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Canal-side highway in Ho Chi Minh City (HCMC), Vietnam – Issues of urban

cultural conservation and tourism development

Article in GeoJournal · July 2006

DOI: 10.1007/s10708-006-9024-1

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GeoJournal (2006) 66:165–186
DOI 10.1007/s10708-006-9024-1

Canal-side highway in Ho Chi Minh City (HCMC),

Vietnam – Issues of urban cultural conservation
and tourism development
Vu Thi Hong Hanh

Published online: 14 November 2006

Springer Science + Business Media B.V. 2006

Abstract Since the city’s founding back in 1698 conservation and tourism in the development of
on the old Khmer city of Prei Nokor, rivers and canal-side transportation and supplementary
canals have always been Ho Chi Minh City’s projects in the canal vicinity.
(HCMC’s) primary means of transportation.
Despite the decline of the utilization of the city’s Keywords Canal Æ Urban Æ Living culture Æ
abundant waterways due to the increasing devel- Heritage Æ Identity Æ Tourism
opment of modern aerial services and more
convenient roads, the HCMC’s canal-based urban
form, with its water-based socio-economic struc-
tures that include port-boat-market activities and Introduction
canal handcraft villages, still processes a rich
cultural and religious diversity that dates back to Vietnam is one of many Southeast (SE) Asian
the history of the city itself. Currently, develop- countries whose first civilizations were founded at
ments in the city’s transportation systems are water intersection areas or along rivers. Over
having a damaging impact on the canals’ cultural time, water-based urban forms have evolved with
background. Rather than being recognized as a distinctive cultural layers. Ho Chi Minh City
significant cultural asset that identifies the city, (HCMC; formerly Sai Gon Gia Dinh) provides a
the canal system has been physically reorganized prime example of this canal-based development
as the city’s drainage system and valued as only a in Vietnam.
supplementary landscape element; canal commu- Since its founding in 1698, HCMC has been a
nities have been evicted, and canal built fabric has water-based city where canals along with rivers
been removed due to recent canal-side transpor- and their subsystems have been the main routes
tation developments. To revitalize the urban of commuting and commerce. The original func-
cultural identity that is possessed by the canal tions of the canal system have changed little
system and to enrich it as a contemporary despite the development of roadways and other
valuable layer in the city’s dynamic regional more convenient means of transport: HCMC’s
development, it is critical to implement cultural canal-based urban form still retains its unique
water-based social economic structures including
port-boat-market activities and canal handcraft
V. Thi Hong Hanh (&)
University of Adelaide , Adelaide, Australia
villages, processing a rich cultural and religious
e-mail: [email protected] diversity (Fig. 1).

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166 GeoJournal (2006) 66:165–186

Fig. 1 HCMC location

(left) and HCMC with
canals interlacing 1927
(right)

Unfortunately, the rapid urbanization and of the city’s population and private vehicle
modernization in HCMC has resulted in the ownership, the city has failed to adapt to such a
deterioration of this urban multi-layered cultural daily increase of goods-related traffic and people-
heritage. Marked by the appearance of canal related traffic in HCMC. This has resulted in
slums and canal environmental pollution, the chronic traffic congestion and traffic accidents.
original functions of canal systems have declined, As transportation is a tool for shaping the
leading to the public’s irreverence toward the form, fabric and function of the metropolis,
cultural heritage of the canals. transport infrastructure is a decisive factor in city
In this context, there have been many efforts development and environmental improvement. In
from the city authorities to improve the canal HCMC, some narrow existing urban roads are
environment. The Tan Hoa Lo Gom canal san- being widened; new roads are being constructed;
itary upgrading project and the Nhieu Loc Thi new urban trunk roads will by-pass the city centre
Nghe canal clearance project are two recent or link it to the suburbs, and cross-town freeways
typical large-scale canals upgrading projects are being developed to create shorter routes into
undertaken in HCMC. To some extent, these and out of the city.
projects provide fundamental factors for the city Responding to this city’s reformation process,
growth and beautification. However, what is canal-side road improvements are being contex-
achieved and lost from these projects has tualized as multifunctional projects to improve
remained very controversial. It seems that the the canal environment while adapting to the city’s
canal cultural heritage, dating back to the 17th contemporary urban transport requirements, and
century, has not been recognized. Most of the to strategically direct city development. While
elements of this urban cultural value such as canal successes have been achieved in alleviating the
culture, architectural heritage, and canal urban city’s traffic congestion as well as strategic devel-
form of living have been removed due to the opment, the canal’s living fabric has been ignored
canal upgrading projects. In other words, the or forgotten. Instead, the canal system has been
history has been ignored. physically recognized as forming the city’s drain-
As the biggest city of Vietnam, HCMC is age system and as providing supplementary land-
experiencing rapid growth and expansion, and the scape elements rather than being recognized as a
issues of transport infrastructure in this city are significant cultural characteristic identifying
becoming serious. In fact, the existing transport HCMC since 1698.
infrastructure system has not met the new Each society is proud of its past and seeks to
demands of the population increasing to over 5 show off the achievement of its ancestors. The
million (1997) as it was designed for a city of a display is not limited to built fabric like architec-
maximum 3 million inhabitants. With the increase tural monuments, but includes all cultural legacies

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GeoJournal (2006) 66:165–186 167

including living heritages. In Western societies, system is understandable. Sometimes, such an

the concern for cultural rehabilitation, restoration ambitious enthusiasm, to ‘‘polish’’ the city, con-
and conservation is based on a historical meth- ceals other distinctive values which are viewed as
odology dating from the 16th century when the being mere trivialities. This is the case of canal
humanist movement looked back to Greek and cultural heritage in HCMC where the canal’s
Roman legacies. Architecture, urban planning, values have become vague because of the city’s
and all Greco-Roman civilization became the development programs.
object of learning, imitating and conservation The paper does not look for a way of
(Arkoun, 1990, p. 25). In the first half of the 20th distinguishing the valuable from the worthless;
century, the issue of cultural conservation rather it emphasizes the values of HCMC canal
re-emerged, marked by a variety of studies, urban-based cultural heritage hidden in the
theories and practical programs in conservation. insignificances. Taking the case of a highway
However, cultural conservation is still a minor transportation development project undertaken
priority in all feasibility projects in Vietnam. in Ben Nghe-Tau Hu canal, one of five main
Understandably, ‘‘in a desperately poor country canal systems in HCMC, East-West Highway
as Vietnam, it is appropriate for the national and (EHW), the paper critically analyses the impact
municipal governments to give policy priority to of the project upon this canal and its communi-
achieving economic development as the key to ties in terms of social, economic, environmental,
raising standards of living. The national policies and cultural conservation approaches. Then, the
formulate and implement on many fronts at once, paper recommends key principles for developing
including housing, job creation, public transport canal-side road, that identify and sustain the
and environmental pollution’’ (Logan, 2000, continuous, well connected, and conductive
p. 260). As a result, heritage protection, although development of HCMC (Fig. 2).
it provides the underpinning of national and local
identity, is placed on one of numerous inter-
woven strands that is considered by Vietnam’s Urban transportation development and urban
national government and local committees solely cultural deterioration in SE Asian cities: issues
as it relates to economic development. of urbanization
In the context of a city desiring industrializa-
tion and modernization and characterized by Recently, urbanization and globalization has
skyscrapers, the need for an urban transport greatly destroyed much urban cultural heritage

Fig. 2 Location and

junctions of
EWH—Source SAPROF
A3-1

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168 GeoJournal (2006) 66:165–186

in Asian developing cities. As a consequence of explore the interrelationships between urban

this trend, transportation development, in partic- growth and urban transportation development in
ular, has aided the rapid deterioration of urban order to understand the consequences of this
cultural heritage. Western travellers no longer see interaction upon urban heritage in a contextual
the distinction among cities but see the interna- sense, with a particular emphasis upon SE Asian
tionalization of cities where skyscrapers and cities.
complex traffic systems are decisive factors. In a
world that is becoming increasingly homoge- The interrelationship between urban
neous, being culturally distinct becomes ever transportation development and urban growth
more important. This trend is heightened by the
exploration of the relationship between the con- According to Moore and Thorsnes (1990), trans-
servation and the vitalization of urban cultural portation systems greatly influence urban patterns.
heritage and local development. Therefore, the The location of streets and related infrastructure
concept of cultural conservation, which originated has determined the speed and direction of urban
in the West, has emerged all over the Asian development. In other words, transportation has to
countries, especially since they are now rapidly adapt to the city’s growth and vice versa. Trans-
losing their identity as their cultural heritage portation technology development has also
becomes eroded. This paper seeks to clarify the affected urban size and urban patterns: from
relationship between urbanization and transpor- monocentric cities to polycentric cities and later
tation development, and the key threats causing on the dispersed cities. The following figure
the deterioration of urban cultural heritage in summarizes the historical patterns of transporta-
Asian developing cities. However, given that tion, urban patterns and urban form.
these issues are global, an overview of world As a fundamental factor of structuring cities,
trends is also provided to contextualize the SE transport infrastructures have to adapt to the
Asian setting. changes of the cities. However, not any adapta-
tion, in this case, can be made in response to the
Urban transportation development: a rapid development without deteriorating the tra-
consequence of urbanization and urban ditional values, in which urban cultural heritage is
growth an important component. In SE Asia, generally,
contemporary large-scale infrastructure construc-
As urban transportation is considered to be one tion threatens urban cultural heritage. While the
of the important factors in urban planning, it ongoing economic boom in these countries
always directly influences urbanization, the pro- improves living standards, to a great extent,
cess of migration, and urban growth overall. In providing better facilities for cultural heritage
the last quarter of the 20th century, the trend of conservation, it still, however, struggles to safe-
an increasing population now lives in cities is guard their cities’ cultural sites.
occurring at an ever-increasing pace, already
beginning to threaten the fragile balance of the Issues relating to transportation development
cities, and overwhelming the ability of cities’ and deterioration of urban cultural heritage
infrastructure to accommodate these changes. In in SE Asian cities—Bangkok case study
the developing world, a danger lies in the struc-
tural inadequacies typical of many Asian cities to It is recognized that the issue of heritage deteri-
cope with this pressure. The most obvious of oration is not simply something unique to SE
these inadequacies is the insufficient provision of Asian developing countries. Amid the rapid eco-
urban transportation infrastructure. The desire to nomic growth and urbanization of the 21st cen-
develop and sustain cities’ transportation devel- tury, the cultural heritage of many historic cities is
opment strategy is more of a challenge in old being impacted, and often threatened with
historic cities or quadrants, which are not favour- destruction. Moreover, as a result of the impact of
able to such a growth. The following section will Western culture and mass communications,

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GeoJournal (2006) 66:165–186 169

Means of Urban patterns Urban form

Walki ng ci ty
I n d u st r i a l r e v o lu t i on
Transportation
1850 - Foot, horse, boat Urban attraction: Rural (self
reduced density in supply and
- Rail in some large
rural and increased exchange
cities
density in town goods)
1890 - Larger, faster electric
streetcar replaced horse
Specialisation: city
- Cable-car for hilly
Tr a ck ci ty
grew around factories
R e nais san ce

region Town (single-

and resources of raw
centred city)
- Steam power ship materials
- Canal and rail line
had been developed City grew near ports,
MONOCENTRIC
1900 (Foster, 1891) canal and rail road
Th e rubber city
T he a ut o mo bil e

CITY
station (Central
Traffic congestion import/export Node) (CBD Attraction
(conflict among Single CBD of
streetcar, horse, wagon developed around Transportation)
and pedestrian) this Node

1930 Transportation Even employment

innovation: waterway, opportunities still
railway, highway boom remained in CBD,
(highway, hierarchy of workers tended to
highways emerged), move further partly POLYCENTRIC
and long haul trucks for due to the advantages CITY MODEL
freight transport, of automobile and
advanced streetcar for new highway
traveller. development. As a
result, clusters and
Adv: reduced road cost
hypothesized
compare to shipping
uniformed grid of
cost which used to be
arterials had been
the cheapest way
created, widened,
connecting cluster.
(Moore and
Thorsnes, 1990: 19)
1960 After highway boom, City bypass, mass New areas along
congestion and spill traffic transit (reduce the bypass with
over problems cost to encourage the same
(congestion, noise, transport) problems
pollution, accidents emerged (Moore
and Thorsnes,
1990: 41)

The rapid economic Rapid changes of urban patterns

growth Uncontrolled spread of urban
and population increase areas

Serious chronic traffic congestion

Transport infrastructure
led by motorization
improvement

traditional cultures have been disrupted. When we lose a historic place, we lose a part
The authenticity of many historically significant of who we are (http://www.nationaltrust.org/
neighbourhoods of traditional culture is vanishing. History is in our hands, 09/12/03)

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170 GeoJournal (2006) 66:165–186

Tung (2001, p. 15) states, ‘‘The 20th century was transport were horse-drawn carriages and rick-
the century of destruction, of dramatic urban shaws. In the early part of the 20th century, with
expansion, improvement, and redefinition, but it the arrival of the motorcar, more roads were
was also a century when urban architectural constructed, and some of the original canals were
culture was destroyed at a rate unmatched in filled in to make more spaces for buildings.
human history’’. In the 20th century, Bangkok is a city that has
In waves of so-called urban renewal across substantially turned away from its port and
metropolises in developing countries, people watery origins. While the Chao Phraya river still
frequently did not renew centuries old handcraf- surges with life, the intricate network of ca-
ted buildings so much as replace them with nals—the very foundation of the culture and of its
highways clogged with cars and with mass pro- identity—is now effectively hidden, neglected and
duced anonymous structures of concrete, glass in decay. In the modern era, ‘‘Water Capital’’
and steel. By the end of the century, numerous Bangkok has experienced out-of-control growth,
old urban centres were surrounded by vast with skyscrapers rising alongside the old colonial
impoverished mega-cities whose aesthetic and buildings, traffic clogging the streets, overcrowd-
environmental qualities clashed with the charac- ing and a worsening physical environment
ter of the traditional cityscape. Numerous old (Fig. 3). Thompson and Michael (2000, p. 3)
places became fractured in scale, form and summarize development in Thailand: ‘‘If the
spirit—with unrelated zones of modern and his- whole world were to develop like Thailand, all
toric buildings set in disquieting juxtaposition the land would be paved and birds would be
(Tung, 2001, p. 15). choking and falling out of the sky’’.
At a fundamental level, the issues of urban Transportation in Bangkok suffers the same
cultural deterioration are highlighted in each city problems as that of any developing city of around
due to their own situation of socio-economic, ten millions; a continuously seasonal shifting
political and cultural situations. Bangkok is demand due to tourism and ‘immigrant’ workers
among the group of water-based civilization cities from other Thai provinces and cities. Buses, taxis,
in SE Asia facing problems in their urban and Roto-Tukutuku (a three wheeler motorcycle)
improvements and management in the context are common means of transportation in Bangkok.
of urban transportation development and urban Although the road network is quite extensive,
cultural deterioration of this region. The follow- its transportation capacity is limited. Thus, the
ing section discusses a case study in Bangkok, fast growing number of private motor vehicles
Thailand, to understand a situation that is similar confirms Bangkok as a ‘‘Permanent Traffic
to HCMC, the subject of this paper. Congestion’’ city.
Transportation systems, followed by the expan-
Bangkok case study sion of community settlements brought not only
‘civilization’ but also deterioration to their phys-
Founded in 1782, the old city of Bangkok was ical and social environment. The romantic scene
built on a loop in the Chao Phraya River; canals
were cut to make the city a complete island,
Ratanakosin Island, in 1785. The new capital had
no paved roads, only elephant track canals
(klong) for water-borne transportation. The canal
system was extended into a vast ‘‘interlinked
network which earned the city the informal title
‘Venice of the East’, offering the visitor a first-
hand view of life along the waterfront’’. In 1864,
the first road was completed in Bangkok. Until
the end of the 19th century, more roads were built Fig. 3 Bangkok—Waterway to roadway (Source: Nop-
to serve the growing city; the main modes of aratnaraporn, 2003)

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GeoJournal (2006) 66:165–186 171

of houses along the canal surrounded with nity. Because of this dilemma, to sustain the
greenery is still found in Bangkok. Old commu- urban cultural values in modernization is not an
nities along the river seem to be perceived as poor easy task.
and many canals, although still surviving, are It is recognized that development in SE Asia is
becoming more polluted, leading to a deteriorat- extremely complex, and each country has its own
ing environment. To new city generations, distinctive problems, failures, and successes in
surprisingly, the idea of a ‘house along the river’ urban cultural conservation. Since the last few
has recently turned to be popular for new housing decades, the Venice Charter of ICOMOS spells it
developments. One wonders if this reflects nos- out as well (1964) and the Burra Charter of
talgia in the face of the modern environment of Australia ICOMOS (1999) are commonly ac-
Bangkok? The sense of the fabricated networks cepted and applied in Asian developing countries.
of passageways, roads, canals, and walkways with The established general principles of intervention
no regulating orders, which make Bangkok dif- within these Charters have been modified to adapt
ferent from other cities in the same region, most to certain contexts of certain countries. However,
of which were the result of Western administra- as yet, these Charters and modifications have not
tions, is disappearing. Figure 4 shows the change become official regulations. Understandably, in
of canal scenes due to road construction (http:// developing countries where most people perceive
www.mtcw.arch.ku.ac.th/home.html, 14/10/03). of economic development and material improve-
ment in living conditions as first priority, national
investments in this ‘‘sophisticated human develop-
Issues relating to urban cultural conservation
ment approach’’ are rare. As a consequence, the
in SE Asian developing countries
shortage of finance, labour, theory and practice
experience has resulted in a limited conservation
‘‘Culture is the whole complex of distinctive
profession. Therefore, cultural conservation in SE
spiritual, material, intellectual and emotional
Asian countries has passively depended upon
features that characterize a society or social
external supporting organizations.
group’’ (http://www.unesco.org/culture/laws/
Living heritage has not been a focus for advice,
mexico/html_eng/page1.shtml, 14/10/03).
support and assistance; instead, architectural
Urban cultural heritage has considerable impor- buildings, such as religious buildings and houses,
tance as habitat for the cultural survival and and natural sites are elevated symbols of a
identity of particular living traditions. It is said country’s heritage. For example, Borobudur, a
that tradition can spell stagnation, oppression, unique and striking Buddhist monument located
inertia, privilege and cruel practices; moderniza- east of present-day Jakarta, Indonesia, is under
tion can amount to alienation, anomy, exclusion conservation and renovation with foreign assis-
and a loss of identity and of a sense of commu- tance. Chemical treatments are used to eradicate

Fig. 4 Canal characters changes due to the road construction (Noparatnaraporn, 2003)

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172 GeoJournal (2006) 66:165–186

microbiological growth; there are examinations of rary urban economic development through tour-
the site periodically, and international experts ism. There is no doubt that cultural heritage is an
meet every three to four years to evaluate and economic resource, a tourism’s reason for being.
investigate the progress of the work. In historic Tourism feeds off culture and depends on it.
towns or the centres of ancient cities on the ‘‘Broadly speaking, a rich and well-managed cul-
World Heritage List, where the local populations tural heritage is a powerful tourist attraction, both
still reside (such as Kathmandu—Nepal, Liji- for national as well as foreign visitors. Tourism,
ang—China, Hoi An—Vietnam or Vigan—Phil- especially cultural tourism, is a rapidly and con-
ippines), conservation programs are being stantly expanding sector of activity, culture is the
undertaken, assisted by UNESCO. bedrock of tourism’’ (Luxen, 1997, p. 10).
However, there is no universally applicable
best practice for the implementation of this Canals in HCMC: urban cultural heritage
‘‘heritage conservation-tourism’’ strategy because
‘‘cities are made up of people who are different Background
due to their ethnic, culture and living condition,
and their hopes’’. Each city recognizes and Charles F. Keyes (2000), in his study of cultural
identifies its own opportunities and problems in adaptation in mainland SE Asia, identifies three
different ways, which may vary considerably different types of ancient cities. Among those, the
according to its location, level of economic, social second type was ‘‘entrepôt’’ or ‘‘trading’’ cities,
and institutional development and many other like Oc-Eo that had developed in the early
factors. Development should be built around Christian era in the Kingdom of Funan in what
people rather than people around development. is now HCMC in southern Vietnam.
According to Wei (1997), in the 7th Seminar on HCMC is among SE Asian cities whose first
the Conservation of Asian Cultural Heritage, The civilizations were founded at water intersection
World Cultural Heritage in Asian Coun- areas. As a result, HCMC has an originally similar
tries—Sustainable Development and Conserva- background of water-based civilization as many
tion, ‘‘when people have rights to decide what regional cities such as Bangkok. The watercourses
they can do or not to do, the dynamic local life are to structure the city which has perceptual
can be maintained in this traditional community, clarity or imageability. Water used to strengthen
giving the extensive, complex and typically urban the five perceptual structuring elements: the path,
characteristics local cultural identities’’ (http:// the node, the edge, the district and the landmark.
www.tobunken.go.jp/~kokusen/japanese/SEMI- The navigable rivers and canals have served in the
NAR/7SEMINAR/dong.html, 14/10/03). The past as an important route into the city, often
variety of community participatory activities being the main approach to city (Moughtin, 2003,
function as a catalyst for local community interest p. 183).
groups to assess the unique characteristics, Similarly, since 17th century, in HCMC, rivers
strengths and economic potential of the elements and canals also have always been HCMC’s primary
making up their physical as well as intangible means of transportation. Over time, despite the
cultural heritage, and then to design a community increasing development of modern aerial services
action plan to self-develop these elements in a and more convenient roads, the utilization of the
way which is both profitable and sustainable. city’s abundant waterways and their subsystems
Moreover, conservation cannot be separated have changed little. HCMC’s canal-based urban
from development. The exploration of the rela- form is an illustration of this unchanged depen-
tionship between preservation and the vitalization dency on the city’s abounding river systems. This
of urban cultural heritage and local development unique urban life, with its water-based socio-
has accelerated the rate of cultural heritage con- economic structures that include port-boat-market
servation in SE Asian countries. In fact, it is not activities and canal handcraft villages, processes a
only sustaining acknowledged values for human rich cultural and religious diversity that dates back
generations but is also contributing to contempo- to the history of the city itself.

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GeoJournal (2006) 66:165–186 173

However, while Bangkok has been recognized To allow bigger ships and busier transport, TH-
as water-born city, HCMC water-based urban BN was regularly upgraded, dredged, and wid-
culture has not been made clear enough to draw ened. These constructions created opportunities
much attention from insiders and outsiders in for the development of not only water transpor-
protection and promotion of these unique values. tation but also other handicraft activities and
The following sections analyse canal values as businesses along the sides and on the canal
urban cultural characteristic and an urban cul- waterway. Many rice husking factories, such as
tural historical form of living. Nam Long and Kien Phong run by ethnic Chinese
were built on both the east and west banks of the
Case study: Tau Hu Ben Nghe (TH-BN) canal. The famous Binh Tay wine company was
Canal in HCMC—urban cultural also founded during this time on the right bank of
characteristic Cho Lon canal (Vuong, 1968. p. 134). Many
handicraft villages and hamlets (Xom) located on
Geographically, HCMC is on the lower section of both sides of the canal, including Xom Cui (Wood
the Dongnai River in the South of Vietnam. Hamlet), Xom Lo Gom (Pottery Hamlet), served
Canals used to be main routes of transportation. the demand of not only the canal communities
The long historical interlacing canal network in but also traded from the Mekong delta region to
HCMC has signified a very strong urban form for city districts. The largest fruit and vegetable
this dynamic city (Fig. 1). market in the city was situated in Cau Ong Lanh
In the territory of HCMC, key rivers (Saigon Ward constructed on the canal-sides and was a
and Vam Co Dong) and many interlacing water hive of activity both day and night (Fig. 5).
channels with the total length of 7,955 km have Recently, while other canals in HCMC lost
created unique water-based characteristics. (Dept their functions as waterways, TH-BN Canal still is
of Land and Housing). a significant water route, serving as a ‘‘backbone’’
of freight transportation for depots of the city,
TH-BN Canal: a vital waterway and drainage especially District 5 (Chinese area). The canal
system enables the transfer of a variety of goods includ-
ing:
Among five main water channels in HCMC,
(1) Rice and other freight (including agricul-
TH-BN is the most vital canal. According to
tural products, sand, etc., from the Mekong
Vuong (1968, p. 128), TH-BN (formerly An
Delta and from the North to the city, and
Thong Ha in the Nguyen Dynasty and Arroyo
beverage, manufactured wood, and con-
Chinois in the French colonial period) was one of
sumer goods from the city back to these
the two main safest, shortest, and strategic water
areas);
navigation routes for carrying local goods and
(2) Industrial products such as fertilizers, ce-
cereals from the Mekong delta region (through
ment from overseas ships and coastal ports.
the My Tho and Hau Giang regions) to Saigon
Tau Hu canal now serve as a transit conduit
from the 18th to the beginning of the 20th
for the transfer of goods between the
centuries. These canals connected Saigon to the
waterway and roadway, and it is the source
Mekong delta provinces through well-linked
of fluvial deposits.
water channels and river systems, avoiding pas-
sage through the Can Gio mouth of the Mekong To date, although the demand for fluvial access
that was dangerous for small and medium-sized is increasing, the canals are becoming shallow and
boats and ships. Rice produced in Bac Lieu, Bai narrower because of house expansion, and bridge
Xau, Soc Trang and fish from ‘‘Bien Ho’’ (Nam crossings, which are disrupting the flow of water
Vang—Cambodia) were carried in this canal, and and fluvial deposits. Now, big ships cannot access
were either transferred to rice husking factories the canal. Consequently, warehouses have pro-
constructed along both sides of the canal and in gressively been abandoned, and the volume of
the Cho Lon areas, or exported overseas. freight loaded and unloaded is decreasing.

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174 GeoJournal (2006) 66:165–186

However, this ‘‘entrepot’’ still generates and served as a symbol of its freedom and its raison
transfers a huge amount of rice, and other d’être (Moughtin, 2003, p. 182), in HCMC, water
agricultural, aquatic products, and light industrial is a structuring element to the art of city building.
products up to 600,000 tons, 200,000 tons, and Water frontages have become the focus of com-
100,000 tons annually, respectively (Vie 95/015). merce, industry and transport, and currently
leisure zones.
TH-BN Canal—a strategic military waterway Among four types of water features that struc-
ture the city: (1) water points (fountain), (2) pools,
TH-BN was ‘‘a southern wall’’ of Saigon citadel. (3) linear water that runs through the city, either
This canal, along with Saigon River in East, rivers or canals, and (4) coast-like rivers and
Nhieu Loc Thi Nghe in Northeast, and a walled canals that feature linear structures of urban forms
city (Luy Ban Tich street-Tan Binh District now), and sometime are the edges of the city (Moughtin,
enclosed a defensive walled city of Saigon for 2003, p. 181), the river and canal system in HCMC
centuries (Fig. 5). In the middle of 19th century, is an amalgam of types (3) and (4).
French war ships followed TH-BN Canal to It is true that the unique beauty of HCMC is its
besiege Cay Mai Cordon. They occupied Sai- water scenery. Rivers and canals, known as
gon-Cho Lon, used the canal to capture My Tho ‘‘roads on the move’’, have provided a natural
market (the major market of the Mekong Delta defence system, a source of water and an easy
region), and forcibly occupied the southern trade route. Their function as a traffic conduit
regions of Vietnam. This Arroyo witnessed many facilitates the development of markets or regional
unfortunate events of HCMC modern history commercial zones, as well as serving as a focal
(Vuong, 1968, p. 132). point of regional development (Cohen, 2001,
p. 252). To the city inhabitants, canals have
Canal-significant landscape elements become historic elements of the city beauty.
beautifying the city and softening the city’s Houses, trees, and daily activities have created
urban landscapes vibrant streets along the canal and are reflected in
the canal. During day time, when the surround-
Like in most of the cities in the world which are ings are busy, noisy and bustling, canal water
sited within the defensive loop of a river that is become a softening element, where people find

Fig. 5 Handcraft villages,

markets and ports along
the Canal prior to 1859

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GeoJournal (2006) 66:165–186 175

the peacefulness, leisure and calm in mind. history. They are somehow aesthetical perfor-
Canals, like parks and green spaces in HCMC, mances of the city’s architectural styles in the 19th
also help to mitigate air pollution, to cool the and early 20th centuries.
atmosphere, and to improve urban microclimate. The main characteristics of canal side dwelling
While the beauty of Hanoi is clarified by lakes in HCMC include:
scattered in the city and the graciousness of Hue
• Housing patterns: The housing pattern is
is contained in Perfume River, the charm of
extremely dense with little floor area available
HCMC is distinguished by canal systems inter-
per household, transport systems facilitated by
lacing in the city. Different from water fronts in
narrow wooden alleys and walkways; Houses
other mega cities where concrete, brick and high
have one or two stories, half on land and half
rise buildings are overwhelming factors, TH-BN
expanded on water; community members use
Canal bears a seductive vernacular landscape
wooden bridges to cross the canal.
which captivates viewers.
• Materials: Materials are a mixture of light and
locally made materials, such as bamboo, wood,
TH-BN Canals: a base of the city’s
thatch, brick, tile, plaster, and cement with the
development direction
occasional tin roof or siding (used to be brick,
concrete structure).
Since the 17th century, Saigon has been a conver-
• Building orientation: Building directions or
gence of Chinese, Viet, and Khmer whose areas
orientations are completely dependent on
were separately divided, established and devel-
canal edges. Generally, inland housing in
oped based on canal channels. The Khmer area
Vietnam faces south to avoid cold winds from
(Phu Lam), Chinese area (De Ngan), and Viet
the northeast in winter and enjoy fresh cool
area (Ben Nghe) were all connected together by
winds from the south in summer. Canal
canals, channels, rivers and subsystems that were
housing does not follow that principle due to
linked by roads (Vuong, 1968, p. 92) (Fig. 5).
the moderate climate which is neither hot
These historical growth centres are generally the
summer nor cold winter. Most houses on
ancient hearts of the city, containing important
canals have doors facing waterways for boats
urban and architectonic values, and have the
accessing from water.
important role of adding unique charm and urban
• Supporting facilities: Small industries, includ-
quality to the city (Cohen, 2001, pp. 251–252).
ing an industrial laundry, cottage shoe pro-
The city has since developed along TH-BN
duction and a small open-air market.
Canal with the settlement of canal communities.
Over time, new centres were also established, In addition to the elements mentioned above,
crossing Nhieu Loc Thi Nghe Canal at the North bridges, roads and trees enclose the community’s
and TH-BN Canal at the South. Recently, Thu landmarks and contained memories, and also
Thiem new urban town is being established at the possess spiritual ingredients and values (Fig. 6).
other side of Saigon River. These centres are What has visually distinguished HCMC from
evidence of a pattern of continued development other formal waterfronts? The following section
based on water channels in HCMC. explores the senses of (1) canal informal settle-
ment, (2) canal house (understood as ‘‘slums’’)
TH-BN Canal built fabric: urban architectural construction, and (3) daily life occurring within
heritage canal-regions. These landscape assessments par-
allel the theoretical criteria of conservation which
As people started settling, doing business, trans- is about ‘‘estimating the conservation potential of
ferring goods, and worshipping, they have built (1) character of the urban setting; locality and
many religious, commercial, and portal structures sense of place, internal proportions and relation;
along the canal. These structures are evidence of (2) style and design; construction methods and
the variety of activities occurred along and nearby materials; and (3) spiritual elements’’ (Cohen,
TH-BN Canal at certain times over the city’s 2001, p. 253).

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176 GeoJournal (2006) 66:165–186

Fig. 6 Architectural
values along the canal
side roads (Le, 1997;
Madrolle, 1954)

Canal informal settlements often interpreted as the imitation of the ancestral

boats (Waterson, 1990, p. 21).
Informal canal community settlements were a Houses in HCMC, at the very beginning, were
natural historic adaptation of inhabitants to the built on water because there was not enough
living environment. If Hanoi is proud of a 3,000- room on land, and they developed as a response
years-old Thang Long citadel, Hue of its about a to the rice growing culture in the tropical region.
200-years-old royal urban foundation, and Hoi Moreover, it was cooler on water than on land.
An founded purely as a business town in the 17th Having absorbed many influences from China and
century, HCMC can convincingly be proud of its other SE Asian countries, as well as Europe,
canal-based urban form. HCMC’s canal architecture is expressive of a
unique mixture of architectural forms and styles.
Canal house construction Diversity, eclecticism, fusion, acculturation, and
adaptation can perhaps be used to describe the
Architecture is the materialization of culture, the nature of this architecture and its urban form.
physical-spatial articulation of social-cultural
habitation processes, which is continuously trans- Daily life within canal regions
formed and enriched over historical periods.
By nature, the architecture of SE Asia is Spiritual elements are related to the communities’
always hybrid and eclectic, as open as its geo- beliefs and entertainment. Like many oriental
graphical context, and as receptive as its people’s communities, religion is one of the most impor-
way of life (Widodo, 2002). In the traditional tant ingredients in these canal communities, and
sense, architecture offers the best integrated over time, the canal communities’ spiritual tradi-
solution of human needs, in their relationship tions have been added and enriched. Pagodas, for
with nature and community. Building traditions in religion and belief, and temples to worship gods
SE Asia are the outcome of local climate, who protect the communities from enemies, were
building materials and techniques, also indige- built during the establishment of each commu-
nous beliefs and rituals. The physical features of nity, and thereafter, have been restored and
vernacular architecture are made of wood and respected by surrounding community members.
perishable building materials, posts and beams They were originally set up in the Chinese area
timber structure, raised living floor, and elaborate (along TH-BN), and after that, stretched to Viet
dominant roof forms. The saddle roof type is areas (NL-TN canal) as well. They are places that

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GeoJournal (2006) 66:165–186 177

function similar to Western city halls or churches, Living form at TH-BN Canal—urban cultural
for people to gather and have social activities. heritage in HCMC
Many important matters were discussed in these
venues. In terms of construction, no matter what As many coastal cities in SE Asia, Saigon is the
form the dwellings are, these kinds of pagodas product of several morphological layers reflecting
have been built with durable materials and in the the major periods of its settlement and develop-
best place with the best view, and have survived ment to an urban entity: indigenous cultures and
much longer compared with surrounding struc- colonial interventions: the Chinese, the Khmer, the
tures. Not many of these were on water but were French and finally the American. In the meeting
sited close to the canal communities. In fact, point of these cultural currents, Saigon–Gia Dinh
according to Le (1997), along TH-BN and has an exceptionally complex cultural entity in
NL-TN, many pagodas and temples still exist terms of customs and practices, built fabric and
and are considered heritage structures. living values. The first cultural layer was of the
Currently, canals in HCMC as a whole are Khmer with their ‘‘fortress-platform,’’ followed by
degrading. Canal slums and canal environmental the Hue and their ‘‘Citadel of the Eight Trigrams’’.
pollution are becoming serious problems. Saigo- The French followed with Paris-like city patterns
neses can no longer see the green canal with all and revivalist architecture. There was a long
lively living pictures. Black water, dirt, garbage interlude during which three wars occurred fol-
and untidy houses on stilts are what people now lowed by a period under the current Vietnamese
think of canals in HCMC. However, only in TH- administration. Despite such many cultural layers
BN, looming behind these unwanted pictures are that definitely change the form of living of Saigo-
undeniable values in terms of aesthetic. Old nese, canal form of living, especially at TH-BN
colonial houses, warehouses, bridges and vernac- canal communities, somehow, still remains unique.
ular canal itself are evidences for a glory nice Being one of Khmer’s ‘‘fortress-platforms’’,
image in the past which can be connected to the Prei Nokor, functioned as an entrepot for traders
present (Fig. 7). using the Mekong River, Saigon took the shape of a

Fig. 7 Built fabric and

life along TH-BN Canal
in current time

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178 GeoJournal (2006) 66:165–186

water-based civilization, with its focal delta According to old canal native residents, canals
settlement. In the 17th century, when other ways used to be green and clean, enough for washing
of transportation other than waterway were and bathing, and served as places for people to
not developed, waterways were the shortest, gather several times within a day. The relation-
cheapest, and the most convenient means of ship between the community’s members became
transportation compared to hammocks and palan- stronger thanks to these activities (Enda Viet-
quins (which were very slow), and horses (which nam, 1999). The way people have lived, inte-
were expensive). People gathered along Ben grated with and contributed to the surrounding
Nghe Canal, taking advantages of waterway as a environment has ‘‘provided a spiritual or tradi-
main route of transportation and drainage tional connections between past and present; tied
release. Boat, bamboo junk with or without roof, the past affectionately to the present; an essential
and sampan with two or four oars were very reference point in a community’s identity or sense
commonly used. of itself (or historical grounding); an essential
Moreover, living near the water was also about community function that over time develops into
having a cool environment, an expression of a deeper attachment that is more than utility
culture that many inhabitants desire. Therefore, value and shaped some aspect of community
from some scattered houses in the 1698s, places behaviour attitude.’’ (Johnston, 1992, p. 7) The
around canals were filled up with more intensity social values of the canal sense of place in HCMC
and canal communities, set up with their own have been qualified as a place where people
economic and social structures, were defined gather and act as social groups with a variety of
primarily by the canal. It was estimated that in boat-port activities.
1901, of the 2,968,529 population of Saigon, there
were 2,558,301 Annamese (Viet people—from Port-boat-market activities at TH-BN Canal
the North), 231,902 Cambodians (Khmer), and formed the city’s identity
92,075 Chinese. Historically, while the Khmer
area was loosing its distinctness and becoming At the settlement at the water channel where
less developed than the other two centres, the goods transportation from/to waterway to/from
Viet area has been known as administration and nearby markets, lives of canal communities and
Chinese area, which is in the North side of TH- handcraft villages were based on canal, ports,
BN Canal, became a commercial centre. The warehouses, and markets. The term Port-Boat-
appearance and development of these two centres Market social economic structure has been used
created a polycentric urban pattern dominated by to describe such activities that occurred from
water channels in HCMC in the 18th century. boats to markets via ports.
Currently, the deterioration of canals has lead
TH-BN canal communities to the decline of this strong urban form of living.
Handicraft hamlets are disappearing as social
The communities situated at the periphery in demands for these products are declining. The
southwest HCMC in the port lands of the city deteriorating of water and the development of
have been home to migrants moving to the city supermarkets in the last few years of 20th century
over different periods. Streets and alleys are are causes of the vague of port-boat-market
extremely old and narrow amid high-density activities.
warehouses, and appear homogeneous (primarily
two stories high, plaster coated with many shared Reality of canal urban cultural conservation
walls) with little evidence of any new construc- in HCMC
tion. There are two lively street markets located
at either end of the community selling primarily The idea of considering canal urban form of living
processed and unprocessed foods, some of which as an urban cultural heritage has emerged
are made and sold by women of the communities. recently in neighbouring countries such as Thai-
Men worked as porter at nearby harbours. land and Brunei. These actions have been mostly

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GeoJournal (2006) 66:165–186 179

concerned with social aspects: protect people tion and modernization. From a monocentric city
from forced eviction and provide a better envi- with a centralized transport system, it quickly has
ronment for them to live on canals and canal side become a polycentric city in all its complexity, a
areas. However, there are not many studies on metropolis with a population predicted to reach
canals in HCMC concerning its urban base and its 12 million by 2020.
need to conserve cultural heritage. Among these Traffic infrastructure appears insufficient,
few studies, most aim at seeking to recover the resulting in constant major improvements to
function of the canal as waterways, drainage roads. Boulevards are being widened, new roads
systems, and their scenic areas rather than their built, and highways have been planned to increase
cultural significance. road capacities and vehicle flows. Transportation
In the context HCMC has started to recognize routes basically influenced urban patterns. The
the importance of the canal systems in this city’s location of the streets and related infrastructure
modernization and urbanization process, the services determined the speed and direction of
canals have become not only ‘‘hot pots’’ within urban development.
professional fields but also increasingly receive Historically, the means of transportation
public and international attention. However, most responded to natural conditions. Saigon, in the
are on the development, and reconstruction of the beginning, was filled with rivers, canals, swamps,
canal system. The living heritage of the canal and ponds. As a result, boats were commonly used
system remains out of the spotlight. ‘‘vehicles’’. Later, with the advance of technology,
The contemporary picture of the canal system more convenient and advanced means of trans-
comprises: portation occurred and transport infrastructure
had to adapt. In fact, travelling by horses and
• Not being dredged, shallow because of garbage,
donkeys required no roadway. Then, because of
from uncaring people who keep dumping trash
the inventions of animal-pulled vehicles, and
into the canal, blocking sewers and culverts, and
human-pulled vehicles, roadways were estab-
thus preventing rainwater from running to-
lished. In the last quarter of the 19th century,
wards the river; functions as drainage system
bicycles, motorbikes, trains, cars, automobiles,
are decreasing as ponds and swamps that serve
and so on were produced. The road system had
as natural reservoirs for rainwater are blocked;
to upgrade to a new level with boulevards,
• Narrow because of being exploited to build
highways, elevated ways, and expressways. In
houses, new dwellers have filled in canals and
HCMC, roads, which were chocked with bicycles
arroyos to build houses. Fluvial and drainage
in the 1980s, were replaced by motorcycles and
system functions are decreasing; and
cars jamming up the major roads of the city. The
• Canal handcraft villages are disappearing due
changing process, water–road–highway is a com-
to the development of light industrial devel-
mon phenomenon of any water-based civilization.
opment and Saigonese changing consuming
Transportation has brought settlement, devel-
attitudes. Canal communities became poor.
opment and even political integration to HCMC.
The lack of sufficient development and manage- In HCMC, for the first time, the role of transpor-
ment policies, in addition to the lack of recognition of tation has shifted in recent years, playing a vital
the real values of its urban base, are the main reasons role of a key driver in the economy. In other words,
for the deterioration of canal-based urban forms transportation is an enabler of economic activity.
However, while road systems struggle with this
traffic, the question exists of whether it is possible
Current canal transportation development to also invest in the use of the waterways, an old
in HCMC: a subjective threat to canal traditional transport being adapted in a new
cultural heritage context of urbanization and modernization in
HCMC.
After the reformation in 1986, especially since At present, there are 3,200 km of paved roads
1990, HCMC has progressed greatly in urbaniza- in the city. Due to the accelerated rate of

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urbanization, the quality of road surfaces is Values Nature of canal The deterioration
declining, and traffic congestion and accidents caused by the highway
have become one the most striking issues. construction
The EWH project is one of the largest infra-
Social The existence of the Poorly positioned
structure projects undertaken in HCMC, with canal system in highway along the
financial assistance from the government of Japan HCMC, in general, canal, with its traffic
(GOJ) under the ODA Loan Scheme, in the and TH-BN channel capacity, severely
in particular, has affecting the canal
context of the urban traffic improvement. This
been imprinted on poetic (a nostalgia
project aims to secure east-west transport in the the city by HCMC of canal people and
city, improve traffic congestion in urban areas, residents. HCMC residents).
and promote urban development on the east bank Some sections are
made narrower.
region of the Saigon River.
Aesthetic As a water-based city, Due to the
The objectives respond to the city’s traffic the canal is a construction of the
requirement, socio-economic development in the significant element highway, the
context of city’s expansion, improve the canal- beautifying the city. blandness and
It also helps to monotony of a
polluted environment, and to some extent,
soften the hard narrow water
improve the urban environment. However, the urban landscape channel with
negative impact of this highway construction upon nearby. concrete dams and
canal-based urban form of living process in TH- The canal and its linear landscaping
cultural accretions, at both sides will
BN Canal where this highway passes by is notable.
such as boats, ships, visually change the
and houses on stilts, aesthetic scenery.
Negative impacts on urban cultural heritage have attracted artists
due to EWH construction and lovers of beauty.

As discussed, the canal urban form of living in

HCMC is an urban cultural heritage formed by an Architectural heritage
amalgamation of factors including geographical
location, heritage buildings, canal communities There are some relocations and possible destruc-
and their social activities. These factors are tion of religious architectural structures such as
equally important, and connected together shap- churches, temples, shrines, and archaeological
ing a unique urban cultural heritage. Removing sites, along the canal side highway influenced
any of these factors will deteriorate its integrity. areas. Some of these are part of the important
heritage of HCMC. SAPROF (1999, pp. 6–10)
Nature of the canal claims that two pagodas and one temple will be
relocated. This action will result in several prob-
Values Nature of canal The deterioration lems that effect local traditions and beliefs that
caused by the highway
construction
cannot be solved by any agreement between
PMU and the City Buddhism Association. Reli-
Historic TH-BN is one of the Change the gion, traditionally, is more about supernatural
two significant canals performance of the beings whose longevity is respected. Moving
of HCMC. It is a canal by narrowing
biographical tapestry some sections, monuments, tombs and the like are ‘‘unaccept-
of the city deteriorates the able’’ in Vietnamese culture. How to relocate
HCMC urban these architectural structures is also another issue
footprint. because of their structural fragility, materials and
It has been used for Destruction of most
defence, people and functions, including the construction techniques of these historical
freight transportation, water buildings.
transportation, water supplier and housing In terms of commercial buildings and port
supply and drainage allocation. infrastructure, values placed on their historical
system, and dwelling.
functions and their typical architectural styles.

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GeoJournal (2006) 66:165–186 181

Table 1 Notable structures to be relocated that have to be removed (Table 1, Fig. 8). There
District Type of Number Notes are more than a thousand houses on stilts built in
structure 1990s that still possess the typical characteristics
of SE Asian housing. Once erected along the
1 Market 2 Canal-side
Temple 1 Canal-side
canal edge in HCMC, they bear the place’s
5 Market 1 Canal-side uniqueness that is hard to find elsewhere (Ngo,
Pagoda 1 Canal-side 1999: 1–3).
Warehouse 1 Canal-side
Port 2 Canal-side
Apartment 1 Canal-side
6 Pagoda 1 Chinese pagoda
Primary school 1 Canal communities and the urban cultural form
Factory 15 7 in ward 3, of living
8 in ward 7,
including: Values Canal communities and The deterioration
2 food factories the urban cultural form
1 shoes factor of living
2 rice mills
1 plastic factory Historic As discussed in Section Forced eviction of these
Warehouse 45 37 in Ward 1 III, canal communities due to
6 in Ward 3 communities and highway construction
2 in Ward 7 their urban form of has disrupted the
Total 71 living in HCMC have continuity of this
unique historical process. In other
Source: SAPROF (1999, A5-1), Field reconnaissance on 10 values. The longevity words, it destroys the
August 1999, Information from Dept. of Land and of these values is history of the place.
Housing, Sep 1999 counted in centuries
with historical
cultural, political and
There are two ports (with 200,000 m2 of open social layers.
spaces), 46 warehouses, 15 mills, 3 markets,
apartments, shops, and local handicraft factories

Fig. 8 City map shows

three districts and wards
which have structures to
be relocated

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182 GeoJournal (2006) 66:165–186

Values Canal communities and The deterioration • It costs much due to eviction compensation
the urban cultural form programs;
of living • It upgrades the canal environment but wors-
ens the surrounding area due to noise, gas and
Social As an urban base, and a The destruction of
destination of the canal ‘‘sense concrete;
prosperity, canals have of place’’ cannot • It industrializes the canal landscape and cre-
attracted migrants from avoid social ates a chaotic image along the canals; it
many places in values being lost
creates monotonous under-utilized linear
Vietnam to settle since from canal the
1698. A life style, which communities and parks; and
is based on water, has the HCMC • It destroys many architectural heritage fea-
been enriched population. tures and deteriorates the HCMC urban his-
throughout the city’s
toric footprint.
historical movements.
The canal people have
earned their living,
entertained, and
Proposed highway design framework
contributed to this
society. These Based upon above critical evaluations on EWH
commercial, spiritual, construction, the author has proposed a frame-
and daily activities
have built up a strong
work that assesses the impact of highway
sense of ‘‘port-boat- construction upon these values. As each factor
market’’ place of canal has different threats, caused by highway construc-
that is unique in tion, every factor will be analysed in relation to
HCMC.
Aesthetic In the world of N/A
four aspects: historical, social, aesthetic, and
modernization where scientific. As there are three main factors includ-
most of human ing canal nature, architectural heritage, and canal
creations are in the living fabric, three strategies are employed to
universal style, the
local indigenous sense
analyse these factors.
of place needs to be Strategy No.1: analyse the nature of the waterway
protected. There are
reasons why Western functions as an integral part of the urban fabric
people are interested in and route of transport (Fig. 9);
vernacular houses, Strategy No.2: Locate canal communities, clarify
shantytowns, and the scale, density and history of the location and
mediocre objects from
‘‘third world houses; focus on the sections of District 1, 3, and 5
countries’’, while the that have stronger historical values (Fig. 10); This
local people themselves is the most complicated strategy analysed due to
aim to achieve the qualitative nature of the values assessed and
something different.
Having said that, the the informality of these communities.
author would like to
Strategy No.3: Identify the architectural heritage
emphasize the aesthetic
importance of canal including religious buildings, commercial archi-
urban form of living. tectures and markets, warehouses, ports, and
areas where social activities occur. Some
bridges, which are identified on a conservation
In conclusion, the EWH construction impacts list, would be also detailed. This architecture
on the canal areas as follows: would be considered in the design process
• It does not entirely solve traffic congestion (Fig. 11).
and degrades traffic movement on the canal; These strategies will be overlaid together,
• It adversely influences many people; providing an overall analysis of the site’s impor-

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GeoJournal (2006) 66:165–186 183

Fig. 9 Analysis regarding

transportation

Fig. 10 Analysis
regarding canal housing

Fig. 11 Analysis
regarding architectural
values

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184 GeoJournal (2006) 66:165–186

Fig. 12 Proposed design

components based upon
overlaid analysis

tant qualities on which a highway design concept the traditional activities including ‘‘port-boat-
could be based (Fig. 12). market’’ and canal living styles. This solution
The final visual analysis, then, will be evaluated also ensures traffic clearance height at junctions,
against the criteria of the canal-side road con- especially at footbridges. On less ‘‘valuable’’
struction laid down by the city’s authorities to tracts and more open spaces, such as coconut
propose an alternative sustainable design. The tree, rice, and vegetable fields, the highway is
design criteria include: proposed to be on ground (Fig. 12).
(i) Respond to traffic demands, help to im-
prove the current transportation conditions,
Conclusion
and minimize disruption to local traffic
operations;
In the rapid industrialization and modernization
(ii) Have least impact on the human environ-
occurring in HCMC, although urban cultural
ments, such as the canal cultural heritage
heritage underpins national and local identity
and residential areas;
(Logan, 2000, p. 260), urban cultural conservation
(iii) Be the most direct route; this is reflected
is a minor concern of Vietnam’s national govern-
in the lower VKT (Vehicle Kilometres
ment and local committee. Much urban cultural
Travel), to maximize the sustainable use of
heritage is deteriorating through the urban
the existing capacity on waterways and
upgrading programs recently undertaken in
surrounding roads, minimize new infrastruc-
HCMC. Fortunately, with financial and technical
ture, and be relatively cheap to construct;
support from international organizations and
(iv) Improve the natural environment and have
foreign governments, some studies and conserva-
a positive visual impact upon the existing
tion projects have been carried out which so far
landscape; and
have made some achievements. However, most
(v) Conserve the canal urban cultural heritage.
studies and implemented projects in HCMC
The proposed highway is based upon the final concentrate on the built fabric, such as historic
visual analysis of all factors of the site and design buildings and sites, museum objects and tangible
criteria. At locations that have a strong sense of artworks. The legacy of the living heritage,
community with social activities, heritage build- especially urban living heritage, has not been
ings including bridges, the highway is supposed to highly recognized. Canal-based cultural heritage
be sunken. To minimize the construction cost, the in HCMC is one of these living values that has
sunken sections are environmentally friendly been ignored or forgotten. There are few studies
designed, which maximizes air and sunlight ori- and little scientific evidence that focus on dem-
entation. At the sunken sections, the decking will onstrating and addressing the values of this
be designed for cultural ceremony and market uniqueness. Additionally, transportation infra-
places activities, as they were historically orien- structure developments, in adapting to the rapid
tated there long time ago. This will help to retain growth of HCMC, have worsened the situation.

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GeoJournal (2006) 66:165–186 185

The canal-side highway section of the EWH, for Finally, to identify and sustain the continuous,
example, is typical for these cultural heritage well-connected, and conductive development of
threats. the city, transportation infrastructure has to be
In the preceding discussion, first, the urban sustainable: ‘‘satisfying current transport and
canal multi-layered cultural heritage of HCMC mobility needs without compromising the ability
has been identified and reinforced. Its ingredients, of future generations to meet these needs’’
some dating back to the 17th century, include the (Westerman, 1998, p. 160). The respect of the
nature of the canal, the canal-side architectural past and paying more attention to social, eco-
heritage with its diverse historic associations, and nomic, environmental, aesthetic and cultural
the canal form of living. These ingredients approaches in highway design are keystones of
embrace the historic, social and aesthetic values any sustainable development.
that have constructed the cultural diversity of this ‘‘The long-term costs to a city of a poor image
city’s foundation and urban fabric. Currently, can be exceedingly high. Once the unique char-
these values have become blurred since the canals acter of a place is lost, it’s almost impossible to
have become narrower, architectural heritage has get it back..., like a real marriage, a garden, or any
been removed, and the canal communities have living thing, the city needs to be constantly
been designated as ‘‘slums’’, requiring their evic- renewed, but can only grow from its past’’ (Bai,
tion by 2020 to enable the development of a 2000, p. 21).
‘‘Western-style modern city’’, according to the While the recommendations of this paper
city authorities. concentrate on a design framework for transpor-
Second, as a tool that shapes the form, fabric tation, other prospects are equally important for
and function of the metropolis, transportation the sustainable urban cultural heritage. These
infrastructure is being improved to adapt to the factors include the following:
city’s current development patterns. Narrow
1. Providing practical training in living heritage
existing urban roads are being widened; new
conservation and management through rein-
urban trunk roads are being proposed and con-
forcement of local level endogenous capacity
structed to bypass the city centre or link it to the
includes training local citizens to become
suburbs; and cross-town freeways are being
competent managers of their own habitats.
developed to create shorter routes into and out
2. Encouraging community participation in her-
of the city. Canal roads and highways are planned
itage preservation, through public–private
as well, and have been contextualized as multi-
partnerships to develop this heritage in an
functional projects designed to improve the canal
economically sustainable way, which may
environment and respond to the city’s contempo-
or may not involve adaptive re-use of the
rary urban transport requirements. These massive
facilities?
construction projects are placing a serious impact
3. Recruiting the potential of cultural tourism as
upon the canal cultural heritage. In the case of the
a tool for the preservation and enhancement
EWH, it will result in the eviction of nearly 5,000
of both the physical and intangible heritage.
canal households and the destruction of most of
This involves developing training for and
the architectural heritage along the sides of the
promotion of community-based tourism
canal including churches, pagodas, markets, ware-
industry-related occupations grounded in the
houses, and ports. In terms of the aesthetic
interpretation of local culture and history.
approach, this poorly positioned highway will
result in a chaotic landscape. As a result, this The future of urban cultural heritage depends
highway assessment has failed to achieve satis- entirely on re-establishing its relevance to con-
factory outcomes in terms of social, cultural, and temporary lives. To vitalize the urban cultural
aesthetic aspects. The canal-side highway will also identity of the canal system and to create a
cause a reduction of the current increase in contemporary valuable layer, the conservation
freight traffic on the canal due to the removal of canal heritage in HCMC must relate the
of ports. importance of the cultural and heritage processes

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186 GeoJournal (2006) 66:165–186

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Noparatnaraporn, C. (2003). Reading Bangkok: Attitudes
toward and meanings of community and place. Hawaii
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