Trend reversal in local transport The train discovers the surface

Status: 06/22/2021 6:53 p.m.

Deutsche Bahn reactivates 20 disused routes and expands again into the area. The goal: Local transport should also become more attractive for people in rural areas.

Of Ulrich Crüwell, rbb

Despite all – partly justified – criticism of Deutsche Bahn AG: No other means of transport is under the same economic pressure as rail transport. “The rail is the only transport infrastructure that is shrinking. It is the only transport infrastructure that has to pay off. If we apply these standards to motorways, some roads in Mecklenburg-Western Pomerania would have to be demolished immediately,” says Dirk Flege, the managing director of Allianz per rail.

The rail network is growing for the first time in ninety years

But the shrinking of the rail network has finally come to an end, says Flege and speaks of a turning point. The railway is no longer dismantling, but the network is growing – as the federal government has longed for.

In their coalition agreement, the Union and the SPD agreed to double the number of passengers by 2030. But despite political will, the rail network became smaller and smaller and the road network increasingly dense by 2020. Many smaller cities lost their rail connections. But now Deutsche Bahn is putting 20 disused routes with a total length of 245 kilometers back into operation. “This is clearly just the beginning,” announced Jens Bergmann, head of planning at the DB Netz division. For people who live in the countryside, this could be good news.

Historical undesirable developments

For Martin Henke from the Association of German Transport Companies, it is even a historic one, because it ends an undesirable development that began ninety years ago with the construction of the first motorway. In the fifties and seventies there were real shutdown programs for railway lines, according to Henke. The Germans clearly preferred the car and built one of the densest motorway networks in the world.

After the fall of the Berlin Wall, it was a matter of optimizing, and politicians wanted the railway to be privatized as a stock exchange company. Rural local transport turned into a losing business. Deutsche Bahn speaks of a downward spiral: “If demand fell, little was done to make the route more attractive for passengers or freight traffic again.” According to Allianz pro Schiene, more than 15 percent of the rails were decoupled between 1990 and 2020 alone. But the mood in the country seems to have changed. The rail is experiencing broad political and social support, says association representative Henke. And this mood could also change the group.

“Every kilometer of track is active climate protection”

Among other things, the railway is putting closed connections in sparsely populated regions in Mecklenburg-Western Pomerania and Schleswig-Holstein back into operation. Whether big money can be made with it seems at least questionable. But apparently that is no longer that important – what counts is political and social will.

Bergmann, board member of Deutsche Bahn, formulates the corporate objective as follows: “We want to attract more people to the railways, get more goods on the rails. Every kilometer of track is active climate protection.”

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.

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.

Indeed, before high-speed trains came into existence, there was a time when overnight trains were popular across Japan. The elite in this country as well as tourists love to enjoy the overnight trip on the comfortable and luxurious ships. It was still dark when stepping on the train, but when you woke up, you were able to breathe the air in a faraway place. However, today, because of the busy life that people often choose short flights or buses to travel instead of spending nights as before. That is the reason why “overnight train” is almost “dead” in Japan. According to Japan Guide, by 2016, only the Sunrise Express (roughly translated: Sunrise Express Train) is still absorbed in ice in the night, until the sun rises, passengers wake up, the train will just enter the station. . And now, it becomes “fun” for tourists who want to explore the country of the rising sun in a special way. Take a look at the photos inside the only overnight train in Japan – Sunrise Express to see that Japan’s speed of growth is not only about technology, but it also affects the level of comfort in The lives of people and trains are a vivid example of convenience. Born in 1998, the Sunrise Express is the only remaining “overnight” train line in Japan. The ship is 23 years old, with a simple appearance but always kept clean and shiny. Sunrise Express consists of 14 cars running from Tokyo Station, but to Okayama Station it will be split into 2 small trains, 7 cars each. These are Sunrise Seto and Sunrise Izumo. The Sunrise Seto train runs back to Takamatsu, while its “twin sister” – the Sunrise Izumo – runs towards Izumoshi. On the return journey, the two groups still run separately until they meet again at the intersection of Okayama, they will “become one” and head towards Tokyo. Train runs every night from Tokyo at 10 pm, reaching Takamatsu at 7:27 am and Izumoshi at 9:58 am. Unlike other trains, Sunrise Express has 6 different room types. Single Deluxe or Grade A is a cozy first-class room for 1 person. Inside there is a table, a chair, and a small sink beside the bed. The room also has a lighting control panel, radio, slippers, bathrobe and toiletries. In addition to these utilities, you can also take a free bath on the train. This type of room will help you feel like you are in a clean, comfortable hotel. You can also admire the beautiful scenery through the large window on the train. In class 2, there are 4 types of rooms including: Sunrise Twin, Single Twin, Single and Solo. These rooms are suitable for 1 or 2 people. Although they are class 2, that doesn’t mean they’re any worse than first class. The 4 types of Grade B rooms all have secure doors and are secluded from the outside creating a private and convenient atmosphere. The last type of room is the Nobinobi sleeping area. This is a space like a dorm room, passengers sleep together on hard beds separated by small wooden walls, with windows to see the outside landscape. Nobinobi does not have a private bathroom, but passengers can purchase services to use the public bath within 6 minutes. On the Sunrise train there is also a tidy dining room, vending machine, smoking area … there is also a special train car with a private entrance for a wheelchair. In addition, every train car has a classic beauty and is extremely clean. Source: BS

In return for planned aid from the federal government in the Corona crisis at Deutsche Bahn, the board of directors should forego bonuses. This emerges from a decision of the budget committee of the Bundestag, which is available to the German press agency. According to the resolution, the Management Board of Deutsche Bahn AG will be asked to forego variable remuneration or comparable remuneration components, special payments, profit sharing or other separate remuneration in 2022 for the 2021 financial year. In view of the corona crisis, the group management board had not received any bonuses for the past year.

Help against bonuses

The federally owned Deutsche Bahn is dependent on federal financial aid, as the Corona crisis had caused a slump in passenger numbers. The result was a record loss of 5.7 billion euros in 2020. In order to cope with the loss, the federal government had already announced billions in aid. An increase in equity by five billion euros is planned. However, the payment is dependent on the approval of the EU Commission. It must ensure that the aid does not put competitors at a disadvantage. One of the requirements of the EU is said to have included the executive board’s waiver of bonuses, as the “Spiegel” reported.

Criticism from the union side

The discussion about the Executive Board bonuses for the current year was therefore held intensively. In January, the federal chairman of the Union of German Locomotive Drivers (GDL), Claus Weselsky, criticized the DB board of directors saying that “their own bonuses are obviously more important than the weal and woe of the railway system”. The DB board did not want to tighten their belts despite Corona, but demanded that from the direct staff, according to Weselsky. The Green budget politician Sven-Christian Kindler said: “There is no question that the board of directors cannot get bonuses in view of the billions in aid. Right so that the budget committee has clarified that again.”

Reform of the remuneration rules

Kindler also demanded that the bonus regulations for the rail board would have to be fundamentally revised and reduced for the time after Corona. In general, the federal government must ensure that the board of directors is remunerated with moderation and moderation. According to Kindler, it could not be that the variable remuneration, i.e. the bonus payments, was as high as the fixed salary in the last few years before Corona. The current freeze on bonuses is the ideal opportunity to reform the remuneration regulations for the railway management board.

Agreement with Brussels soon?

The negotiations between the German government and the EU Commission should be on the home straight. Significant progress has been made, reported the dpa news agency, citing government circles. The aim is to find an “industry solution” from which not only Deutsche Bahn but also the competition should benefit. The focus is on lowering train path prices, for example in rail freight transport. This is now stored in the planned supplementary federal budget for 2021. In return, when the federal government plans to increase equity for Deutsche Bahn, there should no longer be any competition requirements for the group. The aim is a “modular solution” totaling around five billion euros.

Photo: MRB Le Trung Hieu, Deputy Head of the Hanoi Urban Railway Project Management Board, said that the TBM apparatus is designed specifically for the project of urban railway No.3, section Nhon – Hanoi station. The machine is manufactured by Herrenkecht (Germany), has a length of more than 90 meters, weighs about 850 tons, enough to accommodate machine equipment and operating workers. The peach shield with a prominent red and yellow flag pattern, has a diameter of 6.58m, weighs 65 tons, including main parts such as cutting heads, rake blades, tilling tools and bucket teeth, etc. with geology of Hanoi.
Currently, 2 tunneling machines have completed the test and commissioning. Auxiliary works such as installation of air compressor station, water supply station, mortar mixing station, ventilation will be completed in the end of April.
In order to officially put into operation, the Hanoi Urban Railway Management Board has cooperated closely with the consultant, contractors and related parties to ensure the quality of tunneling machines and related work. assessment before construction.
Firstly, the TBM duo must be confirmed from the concerned parties that they have met the performance requirements including: Completed and complete installation; Integration with support systems is appropriate; Qualified critical process parameters; The functions of components and control systems work normally and are in accordance with requirements.
Through the pre-acceptance test at the site (SAT), the TBM machine has been checked the operation, parameters and measurement of the main components, including the equipment: digging shield, control room, material chamber , Conveyor, conveyor, drilling equipment, main drive, tunnel mounting kit, hydraulic system, lubrication system, plumbing system, gas system, safety system, electrical system, systems support system.

Second, special attention is paid to monitoring before, during and after construction. The Contractor has analyzed the affected area when designing to conduct a “buidings condition survey” (BCS) survey for all houses in the affected area. From the condom results, the Contractor has risk assessment analysis (BRA-buildings risk assesstment report) for buildings during construction. Photo: MRB Based on the BRA report, the contractor designs and installs monitoring equipment for buildings and ground, including: Monitoring settlement, inclination, fissure (if any), groundwater level … This will be installed prior to construction and will be monitored during construction for abnormal warning (if any).
In case of abnormal monitoring, the contractor will analyze the cause, assess the level of danger … and based on that result to have a plan for the construction to continue or stop to handle the problem. subject. This is a strict, closed process to ensure the most safety for the above and adjacent buildings.
Compared with conventional tunneling methods, TBM drilling method is said to minimize the impact of traffic, occupy less area or affect surrounding constructions. Because soil can be collected and transported after excavation, this method causes less dust, vibration and noise compared to other tunneling methods. This construction method is environmentally friendly. TBM (Tunnel Boring Machine) works on the principle of soil pressure balance. Behind the digging shield is arranged a closed partition. The soil from the excavated shield will fall into the space and create a pressure balance between the excavated soil and the unearthed soil, making the digging mirror stable and not landslides. The soil pressure in the balance chamber is monitored by sensors placed directly in it. After a short 1.5m excavation, the tunnel cover (which is assembled reinforced concrete slabs) is immediately constructed. Where the drill goes, the cover of the tunnel is assembled there to avoid landslide of the soil and rock above. According to the design, in ideal conditions, each day the machine will dig about 10m tunnels.
When put into operation, the TBM duo will start drilling from S9 station to S12 station – Hanoi station at the end of Tran Hung Dao street with a total length of 4km.

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.

Currently, 2 tunneling machines have completed the test and commissioning. Auxiliary works such as installation of air compressor station, water supply station, mortar mixing station, ventilation will be completed in the end of April.

In order to officially put into operation, the Hanoi Urban Railway Management Board has cooperated closely with the consultant, contractors and related parties to ensure the quality of tunneling machines and related work. assessment before construction.

It is known that, compared to conventional tunneling methods, TBM drilling method is said to minimize the impact of traffic, occupy less area or affect surrounding constructions. Because soil can be collected and transported after excavation, this method causes less dust, vibration and noise compared to other tunneling methods. This construction method is environmentally friendly.

Bisezhai is a small village on the side of the Yunnan-Vietnam Railway. It was originally named “Pu Xin”. It was named “Bisezhai” because a French official in Mengzi discovered the beauty of the mountains and the sea. As the main filming location of “Fang Hua” in Mengzi, Bise Village was transformed into a “military base” by the crew during the filming.

The second day I arrived in Jianshui, I planned to rush to Mengzi Bisezhai to shoot, just because it is a small French-style railway station that makes many people nostalgic, and another reason is the filming of the movie “Fanghua” Ground.

It is not easy to get to Mengzi. I took a taxi from Jianshui Ancient City to Jianshui Passenger Terminal, then took a bus to Mengzi Passenger Terminal, and then spent 60 yuan to Bisezhai. After spending half a day, I arrived in Bisei. It’s already noon in the village, and it has been raining heavily here. It is very inconvenient to shoot with an umbrella. The feeling on this day is really bad. If it weren’t for the love of this century-old railway station, how could there be such an impulse?

Bisezhai, the largest railway station of the Yunnan-Vietnam Railway for a hundred years, would never have imagined that after many years of silence, she will be famous for a Fanghua movie in her twilight years. It turns out that the transportation here is inconvenient and the people who come and go are mainly It is the residents who came to take the train nearby, and now it is a scenic spot not far from the highway. The tourists here are bustling and become a must-see attraction in Mengzi.

Bisezhai has one of the earliest railway stations in modern Chinese history. Trains can go north to Kunming through here, and go south to Vietnam directly. The Bisezhai Railway Station covers an area of ​​about 2 square kilometers and is still in operation. It is of great value for studying the history of the development of Yunnan-Vietnam Railway and China’s railway. The small mountain village of Bisezhai is an excellent place for many tourists and photographers.

The red clay tennis court built by the French back then is still very well preserved.

Yunnan-Vietnam Railway

At that time, the prosperity of Mengzi in Yunnan caused the powers to fight for the right to build roads in Yunnan, which was finally won by the French, and the Yunnan-Vietnam Railway was built in 1903.

This meter-gauge railway leads from Yunnan to the sea and is one of the earliest railways built in China. It has been polished by centuries of years and it has ceased operations, but the history carried on the train is like a wheel, imprinting the changes of an era on the continuous track.

The history of Bisezhai:

On April 13, the first year of Xuantong (1909), the Yunnan-Vietnam Railway was laid to Bisezhai and the Bisezhai station was built. The Yunnan-Vietnam Railway was opened to traffic in the second year of Xuantong (1910) and gradually flourished. It was originally a major station of the Yunnan section of the Yunnan-Vietnam Railway. In the 10th year of the Republic of China (1921), the Bisezhai Railway was opened to traffic, and Bisezhai became a reloading station. Import and export goods in southern Yunnan were transferred from Bisezhai and later became the terminal station of the Bishizhai Railway, the Yunnan-Vietnam Railway and the Bisezhai Railway. The dressing station is the earliest and once “prosperous” railway station built by imperialists invading China and our people fighting with the invaders.

At that time, Bisezhai was a large station and a special-class station on the Yunnan section of the Yunnan-Vietnam Railway. It was the hub of railway transportation in Yunnan at that time, and it was known as “Little Hong Kong”. Currently, Bisezhai Station is still playing a role as a small station on the Kunhe Railway Line.

Bisezhai Station is one of the earliest railway stations in my country, the first private railway in China, and one of the best-preserved inch-gauge railways in the world. It has important historical value for studying the history of Yunnan-Vietnam railway and the history of my country’s railway. At present, Bisezhai Station has been listed as a key cultural relic protection unit in Yunnan Province, and it has been well preserved so far. The cultural relics under its protection include the Yunnan-Vietnam Railway Station Building, the Bishi Railway Station Building, the Rail Machine Garage Station Building, the Brothers Hotel and the Datong Company.

Today, the Bisezhai area basically maintains its original appearance when it was opened to traffic in 1910. There are more than 30 historical buildings. The local residential styles are unique and have high protection and tourism development value. It is suitable for the construction of French leisure tourist attractions and railway cultural museums. Standing at the Bisezhai station, you can have a bird’s eye view of the Changqiao Sea Tourist Resort, with sparkling blue waves and a panoramic view of the station buildings.

The film “Fang Hua” was filmed at Mengzi Bise Village

With Feng Xiaogang’s “Fang Hua” surpassing 1.2 billion box office, Mengzi, an important location for the film, has gained widespread attention. In the past, Meng was famous for crossing bridge rice noodles, pomegranate and small grain coffee. Now we must count this small railway station, Bisezhai, which looks different from the “station” and has amazing time.

This is the filming location of the movie[Fanghua]. The mottled French architecture and old railroad tracks engrave its once indelible glory years. It is now the favorite location for photographers and painters to go to.

Designed by the French, the station here is full of French-Vietnamese style. Even now, you can still see French courtyards and Vietnamese-style houses next to the station.

With such a profound historical background, the Bisezhai Railway Station finally surfaced because of a movie and presented it to people in the form of red tourism.

There are several small shops that specialize in renting and selling military uniforms in the 1970s for tourists to take pictures. Visitors who come and go wear old-fashioned military uniforms to take pictures and relive the plot of Fanghua’s movies.

The two-story French building of the railway station is arranged as a historical exhibition hall, where you can see many precious photos and historical artifacts. In front of the building is a wooden slatted chair, a double-sided clock with “Paris” made in Paris hangs on the door, and the windows are wooden shutters. The two two-story western-style buildings on both sides of the railway are beautiful in design and construction, and the staggered railway lines in front of the building are beautiful objects captured by photographers.

Centennial Frangipani Tree

After touring the railway station, I walked along the railway for a while, feeling the vicissitudes of history of the Yunnan-Vietnam Railway, reminiscing about the plot of the movie Fanghua, taking a few photos in front of the historical sites, and visiting the Bisezhai railway station did not take a long time. There are not many places to visit, and the centuries of history here can only be recalled from the history books.

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./.

Jianshui is located 220 kilometers south of Kunming and is directly accessible by expressways. This small town in southern Yunnan existed in the Tang Dynasty, named Huili. By the Song Dynasty, he was quite famous. The first feeling that Jianshui gave me was that it was quiet and cultural. For someone who likes a deep cultural heritage and a rich history, Jianshui travel is your best choice. The picture shows the Huiqiao Station in Jianshui Township.

I originally planned to take a small train to Tuanshan, but later changed to a chartered car. I think it is more suitable for my travel plan to charter a car to follow me for a day. I have a car for 400 yuan a day in Jianshui and go to Shiping direction. Row. On the way to Jianshui, I found a small railway station with yellow mottled walls called Xianghuiqiao Railway Station. The picture shows the Xianghuiqiao Railway Station.

Xianghuiqiao Railway Station is the most famous meter-gauge railway in China, the Yunnan-Vietnam Railway built by the French in 1903-1910. The meter gauge railway has a gauge of only 1 meter and a speed of more than 30 kilometers per hour. In order to satisfy people’s nostalgic experience, it has now been developed into a tourist route.

From Lin’an to Tuanshan, it is a necessary route for self-driving tours. The lonely station has a sense of loneliness on the horizon. It is a place that can give birth to romance or cause sadness.

Meter gauge refers to a narrow gauge railway with a gauge of 1 meter. The most famous meter gauge railway is the Yunnan-Vietnam Railway built by the French more than 100 years ago. Today, only a few meter gauges are still in use. The ancient city of Jianshui in Yunnan has reopened a 13-kilometer-long meter-gauge train. The Jianshui retro sightseeing train not only connects historical scenic spots around Jianshui, but is also known as the “most beautiful meter-gauge train in China.”

The Jianshui Sightseeing Train is 13 kilometers in total, and Lin’an Station (starting station), Shuanglongqiao Station, Xianghuiqiao Station and Tuanshan Station (terminal station) are set up along the way. There are only two trips a day, departing at 9:00 in the morning and 14:30 in the afternoon. If you want to get on the small train during the holidays, you must purchase tickets in advance: the ticket price is 90 yuan per person.

Xianghuiqiao Station is the second stop on the journey of Jianshui Train. It is only 4 kilometers away from the Shiqikongqiao Station in the previous station. Xianghuiqiao Station is located in the north of Xinfang Village, Jianshui County, Honghe Prefecture. It was built in 1936. It covers an area of ​​more than 2,000 square meters and is named after it is located next to the famous Langqiao Village in Southern Yunnan.

Xianghuiqiao Station is a building with a history of nearly one hundred years. It is also the only station on the Bishi Railway and even the Yunnan-Vietnam Railway that combines Chinese and Western styles, while the other stations are all French-style buildings.

The main building of Xianghuiqiao Railway Station, the station building, is a single-eave modern building designed by combining the characteristics of different Chinese and French architectural styles. The station building is mainly composed of Chinese-style wooden structure with symmetrical layout. Some small wooden structures still use traditional Chinese architecture. For decoration, there are three wide wooden frames on each side to connect with the station building. The outer walls are unified to the yellow of the bishi railway station building at that time. The wall now is old and mottled, and has a sense of age. It is also the place where many tourists take pictures and take pictures the most.

Entering the station, the inside of the station is not very large, and the doors, windows and aisles inside the station are very small. This may be the reason why there were not many passengers at that time. But the interior decoration is very warm, with unique picture frames on the walls, floor lamps with long light poles, and retro old-fashioned gramophones, which makes people feel like they are back to the Republic of China era. But this is already a bit commercial, and now it has become a tea bar.

Behind the station is a large patio with a lot of flowers and plants on the side. The surrounding walls are a bit ragged, but many tourists like this kind of building with a sense of age. There is a row of tables and stools in the middle of the patio, and there are many flowers on the table. Tourists eat tea, drink coffee and take photos here.

This station is usually not crowded, only a few local elderly people chat and rest here. But every time the tourist train is calling into the station, the place immediately becomes lively. Various small merchants and hawkers immediately yell enthusiastically. Some carry small bamboo baskets with strawberries and other fruits, and some sell roasts. Insects and peanuts are emotional and enthusiastically peddled to tourists. As soon as the little train left, tranquility was restored here, leaving only a few locals who were not tourists.

The Xianghuiqiao Railway Station is not big, and usually it’s almost finished in half an hour, so the small train only stays here for half an hour. But this will also miss the scenery of the Xianghui Bridge just beside it. The Xianghui Bridge and the Xianghui Bridge Station are actually only a little way away, but because the small trains only stop here for half an hour, most of them Tourists dare not go far for fear that they will not be able to catch up with the bus, so many tourists do not go to the Xianghui Bridge to take a look. And we are traveling by car and are not bound by time. Such a good attraction will definitely not be missed.

Xianghui Bridge is located on the Lujiang River in Xinfang Village, Xizhuang Town, about 6 kilometers west of Jianshui City. Across the east and west banks of the Lujiang River, it covers an area of ​​700 square meters and is a bridge named after the imperial examination in history. Although the Xianghui Bridge is not as famous as the Shuanglong Bridge on the same river, it has its own characteristics.

The Xianghui Bridge is a three-hole stone arch bridge built in the 19th year of Jiaqing in the Qing Dynasty (1814). It is an ancient bridge with a history of nearly 200 years. The main bridge is 30 meters long, and the approach bridges at the east and west ends are 25.3 meters long. The length of the bridge corridor and the width of the bridge deck are both 7 meters. The bridge deck is completely covered by the main pavilion and the second pavilion named “Wenxing Pavilion”, which is the only wind and rain covered bridge in Jianshui area.

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.