The high-speed rail project (HSR) on the North-South axis is a key national project, and we face many challenges and difficulties in its implementation. This article focuses on the technical challenges.
Mastery and Independence in Technology
Vietnam lacks experience in constructing HSR and is still in the process of selecting the appropriate technology. Major countries currently operating HSR systems have mostly achieved technological independence, and international experience shows that they also took a long time to approach, absorb, and gradually stand on their own feet.
Technology is the golden key to the initial success of this project, as it encompasses various industries such as construction, metallurgy, precision mechanics, digital industry, signaling and control, locomotives, and carriages…
Therefore, technological independence is crucial for enhancing the capabilities of domestic experts and engineers in research, autonomous operation, and safe operation. It also enables them to progress towards self-repair, improvement, optimization, and maximizing the potential of the infrastructure. Only when we achieve true “independence” in technology will this project truly become a product of Vietnam.
It is worth noting that some HSR lines in other countries have not met expectations after being put into operation. For example, the HSR line connecting Seoul to Incheon International Airport in South Korea was closed just four years after its opening. Similarly, the line connecting Taipei to Kaohsiung has caused significant losses for Taiwan.
The competition from other transport modes, such as road and air transport, is considered a contributing factor to these outcomes.
Additionally, for the HSR to operate as envisioned, there must be a synchronized planning of infrastructure along the entire route, connecting with urban railways and other types of public transport. This will enable smooth and convenient travel for passengers at competitive costs. The urban chains along the route should also be planned with appropriate distances to ensure efficient operation.
The urban railway projects in Hanoi and Ho Chi Minh City, Vietnam, have provided new travel options for residents and have been well-received with enthusiasm and interest.
However, the management lessons from these projects are also significant and valuable. We can learn from them to avoid repeating the same mistakes in this grand HSR project, minimize investment increases, avoid debt traps, and ensure timely and synchronized implementation to meet the expected deadlines.
A Shinkansen train in Japan. Source: VNA |
High-Speed Rail Expert Network
To expedite the realization of the North-South HSR project and ensure its highest efficiency when operational, this article proposes several recommendations.
Firstly, a comprehensive planning of the Vietnamese HSR network is necessary. The HSR system should connect provinces and cities, integrating with urban railway systems and stretching along the North-South axis, alongside other transport corridors. Together, they will form a synchronized and comprehensive transport system for the nation.
However, our HSR system must also integrate with those of neighboring countries and reach out globally. A clear indication of our “international integration,” as stated in Resolution No. 59-NQ/TW, would be the ability for “Vietnamese trains” to run in other countries and vice versa.
Additionally, within the framework of cooperation on the “Two Corridors, One Belt” initiative and the “Belt and Road” initiative, connecting Vietnam’s transport infrastructure, including railways, with China should be considered when putting the system into operation.
It is worth noting that after the China-Europe railway started operating, trade activities and turnover between Vietnam and countries along this route, such as China, Russia, Central Asian countries, the Middle East, and the European Union, are expected to increase significantly.
This means that Vietnamese exports can reach further and faster globally, increasing our current trade turnover, enhancing globalization, and reducing dependence on a few major markets. Conversely, goods from around the world can also reach Vietnam more quickly, conveniently, and diversely.
Secondly, establish standards and norms for HSR construction. Vietnam has already developed some standards for HSR, mainly focusing on infrastructure and railway structures, such as the TCVN13342:2021 standard for high-speed railway design – line design parameters. However, HSR is a highly interdisciplinary and integrated system involving various fields such as mechanics, electricity, electronics, information signaling, and train control.
Therefore, establishing standards and norms for high-speed railways is essential and should be done early on, ensuring a balance between short-term and long-term goals and economic factors and national defense and security considerations. These standards will serve as the basis for technology and partner selection.
Developing this set of standards and norms is also crucial for demonstrating the autonomy and independence of domestic experts and engineers in technology development, transfer, and mastery, as emphasized in Resolution No. 57-NQ/TW.
Thirdly, establish a high-speed rail expert network. Recently, the VietNuc network, which gathers Vietnamese experts in nuclear energy overseas, has attracted a large number of Vietnamese with experience in this field.
Similar to the nuclear energy sector, Vietnam lacks experience in HSR. However, with the large number of international students over the years in developed and advanced countries, there are many Vietnamese who have been and are working in the HSR sector. This force, along with domestic experts and engineers, will play an important role in implementing the HSR project.
Therefore, when established and recognized by ministries such as the Ministry of Science and Technology or the Ministry of Construction, the HSR expert network will provide advice, critique, and contribute opinions to programs, policies, and projects related to HSR development based on scientific, objective, and constructive principles. This is especially important in the context of the rapid digital transformation and green transition, along with carbon credit reduction in HSR taking place in the European Union and worldwide.
The opinions of the HSR expert network will also serve as a reference for management, construction, knowledge sharing, and mutual learning. Moreover, the network can connect with foreign experts, reputable corporations, and companies worldwide willing to support technology transfer, human resource development, and capacity building for Vietnamese experts throughout the project’s phases: construction, operation, maintenance, and repair.
Fourthly, enhance the role of private corporations and enterprises. The participation of private corporations and enterprises in this project is essential, as they can contribute in various aspects such as infrastructure investment and development, technology provision, and commercial operation. Many private corporations in Vietnam have expressed their interest in participating in this project.
This demonstrates their willingness to shoulder the nation’s significant responsibilities and aligns with the spirit of Resolution No. 68-NQ/TW. Private enterprise involvement also promotes scientific and technological development, innovation, digital transformation, green transition, effective and sustainable business practices, and more.
We lack experience in implementing a grand national infrastructure project solely by entrusting it to a private corporation. In France, SNCF, the national railway company, is a state-owned enterprise entirely controlled by the state, although its subsidiaries have been restructured to comply with competition regulations within the European Union.
Similarly, the China Railway Group Corporation (CR) is a state-owned enterprise with 100% capital directly under the state, divided into subsidiaries for management. In Japan, after the Japan National Railways (JNR) was dissolved in 1987, HSR was privatized and operated by companies under the JR Group with a stringent legal framework and a strong sense of public responsibility.
In Vietnam, no private enterprise has experience in this field. Hence, while entrusting this project to private enterprises is the right direction, it requires strict legal frameworks, management mechanisms, and accountability. The state remains involved in directing and managing the project and should choose capable enterprises with the “three hearts and three scopes” principle: dedication, patriotism, enthusiasm, vision, and good judgment.
Additionally, the ability to forge international connections is a factor in evaluating an enterprise’s capacity, ensuring the completion of assigned tasks according to plan and with high quality, avoiding stagnation and cost overruns, in the spirit of “not fighting without a sure chance of winning.”
Finally, Resolution No. 66-NQ/TW provides a legal framework for innovating the construction and enforcement of laws to meet the country’s development requirements. It creates favorable conditions for developing the “five houses” model, comprising schools, research institutes, investors, businesses, and the state.
This ecosystem lays a solid foundation for scientific and technological development and mastering cutting-edge and breakthrough technologies in significant national projects, including the North-South HSR project.
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In Europe, France pioneered HSR with the operation of the TGV in the 1980s, reaching a maximum speed of 350 km/h and significantly reducing travel time between cities. Currently, the European Union boasts an extensive railway network, often referred to as the “circuit board of Europe,” offering easy connections and becoming the preferred choice for intra-European travel. In Asia, several countries have successfully developed HSR networks, notably Japan with its Shinkansen trains, which have achieved impressive maximum speeds. In China, the dream of HSR has become a reality thanks to specific policies and determined actions through the “Acceleration” campaign since 1997. Today, China boasts a comprehensive HSR network, has achieved technological independence, and is expanding globally, particularly in Southeast Asian countries. ASEAN countries are also racing to develop HSR. Indonesia inaugurated its first HSR line in 2023 with China’s support within the framework of the “Belt and Road” initiative. Thailand is constructing its HSR system, and Laos has a new railway system, although its speed is limited to under 200 km/h. These developments underscore the pivotal role that HSR has, does, and will continue to play in passenger and freight transportation in these countries. |
Assoc. Prof. Dr. Tran Le Hung
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