Abstract
This study investigated the impact of high-speed rail (HSR) on social equity, utilizing information from a stated preference survey conducted in Vietnam. Social equity was examined across the population of four cities representing the northern, central, and southern areas of Vietnam. In general, the high price of HSR is one of the barriers to using HSR over inter-city buses and conventional trains. Low-income groups (less than VND 6 million per month) have 4.894 and 4.725 times the likelihoods, compared to higher income groups, of retaining the use of an inter-city bus or conventional train, respectively, after introducing HSR. Our findings reveal the fact that social inequity may occur, with the low-income group being especially vulnerable, due to the existence of HSR in the future. Furthermore, our results indicate that the interest of people towards inter-city buses and conventional trains varied among the four cities before and after the presence of HSR. More specifically, low-income groups in Vinh and Nha Trang were observed to have a higher feeling of staying away from HSR, as they prefer to use inter-city buses. The findings of this study suggest that planners and policymakers need to consider various components of HSR ticket planning, in order to achieve sustainable evolution of the passenger rail system.
Highlights
In many countries in Europe and East Asia, high-speed rail (HSR) has received increasing attention in transport policy, with China taking the leading position, having an HSR network of over 35,000 km by the end of 2019 [1]
Our results indicate that the interest of people towards inter-city buses and conventional trains varied among the four cities before and after the presence of HSR
The results indicated that the choices of inter-city buses and conventional trains were significantly affected by several contributing factors, such as individual demographic characteristics and the attributes of vehicles
Summary
In many countries in Europe and East Asia, high-speed rail (HSR) has received increasing attention in transport policy, with China taking the leading position, having an HSR network of over 35,000 km by the end of 2019 [1]. According to the Pre-feasibility study for high-speed rail along the North-South corridor in 2018 (presented by the consulting consortium TEDI-TRICC-TEDIS to submit to the Ministry of Transport, 2018), Vietnam will build one trunk line connecting all major provinces and cities, operating at a maximum speed of 320 km/h and making 5.20–6.55 h of traffic in one direction between two major economic hubs of the country (Hanoi and Ho Chi Minh City) and 1.5–2 h of one-way traffic within the major cities (Hanoi→Da Nang; Da Nang→Nha Trang; Nha Trang→Ho Chi. Minh City). With rapid and extensive transportation across regions, many policymakers in Vietnam expect two major benefits of HSR: (i) Reducing pressure due to road traffic and (ii) improving urban accessibility and shortening the spatial and temporal distance between the two major economic hubs. The HSR can travel at a maximum speed of above 250 km/h; it is, generally regarded as a premium means of transportation, especially for travelers who highly value their time [3]
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