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.

Born… as a historical necessity To learn more about one of the oldest and largest railway systems in the world, RFI Interviewed engineer Ta Quang Anh, working at the French National Railway Corporation (SNCF) about the birth of the French railway network. The engineer said that the French railway industry was “conceived” in the first three decades of the nineteenth century. Appearing more slowly in England, where the first steam engine was mounted on railcarts in trade fairs from about the mid-1810s, the birth of the French railway network was also in the similar scene, as a historical necessity. That necessary background is the final stage of the First Industrial Revolution in Europe, the period of the meeting between supply and demand. Regarding demand, in the economic field, it is the need to transport finished products in large quantities, especially in the mining industry and later in chemicals, textiles, and agriculture. In the political field, it is the need to plan territory, unify transportation and administration in a large country with many diverse geographical and cultural characteristics. The achievements of metallurgical technology have enabled the production of quality steels for train wheels and tracks, especially with production capacity for thousands of kilometers of track. In terms of supply, it’s the ability to respond to technology. This is also the intersection of two technological factors that have both developed to the necessary maturity at that time. On the one hand, the achievement of metallurgical technology has allowed the production of quality steels for train wheels and tracks, especially with production capacity for thousands of kilometers of track. On the other hand, in the mechanical and steam engine industry, the soul of the industrial revolution, despite overcoming barriers to liberate labor, is still an inspiring creative ground for optimization in terms of technology. performance and size. On the French side, in 1823, the first railway, 18 km long, connected a coal mine from the vicinity of Saint-Etienne down to a port of the Loire in Andrézieux. Although only using gravity to transport coal to the river port and using horse power to pull construction materials in the opposite direction, in terms of infrastructure, this is considered the first line of the French and European railway network. continent. Only 7 years later, another 58 km line connecting Saint-Etienne with Lyon was also put into operation. This was the first time in France, the steam locomotive improved by French engineer Marc Seguin was put into use instead of horses with a record speed of 12 km/h at that time. A year later, in 1831, the line also began carrying passengers. In 1823, the first railway, 18 km long, connected a coal mine from the vicinity of Saint-Etienne down to a port of the Loire in Andrézieux. In 1814, at the very beginning of the world’s railway history, when it first appeared in England, a strategic report was submitted to Emperor Napoleon by Chief Engineer Moisson-Desroches, highlighting the importance of it. of planning a railway network of seven lines radiating from Paris to all parts of the “hexagonal country”. By 1837, the strategic idea of ​​Moisson-Desroches was concretized in the planning of Alexis Legrand, then the General Architect of roads and mines of France. The drawing that later became known as the “Legrand Star” was the first planning map of the French railway industry. Also in 1837, the first dedicated passenger railway was put into operation, connecting Paris to the suburb of Saint-Germain-en-Laye. On paper and in the field, 1837 can thus be considered the “AD” year of the French railway history. Before World War I, nearly 60,000 km of Line 1 covered France, a sixfold increase in about 60 years. After about 15 years of relatively spontaneous development (since the railway law 1842 stipulates the model of railway socialization), by the end of 1858-early 1859, the railway agreement between the State and 6 railway companies was established. iron is an important legal corridor for network development. This agreement is meant to divide the development market share of private companies authorized by the State to develop the arterial railway system. In 1865, the law was expanded to allow local governments to be authorized to build and operate branch and cross lines for railway companies. The period of the second half of the nineteenth century and the early years of the twentieth century, with the development stimulus mechanisms of the central and local governments, was the period of breakthrough development of the French railway network, at least in terms of total length of routes in the whole system. By the time of World War I, nearly 60,000 km of Line 1 (now about 30,000 km) covered France, a sixfold increase in about 60 years. All provincial administrative sub-areas are connected to the railway network. Also during the early twentieth century, power options such as electric and diesel were also tested and developed for locomotives. The birth of the SNCF was the result of the nationalization of the railway industry in favor of the plan to electrify the entire railway network, a proactive step after the energy and economic crisis of the 1930s. In 1938, the National Railway Corporation (SNCF) was established. The entire 42,700 km of railway with debts and more than half a million railway employees are combined into one. The birth of the SNCF was the result of the nationalization of the railway industry in favor of the plan to electrify the entire railway network, a proactive step after the energy and economic crisis of the 1930s. This was considered the optimal political-economic choice at that time, in the context that the precursor private companies of SNCF faced a lot of financial difficulties after a period of overheating development in terms of terminal infrastructure. In the nineteenth century and especially after the years of World War I there was no source of income, which was followed by the Great Depression of 1929. Railway unions, representing more than half a million workers, became industrial unions are very vocal in society, contributing significantly to workers’ movements. A breakthrough in quality The operating speed at that time was 260km/h, in the same year, the design and test speed reached a world record at 380km/h. The birth of the TGV opens a new breakthrough development phase for the French railway industry. Unlike the breakthrough period in infrastructure in the second half of the 19th century, TGV has “miniatured” France and even Europe with only 3-4 hours of travel. During the period 1990-2010, many domestic TGV routes were inaugurated, notably the Eurostar route running through 50 km of the English Channel tunnel to the UK, the Thalys route going to Belgium and the Netherlands… In 1997, the State separated the infrastructure management part from the SNCF by establishing the National Railway Network (RFF). This is the first step of France when implementing commitments on competition in the field of rail transport in the European Union (EU). In 2015, RFF re-entered a member company of SNCF, after having spun off the mining part into another independent subsidiary in the group. In 1981, France put into operation the first high-speed train line TGV connecting Paris and Lyon. In 2007, France once again broke the world record for the test speed of the express train at 574.8 km/h. To date, this is still the world record for train technology running on rails. In 2020, the state monopoly on train operation officially ends. During the last 30 years of the twentieth century, the absolutely safe operation of 400 tons of steel on rails at 320 km/h has always been a technological icon in the ground passenger transport industry. TGV technology is exported and transferred to many countries, in Europe, to the US, Morocco and even Korea. For the French, TGV is a “national pride”. According to a poll of the French population, the TGV is considered one of the most important inventions of the 20th century, along with the computer, mobile phone and microwave oven. For the passenger railway industry, TGV was born as a lifeline in the context of the energy crisis of the 1970s, the aging of the traditional railway system from nearly 150 years made the railway no longer an option. number one choice for travel needs as highways thrive and air routes become increasingly accessible to price segments. In passenger transport, the decisive factor is not necessarily the speed of travel, but the sum of travel time, comfort, safety and, of course, price. TGV was born to most harmoniously meet these factors. TGV routes connect the centers of major cities (in France and later in Europe, both mainland and British islands) in the journey with moderate time, high safety, good service quality. The railway network in France is operated by the French National Railways Corporation (SNCF). For those doing railway engineering and technology, TGV’s 20 years of conception, 40 years of exploitation, perfection and development has been and will be an inspiration for technical innovation initiatives in many years. fields, from structural infrastructure, energy, signal information to rolling stock; from the construction and manufacturing industry to the maintenance industry. According to engineer Ta Quang Anh, the nearly 200-year history of formation and development is an advantage of French railways. In the world, besides the UK, there is no country as “rail age” as France. This is a great advantage in terms of experience. The coverage of the French railway network compared to the entire geographical territory is very high. Although France is not a country with a very high percentage of urban population, according to one statistic, about 89% of the French population live less than 10 km from a train station (in cities like Paris, this distance is much smaller). . This contributes significantly to the formation of habits and the need to use railways for transportation. About 89% of the French population lives less than 10 km from the station (in cities like Paris, this distance is much smaller). This contributes significantly to the formation of habits and the need to use railways for transportation. On the other hand, rail transport in France with over 80% electrification is a fundamentally environmentally friendly transport industry. With such a large coverage, in the medium and long term future, with the commitments of the French Government to reduce greenhouse gas emissions in the framework of global environmental agreements, railway transport (both cargo and passengers) will undoubtedly remain key government priorities. As more than 80% of the railway network is electrified, with France’s civil nuclear power capacity, the French railway industry has a huge advantage in terms of energy initiative over most railway countries. However, the French railway industry also faces some limitations. A prime example is the British railway industry, which has been in decline since the late twentieth century. In the case of the French railway industry, in terms of people, changing production habits is no longer suitable for the application of modern means and production methods, in many cases, encountering resistance from the government itself. old experiences. In terms of infrastructure, most of the French railway network was designed and built before the twentieth century. Adapting to climate change is a big challenge for network maintenance and repair. TGV is a legacy engineering innovation based on ballast rock infrastructure and wheel-rail contact. But if you want to increase the speed of operation to over 400 km/h, such infrastructure is likely no longer suitable, especially when put on the balance sheet with the cost of maintenance. Of course, train speed is not a prerequisite, but if France decides to race in this direction, it must accept going slower than other countries that have developed or transferred technology for maglev infrastructure. such as Germany, Japan, China.

Illustration. Source: CNN With a maximum speed of 350km/h, China’s high-speed railway will meet the needs of many intercity travel routes, creating favorable travel conditions for passengers. As of 2020, 75% of Chinese cities already have high-speed rail. Symbol of economic power quyền China’s ambition is to turn high-speed rail into a model for long-distance travel in the country. However, the birth of the country’s current massive rail network takes on much greater significance. Like Japan’s Shinkansen in the 1960s, China’s high-speed rail network is being viewed as a symbol of economic power, rapid modernization, growing technological prowess, and prosperity. prosperity of the country. Currently, high-speed rail is a powerful instrument of social cohesion, political influence and regional integration between cultures. “The construction of new railway lines is part of President Xi Jinping’s grand plan to promote integration into the vast national market,” said Dr. SOAS) of the University of London said. This move shows that China is repeating the history of promoting high-speed rail networks, before many early railway lines in North America and Europe have done so. The development of railway networks in Russia, France, Great Britain and several other countries has been strongly influenced by political and military needs. “China has created a high-speed rail network on an unprecedented scale in history, which is forecast to be faster and certainly more reliable than China’s domestic flights. New stations and incredible travel routes are the highlight of this program. All tickets must be booked in advance and passengers only need to scan their ID card or passport at the ticket gates,” the travel expert said. railroad Mark Smith emphasized. China initially thought of choosing high-speed technology imported from Europe and Japan to establish a high-speed rail network. “Global railway engineering giants” such as Bombardier, Alstom and Mitsubishi are all keen to promote the cooperation program because of the potential size of the new market and the ambitious plan that China is targeting through the project. this. However, over the past decade, China’s domestic companies have developed into world leaders in high-speed train technology and engineering. Therefore, the mobilization of the available potential is considered a certain success of China in this field. The enormous scale and dramatic changes in topography, geology and climate posed many challenges during the implementation of this project. From Harbin to the Lanzhou-Urumqi route across the Gobi desert, Chinese engineers had to spend a lot of effort to be able to design suitable weather terrain to meet quality standards for the road route. iron across. High-tech simulation efficiency Chinese companies are among the world leaders in introducing new technology such as autonomous (unmanned) train operations and advanced navigation technology. Passengers board the high-speed train. Photo: CNN An unmanned high-speed train connecting Beijing and Zhangjiakou in northern Hebei province capable of reaching speeds of up to 350km/h is now becoming the world’s fastest autonomous train. The new route opened in December 2019 as part of preparations for the Beijing 2022 Winter Olympic and Paralympic Games. The fastest trains complete the journey in just 45 minutes. Built in four years, the route includes 10 stations serving two of the major Winter Olympics venues, along with several other stations in Badaling Changcheng allowing tourists to have a journey to their destination. The fastest Great Wall of China. Passenger cars on the self-propelled train have been expanded to store winter sports equipment, seats with 5G touch screen control panels, smart lighting systems, thousands of safety sensors and seats removable for wheelchair passengers… As China seeks to expand its influence across Asia, into Europe and Africa through its ambitious “Belt and Road Initiative”, the construction of a high-speed rail network is under way, according to CNN. contribute a fundamental part to create the “Silk Road” that Beijing is aiming for. “China’s high-speed rail industry has become one of the nation’s main economic pillars, and the high-speed rail network has brought convenience to passengers during travel,” said Jianwei. Zhang, President and Country Representative of Bombardier China said.

Having to go out on the hottest days is a nightmare. But because of work, many people are forced to move in outdoor temperatures up to more than 40 degrees Celsius. In two big cities like Hanoi or Ho Chi Minh City, in addition to the green trees that can create shade, when the elevated railway appears, it creates a “paradise” between hot weather next to the “terrestrial” road. prison”. It is also thanks to the elevated railway project that many people in traffic can enjoy the cool part of the road. In particular, when stopping at a red light, you do not have to suffer from the scorching heat of the summer heat. After officially entering the summer, the shady part is created from the elevated railway works, people take advantage of it to enjoy. If you go out in the summer, surely the “heaven” part of the road has a higher traffic density than “hell”. In some roads, the “heaven” part of the road is usually reserved for cars, but because they want to avoid the sun, many motorcyclists go in. Image of stopping at a red light at an intersection in Hanoi in the middle of a hot summer. A clear line separating “heaven” and “hell”. Standing in the shade waiting to pass the intersection is no longer a strange thing. The roads without the shade from the elevated railway, the “heaven” is created from the old trees in Hanoi. Experiencing but burning moments with the hot road surface, stopping at red lights in shady places is what many people choose. Many motorbikes, when stopping at red lights, have chosen to stand under the shade of a tree, tens of meters from the prescribed line to wait for the red light. In the afternoon and early afternoon, when the outdoor temperature sometimes reaches over 40 degrees Celsius, these images are not too difficult to find at traffic junctions in the city. Invite readers to watch more clips: Safety note when wearing a raincoat riding a motorbike – Source: Hanoi TV

The Chinese will make a total of 200 million trips during this period. This is the record number of the holiday season 1/5. Tickets to the Palace Museum in Beijing during the 5-day holiday season have been sold out. Disneyland Shanghai also sold out. The booming demand for travel has made many people unable to buy plane or train tickets to change their plans. Entrepreneur Victor Li, 32, decided to drive from Beijing to Taiyuan (in Shanxi province) to visit his family. A car ride will take 7 hours, while a train ride will only take 3 hours. Tourists at Baiyun international airport, Guangzhou on April 26. Photo: Bloomberg. CCTV reported that the 12306 railway ticket service sold 3.15 million tickets on May 1 from two weeks ago. 12306’s application is sometimes paralyzed because of the overwhelming number of visitors. The average airfare doubled over the same period in 2019, to 1,050 yuan ($ 162). “The 5-day holiday will completely relieve the demand for flying that has been held back for a long time (because of the Covid-19 translation),” said Shang Kejia, representative of the Civil Aviation Administration of China. “The International Labor Day Golden Week is the right time for consumers to travel across the country”.

Railroad Minister Piyush Goyal said the government was directing an increase in express trains carrying medical oxygen to New Delhi to meet shortages in hospitals. The Air Force has also been deployed to help transport manpower and medical supplies, such as oxygen tanks, to the areas needed. Pictured are empty oxygen tanks transported by transport aircraft C-17 and IL-76 to the production plant. Photo: ANI. The convoy of tank trucks went to the supply plant to refill liquid medical oxygen, amid a wave of Covid-19 spreading across India. In the past 24 hours, India continued to record a record number of new infections: 354,531 – the highest level in the world and also the highest in this country ever. Photo: Reuters. The lack of oxygen in New Delhi hospitals has many causes. The industrial oxygen production plants that mainly serve the Indian capital are located in seven different states. In addition, due to the flammable nature of this material, all liquid oxidation shipments must be transported in specialized tanks; So it takes a long time to plan the shipping. Some localities even make it difficult to transport oxygen first, to meet local demand. Photo: Reuters. Vans carrying oxygen tanks are waiting outside the factory in Ghaziabad, a suburb of New Delhi, India, on April 22. A high court in the capital on April 24 warned that anyone would “hang” from obstructing the circulation of oxygen supplies. On Twitter, one person described the scene of a police car escorting an oxygen tank “a scene no one thought they would ever see in life. More precious than gold”. Photo: Reuters. A view of cashew around an oxygen factory in Ghaziabad, upstate of New Delhi, India. Factories across the country are operating at full capacity amid the spread of the disease. However, the supply is not enough to meet demand. India is importing 23 mobile oxygen production plants from Germany. Each facility can produce 2,400 liters of oxygen per hour. Photo: Reuters. A driver stood next to an empty tank truck, waiting for his turn to recharge with liquid oxygen. Many places in the capital New Delhi and across the country refuse to accept more patients due to lack of beds and oxygen. Photo: Reuters. A worker loads empty oxygen tanks on a truck to the filling station. On April 25, many countries around the world, including the US, France and the UK, said they would support India by providing raw materials for vaccine production, as well as ventilators, test kits and protective equipment. available. Photo: Reuters. An employee is refilling the oxygen tank to transport to the localities. The lack of treatment beds for Covid-19 patients, lack of oxygen for breathing machines, and lack of medical staff … have made the epidemic situation in India worse. Photo: AP.

India is facing the worst Covid-19 outbreak in the world in recent weeks. An ambulance carrying patients queued for admission to the state Covid-19 hospital in Ahmedabad City, Gujarat state, April 22. (Photo: AP) Medical staff assist in bringing patients of Covid-19 into hospital in Ahmedabad City. (Photo: AP) Last Friday, hospitals in the capital New Delhi signaled for help to the government when the supply of oxygen was only enough to use for a few hours. (Photo: AP) India’s hospital system falls into a shortage of hospital beds and medical oxygen when there are hundreds of thousands of new infections every day. This South Asian country can produce at least 7,100 tons of oxygen / day, including the amount of oxygen for industry. In theory, with the above mentioned output, India could meet the current oxygen demand. The main problem is that medical oxygen is not delivered in time to the hospital to save the patient. This delay stemmed from the location of the production units and distribution systems. (Photo: AP) Medical staff removed the patient from the scene of the fire at Vijay Vallabh Hospital for Covid-19 treatment in Virar, near Mumbai, April 23. Thirteen patients died from the incident. (Photo: AP) People queue for medical oxygen refills in New Delhi. On April 21, at least 24 people with Covid-19 disease in western India died after running out of oxygen supplies supplied to their breathing apparatus. (Photo: AP) To address the serious shortage of medical oxygen, the Indian government has mobilized the country’s railway industry to organize high-speed trains that carry oxygen from steel mills to areas where the epidemiology is most critical. Over the past 24 hours, these special trains have transported nearly 150 tons of oxygen. (Photo: AP) The government also uses Indian Air Force cargo planes to transport empty containers to production centers. After being filled with oxygen, the tank will be transported to localities by road. The Indian armed forces are importing 23 German oxygen-producing mobile devices. In addition, the government has ordered the conversion of argon and nitrogen storage tanks into oxygen tanks. According to experts, in the coming days, the number of cases in India will continue to increase strongly, the country will have to solve two problems of oxygen production and distribution simultaneously. (Photo: Xinhua) According to the latest statistics, the state of Maharashtra accounts for 27% of India’s 2.5 million Covid-19 cases that have not been cured and 33% of India’s more than 190,000 deaths. Mumbai City plans to build 16 facilities in 12 hospitals in the area to produce oxygen from the air. It is estimated that this plan will require a cost of 12 million USD. (Photo: AP) Residents wait for the Covid-19 vaccine at an immunization center in Mumbai, April 24. According to experts, along with increasing supplies of medical oxygen, drugs and other medical supplies, boosting Covid-19 vaccination will help India get out of the current dangerous wave. India has the strength of one of the most vaccine-producing countries in the world. According to the ANI news agency, India will start the third phase of the Covid-19 vaccination campaign on May 1, with all 18 years of age and older. Residents can register for the vaccination from April 28. According to India’s Health Ministry data released yesterday, the country has injected 138,379,832 million doses of vaccine since the start of vaccination on January 16. (Photo: AP)

German National Railway Company Deutsche Bahn (DB) high-speed train at the station in Munich, Germany, February 10, 2020. Photo: AFP / VNA The joint announcement stated that the BDL and DB aim to attract about 4.3 million passengers shifting from air to rail for domestic travel in the medium term. The program will also seek to increase the number of trains connecting to international flights, make the transfer between aircraft and train travel easier, and shorten the transit time by mid-rail. major cities of Germany. Through this partnership, the BDL and DB hope that CO2 emissions from Germany’s domestic air traffic can be reduced by a sixth. According to the German Ministry of the Environment, Nature Conservation and Nuclear Safety, the country’s transport sector emissions in 2020 will decrease by 11.4% year-on-year, mainly due to the low Use a car more – especially for long-distance journeys – in the first blockade. The ministry noted that the COVID-19 pandemic also had a significant impact on Germany’s domestic aviation industry. By 2020, the CO2 generated by the sector is 60% less than the year before, thanks to travel warnings, blockades and canceled vacations. The German government is aiming to reduce emissions in the transport sector by almost 42% by 2030 compared to 1990 levels.

According to Mr. Vu Anh Minh, Chairman of Vietnam Railway Corporation (VNR), when transferring to the State Capital Management Committee at enterprises, the industry is still tasked with operating and exploiting the entire structural system. railway infrastructure. But the railway infrastructure is under the management of the Ministry of Transport, which leads to a situation of “head going, feet remaining”. Use maintenance money According to previous regulations, at the beginning of the year, the Ministry of Transport carried out the assignment of the budget capital estimates to the VNR. After that, the unit will place an order for public services with 20 affiliated companies to perform the railway maintenance. On December 31st, the company organized to take over and check assets to continue the maintenance cycle of next year. From 2019, VNR transferred to the State Capital Management Committee at Enterprises, no longer under the Ministry of Transport, so this ministry did not continue to assign capital to non-industry units. Therefore, in 2020, VNR once called for help because it was not assigned capital. Then, based on the resolution of the Government, the Ministry of Transport temporarily assigns capital to VNR to carry out the maintenance. However, by 2021, the plan to assign VND 2,800 billion to any maintenance unit has not been removed. The reason is that the project on management, use and exploitation of national railway infrastructure assets made by the Ministry of Transport has not been approved after many submission to the Prime Minister because of differences in opinion. Specifically, the Ministry of Justice believes that the fact that the Ministry of Transport assigns the maintenance cost estimates to the VNR for implementation is not contrary to the current law. At the same time, there is no need to go through unnecessary intermediaries, slow down the progress of the mission, directly affect the safety of the train. “If assigned to the Railway Bureau, there will be many problems such as inconsistent with the Law on Railways …” – The Ministry of Justice stated. Meanwhile, the Ministry of Finance believes that the assignment of budget estimates for railway management and maintenance to VNR is not in accordance with the provisions of the State Budget Law in Clause 1, Article 49. On this basis, the Ministry of Transport proposed the Government to hand over money for railway maintenance to the Railway Administration, and then return it to the VNR according to the comments of the Ministry of Finance. However, VNR does not agree with this plan. The profit that VNR has will be paid to the budget and annually the budget will allocate about 2,800 billion VND for railway system maintenance. Photo: V.LONG According to which law is reasonable? According to Mr. Vu Anh Minh, currently all railways in countries around the world, the ownership, management, maintenance, and operation of national railway infrastructure assets invested by the State are allotted to businesses. state industry implementation. State-owned enterprises directly manage, maintain, trade in properties and operate. State management agencies do not directly manage, exploit and trade assets, but only properly perform state management functions such as policy making, planning, inspection, and inspection of the implementation of management. property management, exploitation and trading … Currently, VNR is managing 3,143 km of railways passing through 34 provinces and cities. In order to maintain this entire infrastructure, the VNR must organize an asset management system from the parent company level to the member units and the majority shareholding companies. Currently, the industry has 11,315 employees. In which, 1,241 labors of bridge week, road patrol, tunnel week; 915 workers indirectly perform the task of planning and cost estimating the maintenance of the works …; 6,278 maintenance work and quality management of maintenance work; 2,881 employees on duty guarding the crossroads to ensure train operation safety. Therefore, the proposal of the Ministry of Transport will break the consistency between the management and maintenance activities of railway infrastructure with the safety of train operation and railway transport business, delaying the operation. to mobilize railway transport, to eliminate railway transport. “Because then VNR will have to operate railway transportation in the condition that the national infrastructure system is divided, lack of synchronous coordination due to too many entities to manage and operate. This will break the principle of “unification, concentration” – the most basic and key principle in railway transport activities of the railway ever since … “- Mr. Minh said. Meanwhile, Mr. Le Hoang Minh, Director of the Department of Transport Infrastructure (Ministry of Transport), said that the Ministry of Transport’s implementation of the budget for the maintenance of the national railway system to the Railway Administration is is implementing in accordance with the current provisions of the State Budget Law 2020. “The Ministry of Transport must base on the current regulations, can not arbitrarily do any problems without grounds” – Mr. Le Hoang Minh emphasized. The fact that the units leading the Railway Law 2017 stipulate a number of powers for the VNR, including the authority to manage and maintain the national railway infrastructure, Mr. Minh affirmed the budget and financial issues. The main law is to comply with the State Budget Law (general law), while the 2017 Railway Law is a specialized law. However, according to an expert, it is necessary to apply the law in a flexible way, to completely solve this problem, how to create the most favorable conditions for railway maintenance, to avoid people thinking that there is Money is scrambled. “With the package of railway infrastructure maintenance, I think that it is reasonable to assign it to the VNR, if it is assigned to the Railway Bureau through many unnecessary intermediaries, there may be a mechanism for asking – giving …” or. • Invite 20 units but can not sign the contract yet According to the report of the Vietnam Railway Administration, after being assigned with the plan and estimate by the Ministry of Transport, in January 2021, the department drafted a contract to order railway infrastructure maintenance. The Department has invited 20 maintenance units to negotiate and sign orders for orders, but so far the units do not sign contracts. The reason is that VNR, which currently accounts for more than 50% of equity in these companies, does not agree to the member units to sign contracts with the Railway Administration. This is the reason why the contract negotiation has been delayed. “Therefore, the information that the Ministry of Transport and the Vietnam Railway Administration do not assign budget estimates to the VNR and its member units is not the correct nature” – Mr. Le Hoang Minh informed.

Try it once in your life, travel slowly and feel every single frame outside the train window to see how beautiful Vietnam really is … 1. Railways pass through Hai Van pass (Da Nang and Hue) Many people have experienced and confidently said that: The North – South railway line passing through Lang Co – Hai Van Pass is the most beautiful railway in Vietnam! Because this is the most unique route when one side leaned on the towering mountain, the other faced the deep blue sea, creating a very unique and rare scene. You can sit on the train and watch the sea scenery from Hai Van pass, along with the green patches of green forest. In the summer, the wild flower hills on either side of the train track are also in full bloom and paint a brilliant picture. The trains passing through the Lang Co – Hai Van pass railway often move at a very slow speed, about 15km / h, due to many bends and dangerous terrain. But also because of this, passengers on board can easily enjoy and watch the natural scenery around the legendary Hai Van pass. 2. Phung Hung train route In Asia, when it comes to “Chinatown”, people will immediately think of three very famous names that have appeared in the international newspaper. These are all places that give visitors a thrilling, but no less exciting, experience. The story of this Hanoi railway neighborhood once appeared in many foreign newspapers. In April 2014, the British newspaper Dailymail published an impressive series of photos of trains running across the crowded residential area in Hanoi. During the railway run through the city of Hanoi through many streets such as Phung Hung, Dien Bien Phu, Le Duan … visitors can visit and experience the food service, but only the section across Phung Hung Street is the most crowded. Railways over a hundred years old running through the old town of Hanoi have recently become an attractive tourist destination for tourists, especially foreigners. The dreamy images seem to be only in the movie There are still simple, intimate and rustic features of Hanoi people. 3. Tran Quy Cap train route in Da Lat Dalat city always has beautiful little corners and the train track on Tran Quy Cap Street is such a place. This place is especially beautiful and romantic when cherry blossoms bloom with sparkling pink colors in the season. In addition to cherry apricot, this place is also adorned by the bright yellow color of many wild flower bushes characteristic of the land of fog. Also because of the cherry blossom season, many corners of this train line make people think of the romantic atmosphere of the Japanese cherry blossom season. The train trips between these beautiful and peaceful natural scenery are unique sceneries that you have the opportunity to experience. Because of this beautiful scenery, many people have come here to take excellent check-in photos of Dalat. To get beautiful photos, the photographer needs to wait for the train schedule to reach Trai Mat station and the shooting time is only a few seconds. Therefore, to see these beautiful images sometimes you also need a little more luck.

Many comments of experts and scientists at the seminar On April 12, 2019, Di An Train Joint Stock Company was approved by the Ministry of Science and Technology to host the National Science and Technology Project. “Research to complete the design process and manufacturing technology of high-class passenger carriages to meet the development requirements of Vietnamese railway” with 4 topics and 1 pilot production project. The goal of the Science and Technology Project is to improve the capacity of designing, manufacturing and testing high-end passenger carriages with a technical speed of 120 km / h to meet the development requirements of Vietnam railway and proactively welcome the new industry missions. In order to organize the chair to successfully implement and achieve the objectives of the Project, there are open seminars and workshops in subjects and pilot production projects to ask for comments from experts. in the fields of subjects and test production projects. The comments of experts and scientists will be the basis for organizing and leading the completion of the content of experimental production projects and subjects. The workshop focused on analyzing, dissecting, and contributing ideas to the topic manager to complete the content “Research, design and manufacture braking system for high-class passenger wagons to ensure reliable operation at technical speed 120 km / h” by Assoc. TS. Vu Duy Loc is the manager and Di An Train Joint Stock Company is the main organizer. The implementation of this project will help Di An Train Joint Stock Company to control the calculation, design and manufacture of the braking system used for high-end passenger carriages with operating speed of 100 km / h, test speed. up to 120 km / h ensures high reliability, safety of train operation, meets technical standards as prescribed by the railway industry and national standards. At the seminar, many comments from experts and scientists are the basis for the owner of the topic and Di An Train Joint Stock Company continues to improve the contents of this topic to put into application. .

The Ministry of Transport confirmed that the allocation of budget estimates for the maintenance of the national railway system to the Vietnam Railway Administration is in compliance with the provisions of the State Budget Law 2020. Photo: VNA

Regarding the document No. 803 / BC-ĐS of the Vietnam Railway Corporation (VNR), make an urgent petition to the Prime Minister about problems in the management and maintenance of national railway infrastructure; In which, VNR emphasized that the difficulty of funding maintenance of railway infrastructure makes it difficult for the railway industry to stand by the end of April 2021, talking to the Vietnam News Agency on the morning of April 16, Mr. Le Hoang Minh, Director of the Department of Transport Infrastructure affirmed that the Ministry of Transport assigning the budget estimate for the maintenance of the national railway system to the Vietnam Railway Administration is in compliance with regulations. the current Law on State Budget 2020.

Specifically, Mr. Le Hoang Minh said that the Ministry of Transport cannot arbitrarily do any problems if it does not base on the current law provisions. The Ministry of Transport does not have to voluntarily assign it to the Vietnam Railway Administration because in the past (before 2018) when the Vietnam Railways Corporation was under the Ministry of Transport, according to the Law on State Budget, It is normal for the Ministry of Transport to assign the maintenance capital of VNR.

“However, when the State Budget Law 2020 came into existence to replace the old State Budget Law, and at the same time VNR moved to be under the State Capital Management Committee in Enterprises, the Ministry of Transport was only assigned capital to affiliated units. On the other hand, state budget capital is only allocated to specialized management units that the railway sector is assigned to the Vietnam Railway Administration ”, said Mr. Le Hoang Minh.

The Director of the Department of Transport Infrastructure affirmed that the Ministry of Transport is implementing the basis of Clause 5, Article 9; Clause 8 of Article 44 and Clause 1 of Article 49 of the 2020 Law on State Budget to allocate capital to the Vietnam Railway Administration. The Vietnam Railway Administration will then sign a contract to order the maintenance of the national railway infrastructure system with the maintenance units of VNR.

Mr. Le Minh Hoang added that in 2020, the above problem was also encountered when the Ministry of Transport could not hand over maintenance capital to VNR, so the Ministry of Transport and Vietnam Railway Corporation must have a written document. a report to the Government, then to the National Assembly resolutions on this issue; including the content of the Ministry of Transport assigning budget estimates to VNR as 2019 and earlier. In implementing the resolution of the National Assembly, the Government also issued Resolution No. 41 / NQ-CP dated April 9, 2020; including the implementation of the Resolution of the National Assembly. After this resolution, the Ministry of Transport has just assigned the 2020 budget estimate for national railway infrastructure maintenance to the VNR.

“Thus, the key is that if it wants to assign a budget that is different from the current State Budget Law, the agency that promulgates the law must issue a resolution on that matter and the Government must issue a resolution. decided to guide the implementation of the contents of the National Assembly’s resolutions ”, Mr. Le Hoang Minh emphasized.

Regarding the content of maintenance companies that are facing difficulties because they do not have maintenance funds, they have to borrow money from banks to pay workers’ salaries, Mr. Le Hoang Minh once again affirmed that the Ministry of Transport attended The budget estimate for the maintenance of the national railway structure system for the Vietnam Railway Administration is in accordance with the Law on State Budget and if the allocation of this budget estimate to the Vietnam Railway Corporation is inconsistent with the regulations. of the State Budget Law.

Returning to the story of the difficulties that 20 maintenance units of Vietnam Railway Corporation are facing, Mr. Le Hoang Minh said that before December 31, 2020, the Ministry of Transport issued a plan. general maintenance for the whole industry; including the railway industry. At the same time, at this time, the Ministry of Transport has also assigned a budget estimate to the Vietnam Railway Administration.

To implement this estimate, the Vietnam Railway Administration has invited 20 railway maintenance units to negotiate and sign an order contract, but so far these units do not sign a contract with the Vietnam Railway Administration. Male. The important reason that these 20 units cannot sign order contracts with the Vietnam Railway Administration is because the Vietnam Railways Corporation currently accounts for more than 50% of the equity in these companies. a member unit signing a contract with the Vietnam Railway Administration. This is the reason why the contract negotiation has been delayed up to this point.

“Thus, the information that the Ministry of Transport and the Vietnam Railway Administration do not assign the budget estimates to the VNR and its member units is not the correct nature. Currently budget estimates and maintenance plans have been built, funding for the maintenance of national railway infrastructure in 2021 is also under the management of the Ministry of Transport, which means money is ready to transport any. When is the time?

Sharing more, Mr. Le Minh Hoang said that the VNR gave the reason that the 2017 Railway Law stipulates a number of powers for the Vietnam Railway Corporation; including the authority to manage the maintenance of national railway infrastructure. However, it must be confirmed that before November 2018, when the VNR was still under the Ministry of Transport. However, when the VNR is no longer under the Ministry but transferred to the State Capital Management Committee in enterprises, and at the same time the State Budget Law in 2020 comes into being, then the new law must be complied with. Although the 2017 Railway Law is still in effect, the budget and financial matters must comply with the State Budget Law (general law) and the Railway Law 2017 is a specialized law.

Before December 31, 2020, the Ministry of Transport issued a general maintenance plan for the whole industry; including the railway industry. Photo: VNA

Previously, Vietnam Railway Corporation issued document No. 803 / BC-ĐS on April 12, 2021, making an urgent petition to the Prime Minister regarding problems in the management and maintenance of infrastructure. national railway.

According to the above document, VNR said that 3,143 km of railway nationwide are currently assigned to the Vietnam Railway Corporation to directly organize the operation, the collected funds are deducted from the state budget 20%, 80 The remaining% is the Corporation’s revenue which is used to spend on operations for the exploitation organization (labor costs, asset maintenance and maintenance …). The maintenance of railway infrastructure assets must always be associated with train operation because the plan for maintenance and maintenance of railway infrastructure assets depends on the train run chart (both running train and exam. railway infrastructure maintenance).

Document No. 803 / BC-ĐS of VNR also said that the project on management and use of national railway infrastructure assets, submitted by the Ministry of Transport to the Prime Minister up to now, still created a lot. intermediate management level, many administrative procedures in the management, maintenance and exploitation of assets. Especially, to increase licensing and approving subprojects (sub-permits) when proposing a mechanism for assigning maintenance cost estimates to the Vietnam Railway Administration. Because VNR said that the Vietnam Railway Administration is currently only performing the function of advising the Ministry of Transport, not managing the railway infrastructure, if the capital is allocated to this unit before allocating it to the VNR, it will slow down. Late maintenance, congestion.

Representative of the Vietnam Railway Corporation said that according to the annual estimate, the budget capital for railway maintenance is VND 2,800 billion, but so far it has not been assigned. Currently, 20 railway maintenance companies under the Vietnam National Railways Corporation, which are responsible for the maintenance of railway infrastructure systems, owe wages to workers for many months, and have not yet had funds to buy maintenance materials. maintenance …

This is not the first time that Vietnam Railway Corporation has called for help because of the slow allocation of maintenance capital. Before that, in early 2020, the railway industry also had to face the same situation when by the end of February 2020, the Ministry of Transport had not yet been assigned funding for railway maintenance. Then, to resolve this situation, the Ministry of Transport had to temporarily hand over the capital to the Railway Corporation after the Resolution of the National Assembly and the Government to place public service orders with 20 companies. under VNR to promptly ensure the safety of train operation such as maintenance, maintenance, patrol, guarding, signal information system … However, by 2021, the plan to allocate capital to any unit has not been remove.

According to the Vietnam Railway Corporation, the industry currently has 11,315 employees. In which, there are 1,241 workers in bridge week, road patrol, tunnel week; 915 workers indirectly perform the task of planning and cost estimating the maintenance of the works …; 6,278 maintenance work and quality management of maintenance work; 2,881 workers on duty guarding the crossroads to ensure the safety of the train./.

Mr. Vu Anh Minh, Chairman of the Board of Members Railway Corporation Vietnam (VNR) has just issued an urgent petition to the Prime Minister “calling for help” on issues related to the development of a National Project on management, use and exploitation of railway infrastructure assets. The State invests and the allocation of resources for management and maintenance of real estate assets.

From 1955 to now, VNR is the only 100% state-owned enterprise established by the State with the purpose of assigning the management, exploitation, use and direct trading of all railway infrastructure assets. (KCHTĐS) in the form of excluding capital components in the enterprise.

VNR leaders said that with 3,143 km of railways going through 34 provinces and cities, in the absence of funding for the management of real estate assets, VNR has organized an asset management system from the General level. companies to member units and joint stock companies with dominant capital contribution.

Up to this point, due to the long and unusual effects of the Covid-19 epidemic as well as the construction of an investment package of VND7,000 billion belonging to medium-term capital, in single track conditions, both train and construction. , The railway industry is in a very difficult period.

Along with that, according to Mr. Vu Anh Minh, problems with funding for the maintenance of national real estate infrastructure in 2021 have not been resolved according to the direction of the Prime Minister, 20 companies perform the task of system maintenance. The national real estate infrastructure currently does not have the budget to buy materials to put into the project, regular expenses and especially to pay employees in the first 4 months of 2021, seriously affecting the lives of nearly 25,000 workers in the VNR. .

“The high risk is that 11,315 workers on the road patrol, bridge week, tunnel patrol, guarding the crossroads … will quit their jobs because they have no income. This issue has pushed businesses to the end, difficult to sustain. until the end of April 2021 “- President of VNR stated in the petition.

According to VNR, the project on management and use of national railway infrastructure assets submitted by the Ministry of Transport (MOT) to the Prime Minister up to this point continues to create many levels of management intermediaries, many administrative procedures. in the management, maintenance and exploitation of real estate assets, increasing licensing, and approving the subproject (sub-license). In particular, it is still proposed a mechanism to assign cost estimates for maintenance to the Vietnam Railway Administration (the agency only performs the advisory function under the Ministry of Transport and does not manage the assets of the real estate infrastructure).

“The proposal of the Ministry of Transport in the Project not only fails to overcome difficulties and problems in production and business activities, but also causes a lot of stagnation and congestion for VNR, pushing businesses to the risk of bankruptcy. , the risk of eliminating railway transport in the transportation system “- VNR leader said.

According to the VNR leader, in order to manage and maintain the assets of the national real estate infrastructure, VNR must organize a comprehensive and coherent human resources system from the parent company to the base units along the railway lines with a total of 11,315 employees were employed, including: 1,241 workers in bridge, road, and tunnel patrol; 915 indirect workers; 6,278 workers perform maintenance and quality control of maintenance work and 2,881 workers guarding the crossroads to ensure safe train operation.

Meanwhile, at present, the organizational apparatus of the Vietnam Railways Administration has only over 100 staff members (most of them are officers of the railway office and the railway traffic safety inspection force), so if the plan is implemented according to the Project, the Ministry As proposed by transportation, VNR still has to fully allocate the above 11,315 human resources to perform the tasks of asset management and the maintenance of national railway infrastructure assets.

“VNR will become an intermediary agency to delay, cause congestion in the process of maintenance and operation of transportation, directly affecting train safety” – VNR leader explained.

Based on the provisions of relevant laws, international experience and especially the practice of managing and operating operations, VNR believes that the Prime Minister and Deputy Prime Minister have chaired meetings with Ministries many times. , departments to analyze the legal basis and have the conclusions and announcements. The Ministry of Justice also appraised the legality in Document No. 193 / BTP-PLDSKT dated January 22, 2021, which confirmed that the delivery of KCHTDS assets and cost estimate for maintenance to VNR Corporation is correct. current laws (including the State Budget Law).

From the above explanations, the Chairman of the Board of Members of VNR sincerely proposes to the Government, the Prime Minister to: Direct the Ministry of Transport to seriously, fully implement the direction of the Prime Minister in the document. 1956 / VPCP-CN dated March 24, 2021 on the management, use and exploitation of national real estate assets.

VNR also proposed to the Prime Minister to direct the Ministry of Transport to continue to assign estimates of economic causes for the management and maintenance of national real estate assets for the period from 2021 onwards to VNR as in previous years.

There are obvious differences in fares for rail and trams in Southeast Asian countries and many European countries.

How is the fare of the train tickets of countries?

Singapore Urban Railway consists of two train systems, the rapid-run MRT, for the main transport links and the LRT for short-distance travel. However, Singaporeans often refer to these two systems collectively as the MRT.

Singapore MRT was inaugurated and operated the first line in 1987, now becoming the second most popular means of transportation in the lion island nation, only after buses. This system is serving more than 3 billion passengers per year and is still being upgraded and expanded.

MRT fares in Singapore are quite cheap. For adults, the price will depend on the length of the trip, falling in the range of 0.42 USD-1.67 USD (9,000 VND – 38,000 VND).

The MRT is the second most popular means of transportation in Singapore, behind only buses. (Photo: Straits Times)

In Thailand’s capital Bangkok, the elevated railway (BTS) is popular with the people. BTS has been in use since 1999. Currently it is still being extended to serve the travel needs of people.

Buying tickets and queuing up on the train is quite simple, ticket prices range from 15 baht to 45 baht (equivalent to 10,000 – 30,000 VND) depending on the destination is the station far or near.

In operation from March 2019, the MRT system worth $ 3 billion is considered one of the effective solutions to alleviate the serious traffic congestion in the capital Jakarta.

The train speed is 80km / h for the aboveground section and 100km / h for the underground section. This MRT system can transport up to 130,000 passengers per day.

Ticket prices range from 3,000 rp – 14,000 rp (4,000 VND – 22,000 VND).

In Kuala Lumpur (Malaysia), there are 3 main urban railway lines in Kuala Lumpur including LRT – a type of tram with 2 main lines: LRT Kelana Jaya and LRT Ampang Line. KL Monorail is a monorail monorail with a distance of 8.6 km, running through 11 stations. The other is the KTM Komuter, a train that connects towns on the outskirts of the city.

Although the travel distance is quite short, KL Monorail is the most popular in Kuala Lumpur because of its good connection with major hotels, crowded residential areas and commercial centers, famous tourist destinations of the city.

KL Monorail ticket price ranges from 1.2-2.5 ringgit (7,000 – 14,000 VND).

In China, subways are common in most cities. The cramped train system is also considered the traffic backbone of the nation of billions of people.

The price of trams in China is similar to that of a bus, from 0.3-0.6 USD (7,000-14,000 VND) for most routes. With long routes such as the airport, the fare will be higher, about 1 USD (more than 23,000 VND).

In Europe, the Polish capital Warsaw is one of the cities using a unique train system – running in the middle of the road.

Fares have many levels, by minute, by number of times, by day or by month. Minimum 3 zloty (nearly 20,000 VND).

London Metro is the oldest subway system in the world, over 100 years old. There are 6 main train lines in London and fares vary by region. The cost for each journey ranges from 5.5-6 pounds (175,000-190,000 VND). Fares are reduced by more than half if using an Oyster card.

In Paris (France), if traveling by subway, the fare for each journey is about 60,000 VND. With the train lines running across the region, the fare will depend on each specific route.

Is Cat Linh – Ha Dong railway expensive or cheap?

According to Mr. Vu Hong Truong – General Director of Hanoi Metro, which operates the Cat Linh – Ha Dong overhead railway, after receiving all from the Ministry of Transport and putting it into commercial operation, passengers will Get free for the first 15 days to experience. After 15 free days, the price of the train ticket to Cat Linh – Ha Dong is expected to be 7,000 -15,000 VND / ticket / one way. Before this information, many people believe that the fare is not reasonable.

However, responding to VTC News, Mr. Bui Danh Lien – Chairman of the Hanoi Transport Association said that such fare is completely appropriate. According to Mr. Lien, the project Cat Linh – Ha Dong invested a lot of capital, so it was necessary to recover the capital. Therefore, the ticket price of 7,000 -15,000 VND / ticket / one way is moderate, “neither expensive nor cheap”.

Cat Linh – Ha Dong railway.

“It is impossible to compare the fare of railway with other countries in Southeast Asia, because each country will have a different level of development, the per capita income will also be different. That is very lame. The transport system in the countries of the world is invested very carefully, from quality to service, point down has many advantages, closely linked system “, Mr. Lien informed.

Sharing the same opinion with Mr. Lien, Mr. Nguyen Van Thanh, former Chairman of Vietnam Automobile Transport Association commented: “Cat Linh – Ha Dong railway ticket price ranges from 7,000 -15,000 VND / ticket / one way is too cheap”.

Mr. Thanh also said that with the appropriate expected price, the Cat Linh – Ha Dong railway will have many users.

“In the countries of Southeast Asia or Europe, the prices for train tickets are adjusted appropriately. I hope that the Cat Linh – Ha Dong overhead railway in Vietnam will have an elevator service. for customers to easily move by “Mr. Thanh commented.

Proposing some solutions to attract tourists for the Cat Linh – Ha Dong overhead railway, Mr. Lien proposed: “To attract people to ride the overhead train, the State needs to have support policies for special people. For example, ticket exemption policies for people over 60 years old, and reduced fees for students. members, free tickets for people with disabilities ”

Currently, the Ministry of Transport is doing the procedures to hand over the Cat Linh – Ha Dong urban railway project to Hanoi as quickly as possible, in April 2021 it will be completed to be able to operate commercially in May. .

The traffic police conduct alcohol testing on the driver at the Phap Van – Cau Gie highway. Photo: Doan Tan – VNA

On the morning of April 15, the Traffic Police Department went to the army to implement the rush to ensure traffic order, safety and social order on the occasion of April 30, May 1, protecting the election of deputies to the National Assembly. XV and members of the People’s Council at all levels for the term 2021 – 2026.

During the 2-month peak phase (from April 15 to June 14), the Traffic Police Department will arrange forces to ensure traffic order, safety and social order on 3 traffic routes: Road, waterway, railway.

Major General Le Xuan Duc, Deputy Director of the Traffic Police Department, said that following the instructions of the leadership of the Ministry of Public Security on the task of ensuring traffic order and safety and protecting the election of National deputies. Term XV Association and People’s Councils at all levels for the term 2021 – 2026, the Traffic Police Department issued a plan to direct the national traffic police force to open the rush phase to ensure traffic order, safety and social order. On the occasion of April 30, May 1, defending the election of deputies to the XVth National Assembly, People’s Councils at all levels for the term 2021 – 2026 and a plan to hold a 75 day and night peak emulation to celebrate the election. dispatch; celebrates the 131th anniversary of President Ho Chi Minh’s birthday.

In order to seriously and effectively implement this peak wave, Major General Le Xuan Duc requested the heads of units and all officers and soldiers in the traffic police force with the highest determination and mobilization. quality, vehicles, professional technical equipment to absolutely protect activities to celebrate 46 years of the liberation of the South, reunification, International Labor Day 1/5, celebrate 131 years Uncle Ho’s birthday, election of National Assembly deputies and People’s Councils at all levels; minimizing the number of traffic congestion cases, especially prolonged congestion, ensuring smooth and safe travel for the people during the holidays, not letting gatherings that cause insecurity and order, illegal racing.

The peak wave aims to create a clear change in traffic order and safety, creating a sense of law when joining in traffic, striving to reduce traffic accidents in all 3 criteria: number of cases, number of people death and injury compared to the preceding time and the same period of the previous year; Especially not to have particularly serious traffic accidents.

The Deputy Director of the Traffic Police Department also asked cadres and soldiers to strictly abide by the working procedures and regimes, the People’s Public Security Ordinance, to improve their professional qualifications and professionalism in performing their tasks. spread a beautiful image in the eyes of the people and the consensus of society. The results of the implementation of the above criteria are the criteria for commenting, evaluating the performance results, emulation and commendation during the peak phase and performing the tasks in 2021.

According to the plan, on the road, the traffic police will mobilize and arrange patrol and control forces, strictly handle violations of traffic order and safety, concentrated on dangerous roads. high risk of traffic accident, common time frames of accidents and “black spots” that present potential risks of traffic accidents; seriously and effectively complying with the direction of the leaders of the Ministry of Public Security on patrol, control and handling of violations according to the theme “The driver on the road that contains narcotics in the body, violates the concentration alcohol “and handle violations according to the thematic transport of overloaded, oversized, and arbitrarily renovated vehicles on the road. Traffic police force will exploit to the maximum and effectively the system of surveillance, image violation handling, load balancing and professional technical equipment that have been equipped to handle violations. self, traffic safety.

On the railway, the traffic police will actively coordinate with the authorities, the local police and the railway sector to inspect, control and handle violations that are the cause of the accident. traffic at crossroads, self-opening paths, places dangerous to railway traffic order and safety; coordinating with the railway industry in inspecting the observance of regulations on railway vehicles; in which, pay attention to technical safety inspection of crossroads protected by complicated automatic warning signals about railway traffic safety and order.

Traffic police must grasp the train operation situation and schedule, especially at intersections between roads and railways, where there are delegations of the Party and State leaders passing through, to promptly advise and direct the public. ensuring traffic order and safety for the election of deputies to the XV National Assembly and People’s Councils at all levels for the term 2021 – 2026.

On inland waterways, traffic police forces must increase their forces and means to patrol and control complex routes and areas; focus on goods transport, mineral resource exploitation activities, passenger transportation across rivers, along rivers, along fixed routes in key transport routes; ports and terminals are illegal or ineligible for operation; tourism activities, festivals, entertainment and entertainment on inland waterways; promptly handle activities causing unsecurity and order, illegally transporting weapons, inflammables, explosives, noxious substances … on waterways.

In addition, the traffic police force also needs to understand the situation, develop plans to mobilize, coordinate and arrange standing and standing forces at key intersections during the 30/4 holiday. and May 1 and election venues; promptly handle traffic situations, prevent prolonged congestion, especially during the election, on the main axes in and out of Hanoi and Ho Chi Minh City, and on high routes. key expressways and national highways, such as: 1, 2, 3, 5, 6, 14, 18, 19, 20, 22, 51 …, Ho Chi Minh road; festival venues, bus stations, wharves, and stations have high traffic density, and congestion is occurring at the construction sites.

The traffic police force should coordinate with professional units to have plans to ensure traffic order and safety, lead a delegation of leaders of the Party, State, and National Election Council to inspect the public. voting, as well as protecting the movement of ballot boxes from the polling stations to the end of day gathering locations.

The Traffic Police Department requires the traffic police of units and localities to actively grasp the situation, analyze, evaluate and forecast the operation of the subjects violating the law on the intersection. inform; through patrol and control activities and coordinate with police units to promptly detect and arrest all kinds of crimes.

On behalf of the officers and soldiers giving an oath, Lieutenant Colonel Nguyen Truong Son, Team Leader of the 2nd High Speed ​​Road Patrol and Control Division under the Road Traffic Patrol Guidance Department (Traffic Police Department) information), affirmed, the entire force will always uphold the morale, strictly obey the command and direction of the superior leaders, the process, working regime, the People’s Public Security Ordinance, ready to accept and successfully completed the assigned tasks.

The entire force will resolutely handle violations of traffic order and safety, especially violations that are the direct cause of traffic accidents; has proper attitude, respect, and behavior towards the people, calm, cunning, and courageous in handling situations in order to improve the power and beautiful image of the traffic police force./.