### The Legacy of the Eastern Bus Station
The story of transportation in Ho Chi Minh City (HCMC) is intricately tied to the Eastern Bus Station, which was established in the Binh Thanh District (now Binh Thanh Ward) in 1981. This bustling hub served as a vital link for countless travelers making their way to the central and northern regions of Vietnam. Its significance was especially highlighted during weekends and holidays when crowds would surge, creating a vibrant yet chaotic atmosphere.
However, the station’s location in a prime area also brought significant challenges. Traffic congestion became a common frustration, particularly along key thoroughfares like National Highway 13, Xo Viet Nghe Tinh, Nguyen Xi, and Dinh Bo Linh streets. Recognizing these issues, city officials took action.
### The Move to a New Station
In 2016, the city embarked on a project to build a new Eastern Bus Station on the outskirts, aiming to alleviate congestion and reduce pollution. This ambitious undertaking resulted in a sprawling 16-hectare facility in the former District 9, now known as Long Binh Ward. The project required a staggering investment of VND4 trillion (approximately US$151.8 million) and boasts a capacity of over seven million passengers annually, making it the largest bus station in the country.
The first phase of this facility was completed and opened its doors in October 2020, symbolizing a major leap forward in modernizing passenger transport in HCMC. Yet, the reality since its opening has been mixed, with the station often appearing empty and underutilized.
### Challenges of Connectivity
One of the primary challenges hampering the new station’s success is its distance from the city center, situated about 20 kilometers away from downtown. This geographical issue, coupled with inconvenient transportation links, has led to only around 6,400 passengers frequenting the station daily—a mere fraction of its capacity, which operates at less than 10%. Most long-distance buses to central and northern regions are based here, yet many companies have chosen to relocate to other stations due to dwindling business opportunities.
Moreover, the introduction of the Ben Thanh–Suoi Tien metro line has brought a slight increase in passenger numbers, but not enough to significantly change the station’s fortunes.
### Complications from Competitors
The bus station also faces competition from unlicensed operators who illegally pick up passengers along nearby streets, further complicating the situation. Despite authorities’ aspirations to develop the station as a transportation hub integrated with the national transport network, the plans have encountered numerous delays. Projects designed to enhance connectivity—such as widening National Highway 1 and constructing overpasses and tunnels—have fallen behind schedule. Roads surrounding the station, including Hoang Huu Nam Street, remain in a state of disrepair.
### Concerns for Future Transportation Hubs
The pitfalls of the new Eastern Bus Station have raised alarms regarding the future of Long Thanh Airport, which is set to be Vietnam’s largest. Similarly situated about 40 kilometers from HCMC and with major investments of over VND336.630 trillion ($12.8 billion) for a capacity of 100 million passengers annually, the airport is also at risk of suffering from poor connectivity.
As construction progresses, concerns mount that lack of easy access might diminish demand for the airport, despite its promising specifications.
### Traffic Woes and Airport Access
Currently, routes linking HCMC to Long Thanh Airport depend on highways like Long Thanh–Dau Giay and National Highways 1 and 51, which are often plagued by congestion. As new roads, including Ring Road 3 and the Ben Luc–Long Thanh Expressway, shed light on infrastructural inadequacies, the urgency for solutions only intensifies. The widening of the Long Thanh–Dau Giay Expressway has just commenced, yet its timeline for completion is still uncertain.
### Strategic Planning for Airport Operations
Witnessing the impending challenges, experts have proposed various strategies for managing airport operations. Scenarios have emerged regarding flight distribution between Long Thanh and Tan Son Nhat airports in HCMC. One suggestion posits that Long Thanh could handle 100% of international traffic, thus distributing the burden more evenly, while retaining domestic operations at Tan Son Nhat.
The pressing concern is that sudden changes—such as moving all international flights immediately—could lead to operational chaos, particularly given the current congested infrastructure and lengthy distances involved. The 40-kilometer gap poses a significant risk of disruption, contradicting the goal of passenger convenience and satisfaction.
### Lessons from Global Models
Urban planners with vast experience in transportation have drawn parallels with international airport systems, such as those in South Korea. The successful operations of Gimpo and Incheon airports underscore the need for thoughtful planning that prioritizes ease of travel and connection efficiency. The challenge remains to ensure that HCMC does not lag behind other major cities in the region, where seamless transportation plays a pivotal role in urban competitiveness.
While awaiting the completion of crucial infrastructural links, some experts suggest implementing dedicated bus lanes on the Long Thanh–Dau Giay Expressway to bridge the connectivity gap temporarily.