The route follows the highway: Pham Van Dong street, Trang Bom – Hoa Hung railway, Ring 2 route (located in Thu Duc city) and connects the rails directly to the Thu Thiem light rail route – National airport. Long Thanh economic zone at the Ring Road 2 intersection with the Ho Chi Minh City – Long Thanh – Dau Giay Expressway. Ho Chi Minh City also suggested that it is necessary to study the direction of urban railway No. 4b directly connecting with T1, T2, T3 terminals of Tan Son Nhat Airport. The City People’s Committee assessed that this route alignment option, when built, will contribute to the development of the urban railway system in Thu Duc City, convenient for traveling between areas. Talking to Dat Viet, aviation expert – Assoc. Prof. Dr. Nguyen Thien Tong, former Head of the Department of Aviation Engineering, Ho Chi Minh City University of Science and Technology, pointed out 3 problems that make the railway connecting Tan Son airport Nhat – Long Thanh is not feasible. Firstly, about the need to build this railway line. According to Mr. Tong, it is not possible to say here in general that there is a need or indiscriminately stating a few numbers, lacking actual research, but needing specific quantitative analysis. “How many passengers will travel on this railway connecting Tan Son Nhat with Long Thanh? There must be data and an explanation for why there is such data”, he emphasized. Ho Chi Minh City People’s Committee wishes to have a railway connecting Tan Son Nhat international airport to Long Thanh international airport. The expert said that, in the past, passenger demand for Long Thanh airport was calculated from the passenger demand forecast for Tan Son Nhat airport and then subtracted from the capacity of Tan Son Nhat airport. This simple calculation is based on the assumption that all excess passenger demand of Tan Son Nhat airport will be transferred to Long Thanh airport. “It is expected that when Tan Son Nhat airport is overloaded with over 50 million passengers, and the demand is up to 75 million passengers, then 25 million passengers will go from Tan Son Nhat through Long Thanh airport. This calculation method is very mechanical and mechanical, potentially posing a huge risk in forecasting passenger demand for Long Thanh airport”, Assoc. Prof. Dr. Nguyen Thien Tong commented and affirmed that passengers do not wait until Tan Tan. Son Nhat will run out of seats and then go to Long Thanh, but they will go to any airport they want to go to. rather than going through Tan Son Nhat. So which passengers from Tan Son Nhat to Long Thanh? Only passengers on domestic flights to Tan Son Nhat need to go to Long Thanh to connect to international routes. And vice versa, only passengers on international flights to Long Thanh without a connection from there to other provinces and cities such as Hanoi, Hue, Da Nang… will return to Tan Son Nhat to fly away. The number of international passengers traveling between these two airports is not much, so there is no need. That is the plan that the Ministry of Transport wants to use Tan Son Nhat airport as a domestic airport and Long Thanh as an international airport. The option of organizing two airports like this is inefficient and unfeasible. In principle of international airport operation, domestic and international terminals must be close to each other. It is best that Long Thanh International Airport is a transit airport for long-distance international flights such as going to Europe and America that need to collect passengers all over the country, and short-distance international flights such as going to Asia. Tan Son Nhat airport and other international airports take over to serve the residential areas of the provinces near the airport. “Most of the excess passenger demand of Tan Son Nhat airport will be transferred to using regional airports, especially passengers in the Mekong Delta will use Can Tho airport. Therefore, from now until then Once the construction of Long Thanh airport is completed, Can Tho International Airport and Cam Ranh International Airport will also be developed to reduce the load on Tan Son Nhat, so that by then there will not be many international visitors for the airport. Long Thanh and other airlines are not foolish to open flights when there are no guests,” said Assoc. Prof. Dr. Nguyen Thien Tong. The second point noted by the expert is the financial and economic efficiency of the railway. Assuming that when the construction of this route is completed and tickets are collected, will the collected ticket money offset the site clearance costs, railway construction costs, operating costs… or not? Not to mention, if the fare is higher than other means of transport, it is easier for passengers to choose to go by road rather than this railway. “We have to figure out how much those customers pay for a metro ticket between Tan Son Nhat and Long Thanh, how much is the money collected in a year, how many years will it take to recover the capital? Midway station to serve guests wishing to go to Long Thanh and Tan Son Nhat, that is only secondary,” the expert pointed out. The third and most important point, according to Assoc. Prof. Dr. Nguyen Thien Tong, is where to invest, especially in the context of high public debt today. He also reiterated his concerns about Long Thanh airport. The project has been pressed to start construction since the beginning of this year, but worries about the investment capital, feasibility and economic efficiency of the project are still there. The state has to invest a lot of money to build Long Thanh airport, and also has to invest a lot in connecting traffic between the airport and Ho Chi Minh City, the area from the South Central region, and the Mekong Delta to bring tourists. to the airport. However, when the airport and traffic connection system is completed, whether there will be visitors to Long Thanh is still an open question and in the event that Long Thanh airport has no guests, it will be a waste. extremely large and must have someone responsible.

The land data source with a ‘age’ of nearly 20 years and a series of errors compared to the actual land use situation makes the compensation workers at the Long Thanh Airport project always face the risk. engine ‘do it wrong’. Officer working in compensation at Long Thanh Airport project measured to determine the level of compensation and support for a house of a household in Binh Son commune. Photo: Pham Tung * “Thrilled” with each profile According to the land use right certificate (now collectively referred to as the pink book) issued to Mr. Tran Van Huu (living in Phuoc Thien commune, H. Nhon Trach) in 1999 by the People’s Committee of H. Long Thanh, in 1999, Mr. Tran Van Huu is a person. have use rights to 15 land plots with a total area of ​​more than 2.1 ha in Binh Son commune, Long Thanh district. However, in 2019, when measuring and updating current land use to implement the policy of compensation and support under the project of Land Acquisition, Compensation, Support and Resettlement at Long Thanh Airport, Counting Team No. 1, belonging to the Compensation Team of Long Thanh Airport project, discovered that 2 of the 15 land plots that have been issued pink books are not under the use right of Mr. Tran Van Huu. This is just one of many cases where the error between the pink book has been issued to the people and the actual land use situation in the project area of ​​Long Thanh Airport. Mr. Le Van Tiep, Acting Chairman of People’s Committee of Long Thanh District, said that if in normal projects, the work of compensation and site clearance is only about 14 steps, in the project of Long Thanh Airport, due to the If the land is old, it must take 20 steps to ensure accuracy and coherence. Mr. Bui The Su, a second officer of the Department of Natural Resources and Environment, to work at the Counting Team No. 1, under the Project Compensation Team of Long Thanh Airport, said that the Long Thanh Airport project had a very strong planning policy. After a long “waiting” period, data on land in the project area is not updated or supplemented, making errors in the origin and current land use occur very common. “From 2003 onwards, pink books issued to people were often written by hand instead of printed today. At the same time, the technology system for land data management was also outdated, so the overlapping and wrong allocation of land plots happened a lot ”- Mr. Bui The Su said. Seconded to support the implementation of land acquisition and site clearance for the Long Thanh Airport project from March 2019, over a year of working, Mr. Bui The Su said that there were errors in land data. Belt still occurs frequently in projects, however, large numbers such as in the Long Thanh Airport project are very few. “The reason, apart from outdated land data, is also due to the area of ​​land to be acquired, the number of affected households in the Long Thanh Airport project is also very large”. Many errors in land data put pressure on the compensation workers at the Long Thanh Airport project. In particular, the heaviest pressure is the risk of incorrectly confirming the current land use status, leading to the implementation of the policy of compensation and support for the wrong subjects. “Although I have done the verification and verification very carefully, each time I put a pen to sign to confirm the record, I still feel nervous” – Mr. Bui The Su shared. Both ensuring the progress of the compensation work and avoiding errors in the verification and confirmation of the file is the biggest challenge that the team of cadres and civil servants doing the compensation work at the Long Thanh Airport project. must face to face. Mr. Le Nguyen Hoang An, Head of Compensation Team of Long Thanh Airport project, said that for dossiers with a discrepancy between the pink book and current land use, the settlement usually takes a lot of time. Accordingly, the enumeration teams must coordinate with the Commune People’s Committee to accurately verify the current land use status. After that, the parties will invite the person whose name is on the pink book and the actual land user to work and negotiate the current land use status. When completed, the authorities must withdraw the issued pink book and decide to notify the land acquisition previously issued to issue a new decision on land acquisition in accordance with the current status. “In each case as above, the implementation process takes from 8 months to 1 year. Meanwhile, the pressure on site clearance progress to hand over land to investors is huge. Therefore, the compensation team has to work almost non-stop for more than 2 years ”- Mr. Le Nguyen Hoang An said. * Mobilizing people to consensus One of the biggest challenges facing the compensation workers at the Long Thanh Airport project is the discrepancy in land area on the pink book of the people and the actual situation. Mr. Bui The Su (left) and Mr. Le Nguyen Hoai An exchange to process a claim file of Long Thanh Airport project. Photo: Pham Tung The main reason for the difference in land area also comes from the “old” land data system in the project area of ​​Long Thanh Airport. The project area of ​​Long Thanh Airport has been planned for a long time, so the cadastral map is still a map that was made nearly 20 years ago. Specifically, the cadastral map in the planning area of ​​Long Thanh airport was made in 1996 according to the old aerial image measurement technology, the accuracy is not high. Meanwhile, according to the 2013 Land Law, the implementation of the policy of compensation and support when the State recovers land must be based on the actual area being used. Therefore, to carry out the compensation work, the entire land area of ​​the Long Thanh Airport project must be re-measured according to the current new technologies to ensure accuracy. Through the measurement process, the misalignment of the land area in the project area occurs a lot. “The number of dossiers for the difference in the area issued on the pink book compared to the current land use situation is up to hundreds of cases” – said Mr. Le Nguyen Hoai An. According to Mr. Le Nguyen Hoai An, if the land area on the pink book is equal to or larger than the actual land area, it is easy, but if it is smaller, it is extremely complicated. Because, people always base on the issued pink book to determine the area of ​​land under their use rights. Explaining and mobilizing people to accept “losing land” to correct the current land use situation is very arduous. “An inch of land. Therefore, in addition to the implementation of the compensation work, the people doing the compensation work in the project of Long Thanh Airport also have to also work on the civil service ”- Mr. An shared. Taking the evidence for the “double” task that the compensation workers have to perform in the Long Thanh Airport project, Mr. Le Nguyen Hoai An said that up to now, the Compensation Team of Long Thanh Airport project has recognized the most likely case of “losing” land is that of a household in Hamlet 7, Binh Son Commune when the actual land area decreases by 2 thousand m2 compared to the area granted on the pink book. Therefore, it took nearly a year with dozens of meetings between the authorities and the people. Just presenting the actual evidence after measurement, combined with propaganda and advocacy, the above households agree to complete the dossier. “Accepting to reduce 2 thousand m2 of land is accepting to lose hundreds of millions of money in compensation and support, so it is not easy for people to agree” – Mr. Le Nguyen Hoai An shared. Dong Nai has mobilized a contingent of cadres, civil servants and public employees up to 142 people to participate in the work of compensation and site clearance for the Long Thanh Airport project. Among these, there are 86 cadres, civil servants and public employees, who are seconded from agencies, departments, branches of the province and districts in the province; 7 cadres, civil servants and officials from the land fund development centers of districts and 49 cadres, civil servants and employees of the Hong Thanh Land Fund Development Center. Pham Tung Lesson 2: Historical “immigration”