is in need of a comprehensive spatial master plan that can closely and systematically coordinate and link different domains of multiple master plans and efficiently use national resources. As such, the country is preparing to establish a Comprehensive National Master Plan (CNMP), the highest-level spatial plan that encompasses various regions and domains based on the "Planning Law" enacted in November 2017. To that end, the Vietnamese government and the Ministry of Strategy and Finance of Korea agreed to have Korea share its experience in establishing its Comprehensive National Territorial Plans (CNTP) through the KSP Policy Advisory project, providing guidelines necessary for Vietnam to develop its Comprehensive National Master Plan (CNMP), and contributing to enhancing the development, implementation, monitoring, and evaluation capacities of relevant departments. The purpose of the KSP Policy Advisory project is to identify and analyze Vietnam’s spatial development strategy, planning system, and key issues, and share Korea's know-how and experience with establishing and implementing its comprehensive national territorial plans. In addition, the project aims to provide policy suggestions for establishing a comprehensive national land development plan tailored to the circumstances of Vietnam and lay the foundation for long-term bilateral cooperation between Korea and Vietnam.
2. Status of Vietnam and Issues by Sector
Vietnam is currently paying attention to sustainable and inclusive growth as well as strengthening and reforming its government's capacity and securing new growth engines.
As such, the country is making efforts to expand its infrastructure and nurture highly capable human resources as a capacity-building strategy to become an advanced country.
While Vietnam's national land development policy is being implemented through the spatial and socioeconomic development planning systems, the country has been lacking a Comprehensive National Master Plan that spatially integrates them. Therefore, herein the current status of Vietnam was analyzed, and the direction and key issues that need to be sought after when establishing the Vietnam Comprehensive National Land Plan were identified as follows.
First of all, as Vietnam is in the stage of rapid urbanization in terms of land and urban system, appropriate management and balanced development policies are required. Relevant issues include: First, in Vietnam, the quality of life of city dwellers deteriorated due to a lack of urban infrastructure and rapid urban concentration; Second, the inconsistencies in the spatial patterns of industrialization and urbanization; Third, low level of urban development and widening disparity between urban and rural areas; Fourth, the inhibition of the agglomeration economy due to low level of urban agglomeration, and stalling and fragmented urban development; Fifth, the concentration of industries centered on specific regions, Sixth, inadequacies in the Vietnamese urban system classification, Seventh, the limitations of the existing urban planning system and legal framework.
Some of the most pressing industrial issues for Vietnam include: First, slow technological innovation and low labor productivity; Second, the high dependency of the Vietnamese industry on FDI and resulting strains on industrial autonomy; Third, labor-intensive industrial structure and focus on intermediate technologies, such as processing and assembly, which lead to a high dependency on overseas high value-added industries; Fourth, the weak connection between FDI and Vietnamese companies; Fifth, insufficient specialization and locational agglomeration of industrial space.
In transportation, major issues include: First, the structural imbalance in the mode of transportation concentrated on road and inland waterways; Second, limitations of transportation infrastructure that fails to meet the high demand for development, a highly favored investment area; Third, limited capital investment and poor transportation infrastructure maintenance.
Vietnam is highly competitive in terms of culture and tourism, but expanding its tourism infrastructure remains an urgent task. As for related issues, first, as mentioned above, tourism infrastructure is insufficient. Although the country’s transportation infrastructure is improving, its tourism infrastructure is still lagging behind. Second, the rapid growth of the tourism industry is threatening the sustainability of the local environment and culture, undermining major cultural sites and natural ecosystems. Third, the institutional basis for the development of tourist destinations and the system for fostering tourism workers are insufficient. Fourth, the intensifying regional competition in the tourism sector while Vietnam's tourism competitiveness remains relatively weak compared to its neighbors poses as another risk.
Issues related to the land, housing, and construction sectors include: First, housing stock shortage and an increase in informal housing. Also, land speculation driven by development pressure is another significant issue. Second, there is a need to strengthen the land management system by aligning land-related systems and policies with construction plans.
Third, shortage of infrastructure supply and the need for quality improvement. Finally, an
issue of how to better manage of construction facilities.
Issues related to the environment and energy sector include: First, pollution source management failing to keep pace with the country's rapid urbanization and industrialization. The sources of pollution in Vietnam are rapidly increasing due to rapid urbanization and industrialization, but pollution prevention policies are still insufficient.
Second, there are concerns about conflicts between countries over environmental problems in river basins, which is why it is necessary to manage pollution sources. Third, energy dependence and energy security threats are increasing. Fourth, Vietnam's per capita energy consumption is still meager compared to the global average, so it is necessary to improve energy efficiency.
The issues in the transport sector include; First, the imbalance in the structure of mode of transportation centered on roads and inland waterways. Second, a limitation in transportation infrastructure that does not meet high development demand despite the investment priority. Third, there are limitations such as limited capital investment and insufficient quality of transportation infrastructure maintenance.
3. Korea’s Knowledge Sharing
Korea has accumulated about 50 years of its experience since the establishment of the 1st Comprehensive National Territorial Plan in 1972 until the 5th Comprehensive National Territorial Plan. Based on this, Korea has continued to systematize its national land and regional development policies. As such, this report introduces the characteristics, institutional framework, and establishment process of Korea's comprehensive national territorial plan and looks into the evolution of the country's comprehensive national territorial plan from the 1st to the 5th round. From the 1970s to the 1990s, Korea's comprehensive national territorial plan has contributed significantly to the country's economic development and national competitiveness. Since the 2000s, the plan has been reflecting the values of national development evolving in accordance with the times, from enhancing the quality of life of the people, to balanced growth, and social development.
Regarding the case analysis of policies by sector, this report aims to share the trends and successful cases in areas of spatial strategy, city, industry, transportation, land, housing, construction, culture and tourism, environment and energy, etc.
Looking at the spatial structure presented in the comprehensive national territorial plan, the 1st Comprehensive National Territorialand Development Plan (1972-1981) focused on efficient land use, the 2nd CNTDP (2002-1991) on population dispersion, and the 3rd CNTDP (1992-2001) on forming the decentralized territorial framework. The 4th Revision
of Comprehensive National Territorial Plan (2006-2020) placed an emphasis on balanced development policy, and the 2011-2020 revision focused on the development of mega-city region and green growth, while the 5th CNTP focused on solidarity and cooperation.
To identify the progress of each sector from the perspective of national territorial planning, the urban sector focused on regional arrangement and development of cities.
In particular, Korea enacted the National Land Planning and Utilization Act in 2002 to ease the gap between the metropolitan and non-metropolitan areas, established a national space planning system consisting of three stages of national and regional planning, urban planning, andindividual building planning, based upon which the country has been promoting a systematic and balanced urban system management. However, the above-mentioned metropolitan area maintenance and management, growth hub city development, development restriction zones, innovative cities, and administrative complex cities (Sejong City) are still ongoing policies. In the meantime, it is necessary to evaluate policy achievements such as having improved regional imbalances through continuous promotion of national balanced development policies, supply of transportation networks, and fostering industrial complexes, and continue to promote them in the future.
The industrial sector has promoted policies such as fostering industries in response to economic and industrial growth and changes in industrial structure, supplying industrial complexes appropriately by region, and fostering specialized industries in small and medium-sized cities in non-Seoul metropolitan area. Through this, the industrial foundation of the country and region was established, and the central government played a leading role in this. For example, in order to establish a production base to support high economic growth during the 1st Comprehensive National Master Plan, the government proposed the establishment of a foundation for fostering the heavy and chemical industry. The reason why Korean industrial complexes were able to contribute to the development of Korean manufacturing and economic growth at that time was because they were promoted through a Comprehensive National Master Plan. The Comprehensive National Territorial Plan, in particular, contributed to the adequate supply and industrialization of industrial complexes in Korea. In addition, a targeted development strategy was also another success factor.
Korea especially employed an approach that designated and focused on a few targeted export industrial complexes and free export zones nationwide and expected a spillover effect into other regions should they prove successful.
In the transportation sector, the construction of the Gyeongbu Expressway, the high-speed railway project, the construction of Incheon International Airport, the construction of new ports, and the establishment of legal and institutional framework related to transportation planning are major success stories. This kind of success is attributable to the following factors. First, there was systematic and continuous investment
in highways to maximize mobility between regions. Second, there was the construction of the Gyeongbu High Speed Railway to reduce road congestion and travel time. Third, world-class, highly efficient airports and ports were developed. Fourth, transportation policies and operating technologies and the efficiency of public transportation-oriented transportation systems were improved.
In the tourism sector, successful examples include the implementation of tourism development projects in the metropolitan area, and preservation and utilization of historical resources. The culture and tourism segment under the Comprehensive National Territorial Plan sought to establish cultural and tourism regions and routes integrated as part of the comprehensive national spatial plan. This was made possible thanks to the concrete plans drawn up by each departments who were enabled by the establishment of regions, cultural spheres, and tourist routes based on the territorial axes set at the national level.
The housing and land sector in the 1970s-1980s focused first on efficient supply of housing when there was an absolute shortage of housing, and then on the quality of housing once hounsing supply rate improved. In order to guarantee the quality of housing for low-income families, the public sector has begun to increase the supply of rental housing, and today housing welfare is the hottest topic in the housing sector. In support of this, various policy efforts were made, including land readjustment projects, public-led development, new town development, public rental housing, establishment of minimum housing standards, and infrastructure management, for which legislative endeavors — such as the Housing Act, the Public Housing Special Act, and the Housing and Urban Fund Act
— and finance — such as National Housing and Urban Fund — played a significant role.
Another success factor in particular was that the government and public enterprises, such as the Korea Land and Housing Corporation and the Korea Housing & Urban Guarantee Corporation, mobilized their expertise to performed housing tasks and responded flexibly to the needs of the times.
The construction sector was one of the representative areas that grew in parallel with the Korean economy. During the period from 1970 to 2019, while GDP increased 114 times, the number of infrastructure increased by 34 times. Legal and institutional support played a big role in such an expansion of infrastructure, namely the enactment of the Infrastructure Management Act and the establishment of the Infrastructure Master Plan. Another success factors include the systematic operation of management plans and action plans, and the establishment of a virtuous cycle of infrastructure installation, maintenance, and management.
The environmental resources sector, comprising the prevention of water, atmospheric and soil pollution; construction of dams and reservoirs; water resources including flood management; and expansion of large-scale energy facilities such as power grid; as well
as the energy sector that deals with climate adaptation, mitigation and renewable energy have changed in response to the economic development and global conditions. In the economic development stage, water supply, power supply, and pollution management were key issues, and harmony between (urban) development and the environment has also been continuously emphasized. The success factor behind this is the formation of a supply system that adequately meets the demand through collaboration and division of labor between related government ministries and local governments.
4. Policy Suggestions for Vietnam’s CNMP
In Korea, Comprehensive National Territorial Plans (CNTPs) were designed to spatially support the national economic development plans. A CNTP thereby was a comprehensive nation-wide territorial plan that particularly envisioned a state-led, systematic and comprehensive location and supply of industrial complexes and basic infrastructure — for transportation, water and sewage system, energy facility, and environment — to practically support economic policies. Vietnam has also been implementing economic strategies tailored to each region to vitalize regional economies by locating industries appropriate for each region, such as Free Economic Regions and Free Economic Zones. To that end, Vietnam needs a comprehensive spatial plan that can closely align the locations of strategic industries, as well as infrastructure for cities, transportation, energy, and environment.
Korea and Vietnam share similarities in their geographical conditions being peninsulas, export-oriented economic growth strategies, high-quality human resources, successful post-war restoration, and comprehensive national territorial plans promoted as a means to spatially support economic strategies with the backing of the highest-level decision making body. At the same time, the two countries have disparate institutional frameworks, economic conditions, decision-making processes, cultures and perceptions. Not all Korean systems and policies that turned out to be successful in Korea do not guarantee the same kind of success in Vietnam. As such, Korea’s experiences and their implications presented in this study should be applied in ways that are feasible and suitable for the institutional conditions in Vietnam. This leads to the following suggestions. First, enhance the coherence and consistency of national and regional-level plans. Even if regional plans are established on the premise of local autonomy, they should be guided by national-level spatial (economic) plans. Second, take a phased approach. Since national capacity is limited, select specific regions and make targeted investments for spill over effects across the country to reduce the risks of failure. Third, market-driven, practical policies are more efficient than seemingly feasible objectives and rules. Fourth, regional policies should
reflect the needs and characteristics of the local population. A one-size-fits-all regional policy for the whole nation is bound to entail side effects. Fifth, foster regional industries and jobs to make each region self-sufficient, and expand inter-regional transportation networks to facilitate mobility between the regions.
Policy suggestions for Vietnam's Comprehensive National Master Plan (CNMP) by area are as follows. First, in thewith regards to spatial strategy, it was suggested that Vietnam continues to promote balanced national development and metropolitan economic strategies, as well as connecting intercity networks and providing basic living infrastructure to a certain level in order to preemptively respond to spatial polarization and concentration in and expansion of the capital area.
Second, for urban development, Vietnam was proposed to expand public services, develop new cities, and strengthen development management policies, from the perspective of national urban policy.
Third, in the industrial sector, the country was proposed to select and foster strategic industries suitable for Vietnamese conditions, strengthen the supply and support of smart industrial complexes to foster tech companies, and reasonably adjust the roles of domestic and foreign companies.
Fourth, proposals for the transportation sector include establishing practical transportation plans and financing measures, and flexible national transportation planning systems to respond to technological changes and environmental needs, improving consistency between upper and lower-level plans, and strengthening cooperation with expert research institutes.
Fifth, for tourism, it was suggested that the country devises a tourism belt linking local tourism resources, respond to experience-oriented tourism demand, and prepare policies for sustainable tourism.
Sixth, for the land and housing sector, establishing housing supply plans to meet the housing demand of the local region and residents, strengthening the government's role in supplying housing and housing sites, establishing a land registration system, and a plan to supply sufficient living infrastructure to secure settlement conditions.
Seventh, for the construction field, it was suggested to provide efficient national infrastructure to support economic growth, to establish an integrated infrastructure plan and management system that considers not only large-scale supply of infrastructure but also maintenance throughout its entire life cycle.
Finally, for environment and resources, it was suggested to establish an environmental vision that embraces the issues of climate crisis, safety, and economic development, and to prepare climate change adaptation and mitigation policies, as well as resource preservation and development policies.
One of the suggestions for the institutional framework of the establishment of Vietnam’s CNMP is to set the norms and ensure effectiveness. The CNMP should be the highest-level spatial plan with which all the other sectoral plans (urban, environment, transportation, port, aviation, energy, industry, etc.) and development or urban plans of local governments should be aligned. In particular, the relationship between economic plans, such as SEDS, and territorial plans, and one between the CNMP and regional plans should be clearly defined. The direction and coherence of the spatial plans and regional (urban) plans currently being established by the Ministry of Construction and other sectoral plans should be defined by law. To ensure effectiveness, the CNMP should include investment plans for national infrastructure such as key national transportation networks, and other major state-led projects such as industrial complexes. These projects should be priority national agenda backed by active state funding.
In regard to planning, first, setting the right planning and approving body is important.
The CNMP is currently being established mainly the Ministry of Planning and Investment (MPI) of Vietnam. While the establishment of the CNMP may be led my the Minister of MPI, the approval should be granted by the Vietnamese prime minister, giving the plan the rightful authority as the highest-level national plan. Second, the planning body should 1) identify territorial issues of Vietnam in reflection of its current status, territorial systems and mega-trends, and derive mid-to long-term visions and strategies that Vietnam’s territorial plans shall promote; 2) mandate the submission of plans at the local and regional level governments to reflect them on the CNMP based on the law, and organize them according to their temporal and content priority to ensure coherence with the visions and strategies; 3) gather the opinions of experts and civil society in all this process through public hearings, etc. Third, suggestions for the implementation of the plan include preemptive conflict management, identifying project priority, diversifying the source of funds and enhancing investment transparency, cooperative governance for autonomous policy promotion, practical implementation plans, and defining indicators for the plan.
Lastly on evaluation, performance-based monitoring system and advance consulting process (national territorial evaluation system) for territorial plans is suggested.
Ⅰ Introduction
1. Background and Objectives A. Background
Vietnam needs a comprehensive spatial master plan that closely and systematically coordinates and links different domains of various master plans and efficiently utilize national resources. Thus, Vietnam established the "Planning Law" in November 2017, based on which the country is preparing to develop a "Comprehensive National Master Plan (CNMP)," the highest comprehensive plan covering various regions and fields. Accordingly, the Vietnamese government and the Ministry of Strategy and Finance agreed that Korea shares its experience in establishing a comprehensive national territorial plan through the KSP policy advisory project, providing guidelines necessary for Vietnam to establish the CNMP. The two countries also agreed that Korea contributes to enhancing the establishing, implementing, monitoring, and evaluating capabilities of Vietnam's relevant ministries.
B. Objectives
The purpose of this project is to share Korea's know-hows and experience in establishing and implementing comprehensive national territorial plans and provide an analysis on Vietnam's spatial CNMP development strategy, planning system and relevant issues. In addition, the project aims to make policy suggestions for establishing a CNMP suitable for the circumstances in Vietnam and thereby lay the foundation for long-term cooperation between the two countries. .
2. Project Scope and Expectations A. Project Scope
1) Project Area and Timeline
The project covers the entire territory of Vietnam. The base year of the project timeline for establishing Vietnam's Comprehensive National Master Plan (CNMP) is 2021, and the target year is 2030. Korea adjusted its project period from 10 years to 20 years after the
4th Comprehensive National Territorial Plan. The duration of the project can be adjusted by the Vietnam Ministry of Planning and Investment (MPI).
2) Scope of Contents
The contents of this project include: First, analyzing Vietnam’s spatial status, problems and relevant plans to examine the issues of Vietnam's spatial development strategy, planning system and key issues. Second, comprehensively analyzing the tools and methodologies used in the establishment and analysis of comprehensive national territorial plans of Korea, its strategies, policies, laws, systems and governance to share its know-hows and experience in establishing and implementing a comprehensive national territorial plan, and also its experience in solving problems that occurred during the national territorial development process. Third, suggesting policies for establishing a comprehensive national territorial development plan suitable for the circumstances in Vietnam. Fourth, transferring the know-hows acquired during Korea's comprehensive national territorial planning to each sector through training for policy practitioners.
Figure 1 Project Area
B. Expectations 1) Korea
Through this project, Korea can advance the cooperative relationship with Vietnam by providing policy advice on establishing the Comprehensive Natioanl Master Plan (CNMP) in Vietnam. In addition, by comprehensively assessing Korea's 1st to 5st comprehensive national territorial development plans, Korea can identify various tasks necessary for improving Vietnam's territorial development system. Successful completion of the project will contribute to the successful implementation of the New Southern Policy and strengthening the connection and cooperation between domestic and overseas organizations by establishing a related network.
2) Vietnam (target country)
Vietnam can share Korea’s experience in comprehensive national territorial development plans with regards to strategies by area, and establishment and implementation of the plans.
In addition, Vietnam can expect to be able to identify and assess current space-related issues before establishing its own spatial plan and have Korea as its benchmark to devise policy solutions. The country can also expect to enhance its cooperative relationship with Korea by sharing the overall matters related to comprehensive national territorial plans, as well as successful cases and implications through policy practitioner training.
3. Implementation System and Direction A. Implementation System
The Ministry of Strategy and Finance is the competent authority of this KSP project, and the Export-Import Bank of Korea is in charge of the overall project management to ensure effective project execution. Korea Research Institute for Human Settlements (KRIHS), mainly its National Territorial Planning and Regional Research Headquarters with its experience in establishing comprehensive national territorial plans, is collaborating with Global Development Partnership Center (GDPC) who has rich experience in KSP projects, as well as internal and external experts. Also, KRIHS has a project execution system that guarantees successful, quality outcome by forming a close cooperative relationship with the research institutes in Vietnam and relevant departments.
Since its establishment in 1978, the KRIHS has continued to play a key role in establishing comprehensive national territorial plans. In addition to urban planning, the institute
establishes a comprehensive plan that comprises an array of areas from land, to housing, environment, and construction. Based on the achievements of the comprehensive national territorial plan, KRIHS plays a major role in promoting Korea's comprehensive national territorial plan to the outside world along with its GDPC. In addition to the comprehensive national territorial plan, the Korea Research Institute for Human Settlements has contributed significantly to drafting important national policies such as building new towns (new town construction project), 2 Million Housing Unit Construction Project, Happy Cities, and Innovative Cities.
Figure 2 Project Execution System
B. Project Promotion Direction
KRIHS provides policy recommendations for Vietnam based on its experience in national land-related spatial planning, such as comprehensive national territorial plans and plans for each sector. To this end, KRIHS assesses Vietnam's spatial development issues through basic research such as studies the current state and problems of Vietnam's national land and comprehensive analysis on major land development-related plans. In addition, the institute provides guidelines and tools for effective spatial development planning and shares its experiences in resolving conflicts that may arise during the planning process. KRIHS also suggests ways to improve Vietnam's national land development system to establish
the country's Comprehensive National Master Plan (CNMP), suiting Vietnam's situations while sharing Korea's experience in establishing the national territorial plans (1st to 5th) and the contents of its well-organized development experience. Lastly, due to the prolonged COVID-19 situation, the training program for policy practitioners will be conducted online.
Yet, the program will proceed based on close cooperation with the Vietnamese central and local governments and the policy practitioners of related institutions.
Ⅱ Current Status of Vietnam and Sectoral Issues
1. Current Status of Vietnam A. Understanding Vietnam 1) Overview of Vietnam
Vietnam, located in the eastern part of the Indochina Peninsula in Southeast Asia, declared independence in 1945 after the World War II and established the Democratic Republic of Vietnam.
The country has a land narrowly stretched from north to south, bordering China to the north and Laos and Cambodia to the west. The country's major cities are the capital city of Hanoi in the north, Ho Chi Minh in the south, and Da Nang in the center; It has a population of over 96 million, which is expected to continue to grow in the future with a pyramid-shaped population structure. The country has a high proportion of tourism-oriented service industries, followed by manufacturing and agriculture.
Table 1 Vietnam Overview Classification
Capital Hanoi (population 8.05 million, as of 2019) Territory size 330,341㎢ (1.5 times the Korean Peninsula)
Climate Subtropical in the North, Tropical monsoon in the South, and the average annual temperature is 24.1℃.
Population 96.48 million (2019, Statistics Vietnam) Race Viet (86%) and 53 minorities
Administrative
division 5 municipalities and 58 provinces
Major cities Hanoi, Ho Chi Minh City, Hai Phong, Da Nang, Can Tho
GDP USD241.2 billion GDP per capita USD2,551
Economic growth rate 7%
Industrial
structure Services (41%)> Manufacturing (33%)>
Agriculture (16%) (2016) Major imports
and exports
(Export) Clothing, footwear, electronic and electrical products, seafood, rice, coffee, etc.
(Import) Machinery and equipment, petroleum products, steel, raw materials, automobiles, etc.
2) Current Status of Economic and Social Development
At the 6th National Congress in 1986, the Communist Party of Vietnam adopted the policy of Doi Moi, who advocated economic liberalization, and converted to a market economy.
Due to its land structure stretching from south to north and historical background, the regional gap — between northern, central, and southern Vietnam — remains large, and thus regional integration emerged as an important national policy task. A perfect pyramid shape in the demographic structure with a growing younger population suggests that the country has the human capital to fuel its economic growth over the next 30 years.
Figure 3 Vietnam’s Economic Growth Trend after the Doi Moi Policy
Vietnam has established and is operating growth poles throughout the country as special economic zones to promote economic development. Vietnam established socio-economic zones in the Red River Delta region, the northern inland and mountainous regions, the central north and central coastal regions, the central highlands region, the southeastern region, and the Mekong River Delta region. The country has also set the northern KER, the central KER, the southern KER, and the Mekong Delta River KER as Key Economy Regions (KER). The country's national infrastructure includes 312,464km of roads, 3,146km of railroads, and 22 airports (10 International Airport Corporations), but further infrastructure expansion is needed.
Figure 4 Vietnam’s Regional Division and Economic Regions
3) 2019 Major Issues and Future Prospects
Of the main issues, the first is interest in sustainable and inclusive economic growth.
The gap between rich and poor is primarily due to urban development, and in particular, ethnic minorities in mountainous areas account for 72% of the total poor population. In rural areas, 'New Rural Development,' modeled after Korea’s Saemaul Undong, was introduced and is being promoted as a national project for balanced urban-rural development and improvement of residents' quality of life. Thus, the social policy agenda is shifting its focus from reducing absolute poverty to improving the quality of life and co-prosperity.
Second, strengthening and reforming government capacity and securing new growth engines. Vietnam focuses on achieving qualitative growth by establishing a socialist market economy, enhancing corporate governance, and responding to the 4th industrial revolution.
Third, sustainable land development through the expansion of infrastructure. The country is prioritizing the establishment of infrastructure, especially transportation network infrastructure, while making efforts to solve transportation and environmental problems through smart city and continuous and inclusive land development.
Fourth, fostering high-quality human resources for capacity building to become an advanced country. The country needs to actively promote university competency reinforcement, science and technology development centered on agriculture, tourism and IT, and nurturing of start-ups, which are the three main areas of focus in the face of the 4th industrial revolution.
4) Vietnam's Spatial Planning System
Vietnam's land development policy is mainly promoted through the system of space planning and social and economic development planning, but there is no national comprehensive planning system that spatially integrates them.
Figure 5 Vietnam Spatial Planning System
The Ministry of Planning and Investment establishes "socio-economic development plans"
for the country and its regions, and the Ministry of Construction establishes '"spatial plans"
such as regional plans, master plans, and other detailed plans.
Table 2 National Plan Outlines of Vietnam
① SEDS (Socio-Economic
Development Strategy) 2011~2020
② 2016~2020 Five year Socio-Economic Development Plan
③ National and regional level
spatial plans
④ Metropolitan area plans
⋅Establish five visions for national
development for the next 10 years and present strategic goals foreconomic, social, cultural, and environmental development
⋅ Among the 12 core development areas of SEDS, “harmonious and sustainable rural development” was set to promote balanced national development.
⋅Promotion of the
“5-year
socio-economic plan”
in accordance with the “socio-economic development
strategy”, a 10-year plan
⋅Setting 10 strategies and 19 indicators in 3 sectors (economy, society, environment) to achieve the strategy
⋅The spatial plan of the Ministry of Construction is established through four systems: the basic urban system development plan (national plan), regional plan (construction ministry/province), master plan (city/province), and detailed plan (district/industrial complex/development project)
⋅Metropolitan Area Plan Established in the metropolitan area according to the construction law enacted in 2013, such as Hanoi and Ho Chi Minh City
2. Major Sectoral Issues Regarding National Territory in Vietnam A. National territorial and Urban System
1) Summary
Vietnam has a national spatial policy comprised of two major programs: social development plan, and spatial plan. The administrative structure of Vietnam consists of three regions — North, Central, and South — and six socio-economic sub-regions.
The master plan, which presents the territorial spatial strategy, classifies key economic regions and metropolitan areas as a high priority since 2015 and assigns comprehensive economic districts to play the role of a dominant growth pole at the national level. The primary direction for urban development in Vietnam is presented in the Vietnam Urban Development Master Plan (~ 2025) and the Vision to 2050 (Decision No. 445/QD-TG dated April 7, 2009). The Vision (Decision No. 445) presented the role of state management to organize national land space and urban networks in Vietnam's 10-year industrialization
and modernization process. Cities have become powerful pillars of national development, their economic growth rate is twice the national average, and cities account for more than half of the country's gross domestic product (GDP).
In terms of timing, the primary urbanization zones will be prioritized for development from 2015 to 2025 to reduce scattered, regional development, and the general urban network will be implemented from 2026 to 2050.
Figure 6 Vietnam Administrative Structure and Master Plan
< Country map divided by regions > < Master plan orientation for Vietnam urban system development >
2) Urban network system
As of April 2019, the number of cities nationwide is 830 (Table 3).
The country has reached 83% of its 2025 target for the number of cities (the number of cities expected reach 1,000 by 2025); It has 19 I-class cities (the number expected to be 17 by 2025), 29 II-class cities (expected to be 20 by 2025), and 83% of the target number for III-class cities. There are 45 urban areas (81 by 2025), 80 IV-class city downtowns (79 by 2025), and 655 V-class city downtowns (803 by 2025).
Table 3 City Networks in Vietnam as of April 2019
Grade Actual Target set by the Government - 2025
Special 2
I 19 17
II 29 20
III 45 81
IV 80 122
V 655 760
Total 830 1000
Data Source: Vietnam Ministry of Planning and Investment (2020)
3) Characteristics of Urbanization in Vietnam
The first characteristic of Vietnam’s urbanization is its rapid and robust nature. During 2011-2020, Vietnam has continued to promote strong and effective economic development and urbanization.
By the end of 2018, the national urbanization rate had reached 38.4%, basically meeting the target under the resolution of the 12th National Party Congress (38-40% by 2020). The annual urban population growth rate is over 3%. Urbanization is most concentrated in the Southeast/Ho Chi Minh City area (64.15%) and least potent in the north-central and mountainous areas (21.72%).
Second, the problem of territorial imbalance due to urbanization in Hanoi and Ho Chi Minh City is being pronounced. After the reform in 1986, the urbanization process centered on the two urban poles of North (Hanoi) and South (Ho Chi Minh) resulted in unbalanced territorial development. Growth rates of the two cities and neighboring cities were much higher than the overall national urban growth rate, resulting in gaps in access to basic services and adequate infrastructure, as well as hightened climate-related risks.
Figure 7 Vietnam‘s Urban Structure
4) Issues
a) Deterioration in the quality of life of urban residents due to a lack of urban infrastructure and rapid urban concentration
It is predicted that Vietnam's six largest cities will grow significantly by 2030, and the population of Ho Chi Minh will increase by nearly 4 million over the next ten years, reaching 11.1 million. The population of Hanoi, the capital and second-largest city, is projected to increase by 2.7 million to 6.4 million. As a result, solutions are needed to improve the quality of life of city dwellers by addressing the problems of a lack of housing and living infrastructure, traffic congestion, and environmental degradation.
First, there is an issue of poor technological foundation. Urban development is progressing rapidly, but the country is still lacking in a strong technological base. The connection between city downtowns and suburbs are weak, urban underground space is still underdeveloped. In general, urban infrastructure is outdated, undermining urban residents and economic activities, transportation in particular, waste collection and treatment, drainage, and wastewater treatment.
Second, insufficient financial resource and underperformance is another issue. Local governments are unable to invest the necessary amount of financial resources in maintaining the urban infrastructure, and investment in infrastructure building to respond to climate change has only seen minimal results.
Third, inadequate urban transportation system. While cargo and passenger traffic is heavily reliant on road transport, the proportion of land designated for roads and transportation facilities is low at around 10-20%, which is only 16-20% of what has been
legally mandated under the Road Traffic Act. Naturally, the connection between cities and regional areas is limited.
Fourth, with regard to urban traffic, there are no bicycle lanes in high-density downtown areas and insufficient pedestrian sidewalks. Most downtown areas do not have their network of urban arterial roads completed; Many important intersections and transportation hubs have yet to be built. In large cities, public transportation systems are not yet effectively operating. Public transportation is not yet meeting the demand, and the proportion of public transportation is relatively low (around 12% in Hanoi, 5% in Ho Chi Minh City, 3%
in Da Nang and Haiphong), well below the 2020 target of 25-35%. The city railway system is also on track to be completed and start operating later than originally planned.
Fifth, while there has been a progress, unstable water supply is still a problem. Water shortages mainly stem from the depletion of surface water and groundwater resources.
Although the water loss rate has decreased, ineffcient water management aggravates water scarcity. The quality of the water supplied to homes is not guaranteed.
Sixth, water drainage (stromwater management) is gradually improving, there is an issue of insufficient investment. The density of drainage systems in urban areas is still low with many disconnected sections, and the stormwater and waste water drainage systems are not properly separated in many places. Major flood prevention projects are currently concentrated in major cities such as Hanoi, Ho Chi Minh City, and Can Tho City. So far, 43% of drainage facilities, 12% of canals, and 10% of water storage tanks have been installed.
Seventh, wastewater treatment is inadequate, the target has not been met, and investment resources are insufficient. Vietnam's urban wastewater drainage and treatment is a type of the infrastructure that is not meeting the target and a solution is needed to draw large-scale investment. The service coverage of the urban drainage system is about 60%, which is lower than the 70% target. Most untreated wastewater is still discharged directly into the surface water drainage system, causing environmental pollution.
Eighth, insufficient urban green space. The green area ratio per capita in Vietnamese cities is 2-3 square meters, which is lower than the UN's minimum green space per capita of 10 square meters.
b) Mismatch in the spatial patterns of industrialization and urbanization
Vietnam has spatial problems1) that typically arise from rapid urbanization: Urbanization and industrialization not spatially aligned with each other; and insufficient urban infrastructure that does not ensure the mobility and housing of rapidly increasing urban population, causing problems such as a lack of connectivity between industries, labor mobility constraints, and disorderly urban expansion.
1) “The demographic/spatial/physical growth trend of cities reflects the slowing growth of the workforce, limited labor mobility, and dispersed industrialization. […] (World Bank, 2020:73)
Table 4 Spatial Patterns of Rapid Urbanization
Main subject Details
Spatial Patterns of Industrialization
Lack of industry connectivity
⋅Among these, only a few industries have horizontal and vertical connectivity, and whether or not a network is formed depends on the type and characteristics of each industry (World Bank, 2020:46)
Labor Mobility Restrictions
⋅The capital and the adjacent area, in particular, is limiting workers to small-scale commute despite the fact that the average radius of labor pool has increased from 10km to 30 km due to a lack of medium and long-distance transportation infrastructure (World Bank, 2020:46) Spatial Patterns of
Population and Physical Urbanization
Spatial inconsistency
⋅There was a spatial discrepancy between the actual urban population growth and the accelerating urban physical expansion (including the conversion of agricultural land to non-agricultural land) (World Bank, 2020:70-71).
c) Low level of urban development and widening disparity between urban and rural areas
Although Vietnam's urban system is rapidly developing quantitatively, cities are not sufficiently playing their role as a growth pole. Nearly 90% of the more than 830 cities are small towns (Class V and IV) with a population of about 7,000. This means that most Vietnamese cities are properly serving their role as a growth engine for the province/region.
On the other hand, there is a disproportionate distribution of the population by city class (Figure 3). The majority of city dwellers live in Hanoi and Ho Chi Minh (the only two cities classified as special cities) and Class I cities, while most cities belong in Class V (small size).
Figure 8 Urban Population Distribution and Number of Cities by City Type (2019)
data source: Ho Chi Minh City Department for Construction (2020); calculated from Table 1
Such an imbalance is also demonstrated by the contribution of cities to the national economy. Currently, Vietnam's four key economic regions include 24 provinces, accounting for about 27% of the population and 89% of the total national GDP. VND accounts for 45.42% of the country's GDP and 50.9% of the GRDP of the four economic regions.
d) Inhibition of the agglomeration economy due to low density, congestion, and fragmented urban development
Between 2000 and 2015, Vietnam’s urban population increased by 10.2 million, and the size of urban land increased by 652,144 hectares. However, urban density remained almost unchanged at an average of 18.7 people per hectare.
Table 5 Urbanization of Population and Land, 1995-2015
Year Total no. of urban areas
Total area of urban land
(hectares)
Urban percentage of total land
area
Total urban population
(millions)
Urban share of the population
(%)
Urban density (urban residents per
hectare)
1995 420 836,117 2.53 14.9 20.8 17.9
2000 629 990,276 2.99 18.7 24.1 18.9
2005 675 1,153,549 3.48 22.3 27.1 19.4
2010 752 1,372,038 4.14 25.4 29.6 18.6
2015 775 1,642,420 4.96 31.0 34.3 18.9
data source: The World Bank & MPI (2016)
The urban land of Ho Chi Minh City, the economic center of Vietnam, is rapidly growing in size at an annual rate of about 4%. The population density in the downtown is 44,000 people/㎢, but it decreases to 26,000 people/㎢ an hour away from the downtown by car from and to 15,000 people/㎢ two hours away from the suburbs. However, the population density of downtown Singapore, a world-class city, is 1 million people/km², downtown Hong Kong 6 million people/km², and Manhattan 3.7 million people/km². This is because most of urban development in Hanoi and Ho Chi Minh City takes place on the outskirts of town surrounding the downtown.
Low and stagnant urban density undermines the benefits an agglomerated urban economy can offer. Increasing urban density is associated with benefits such as knowledge spillovers, reduced economic costs by sharing infrastructure and workforce pools, and improved productivity. However, these dynamics are difficult to apply to Vietnamese cities. Figure 9 shows the fragmented urban expansion of Ho Chi Minh City.
Decentralized and fragmented urban development demonstrated in the Figure places great pressure on infrastructure and potentially undermines the efficiency of public transport systems in Hanoi and Ho Chi Minh City.
Figure 9 Comparison of Urban Density between Ho Chi Minh City and Hanoi City
data source: Salat (2013), from The World Bank & MPI (2016)
Figure 10 Fragmented Urban Expansion in Ho Chi Minh City
data source: The World Bank & MPI (2016)
e) Industrial concentration in specific regions
Vietnam's spatial urban development is concentrated in only two growth centers: Hanoi and Ho Chi Minh City, or, more broadly, the Red River Delta and the southeast (partially including areas around the Mekong Delta). Over the past decade, population growth rates were highest in Hanoi and Ho Chi Minh City, with a significant population decline in the southern part of the Red River Delta and most of the Mekong Delta area. The two major economic regions around Hanoi and Ho Chi Minh City have the highest industrial output per unit, accounting for 84% of the national total in 2013 (Figure 10), and are seeing siginificant progress2) in attracting investment and industrial productivity. Between 2005 and 2013, the ratio of industrial output to national output in the two core cities decreased, while that of the neighboring regions increased significantly. This is a common pattern found in the process of industrial development as a spatial shift occurs from high-cost to low-cost regions. Even so, small-to medium-sized towns far from the two cities have limited chances of attracting investment, especially FDI. Although the planned industrial districts and urban areas are vast in size, many towns rarely receive external investment.
2) In the north, Foxconn's satellite phone, router and modem assembly plant and a large Samsung mobile phone assembly plant are located. In addition, close to 100 Vietnamese partners have invested in Samsung manufacturing complexes in Bac Ninh (northeast of Hanoi) and Thai Nguyen (north of Hanoi) provinces. In the south, Dong Nai Province (North Ho Chi Minh City) issued 1,479 investment certificates worth a total of USD 27.03 billion. In Binh Duong, northeast of Ho Chi Minh City, domestic companies invested USD 550 million, while foreign companies invested more than USD 20 billion.
Figure 11 Industrial Production Value Per Square KM
data source: Vietnam General Statistics Office, The World Bank and MPI (2016)
f) Problem in Vietnam’s urban classification system
The CCS classification system was first established in 2001, revised in 2009, and officially enacted later that same year. However, due to the some of the contradictory provisions in this law, the Standing Committee of the National Assembly of Vietnam passed Resolution No. 1210 of Urban Classification in 2016 to address overlaps and conflicts between provisions. Currently, this document is the latest legal document that provides valid urban classification criteria, capacity and related procedures.
According to the law, Vietnamese cities are divided into six classes: Special, I, II, III, IV, V (Roman numerals), according to the six criteria of (1) the function of the downtown, (2) population size, (3) population density, (4) non-agricultural labor force, (5) urban infrastructure, ( 6) urban architecture and landscape. To advance to a higher tier, cities need more than the minimum score in each criterion.
From the perspective of the central government, the urban classification policy provides a framework for observing and monitoring the whole picture of the nationwide urban network. For local governments, the urban classification policy is a helpful guide to self-evaluate and explore their place in Vietnam's urban system. City class and hierarchy are often used by city authorities to promote their image and attract investment and are also a source of motivation for cities to mobilize capacity, innovate and compete fairly.
The taxonomy also motivates cities to make efforts to move up the tiers. Although the city classification system has a significant influence on the formation of the Vietnamese urban system by increasing budget and administrative human resources, it also has a number of problems, such as drawing over-investment that should be matched to a higher-class city, unofficial lobbying to advance to a higher classification.3)4).
Table 6 Comparison of the Urban Classification System Criteria
2001 [6] 2009 [7][11] 2016 [10]
Indicators Min point
Max
point Indicators Min
point Max
point Indicators Min
point Max point 1. Function of
Downtown 17 25 1. Function of
Downtown 10.5 15 1. Function of
Downtown 15 20
2. Population size 10 15 2. Population size 7 10 2. Population size 6 8 3. Population
density 7 10 3. Population
density 3.5 5 3. Population
density 4.5 6
4. Non-agricultural
labor 15 20 4. Non-agricultural
labor 3.5 5
4. Proportion of non-agricultural labor
4.5 6
5. Urban infrastructure facilities
21 30
5. Urban infrastructure facilities
38.5 55
5. Urban Infrastructure facilities &
Urban
architecture and landscape
45 60
6. Urban
architecture &
landscape
7 10
Total 70 100 Total 70 100 Total 75 100
data source: Le5) (2020)
G) Limitations of existing urban planning and legislative systems
Before 2009: Vietnam's urban planning system before the 2009 Urban Planning Act included land-use planning and spatial planning, that are highly dependent on socio-economic development. Since 2003, the urban planning system has aimed to realize urban construction plans on public land in accordance with the socio-economic goals.
3) https://thanhtra.com.vn/chinh-tri/doi-noi/Xay-dung-tieu-chi-tieu-chuan-tranh-chay-dua-xin-nang-cap-do-thi-102885.html 4) https://ashui.com/mag/tuongtac/phanbien/12063-
5) Le, M. S. (2020) Rethinking City Classification System in Vietnam: Towards Urban Sustainability and People-Centered Development, VNU Journal of Science: Policy and Management Studies, 36(2), 81-91
