The 'golden key' to building the North-South high-speed railway.

The North-South high-speed railway project is a key national project that presents many difficulties and challenges for implementation. This article focuses on the technical challenges.

Mastering and being independent in technology.

Vietnam lacks experience in high-speed rail construction and is still in the process of selecting technology. Most major countries currently operating high-speed rail systems have achieved technological self-reliance, and international experience shows that they also spent a considerable amount of time learning, adapting, and gradually establishing themselves independently.

Technology is the golden key to the initial success of this project, as it is a synthesis of many industries such as construction, metallurgy, precision engineering, digital technology, signaling and control, locomotives and rolling stock, etc.

Therefore, technological self-reliance is key to helping domestic experts and engineers improve their capabilities, research skills, and ability to operate and maintain infrastructure safely, ultimately leading to self-repair, improvement, enhancement, and optimization of infrastructure exploitation. Only when we are truly "independent" in technology will this project be a product of Vietnamese people.

It should be noted that there are also high-speed rail lines in some countries around the world that have not met expectations after being put into operation. For example, the high-speed rail line connecting Seoul to Incheon International Airport in South Korea closed after only 4 years of operation. Similarly, the line connecting Taipei and Kaohsiung also resulted in significant losses for Taiwan (China).

The reason is believed to be due to competition from other forms of transportation such as road and air.

Furthermore, for the high-speed rail system to operate as expected, it requires a comprehensively planned infrastructure system along the entire route, connecting with urban rail and other forms of public transportation, enabling people to travel easily, conveniently, and at competitive costs. The urban areas along the route also need to be planned with appropriate distances to ensure efficient operation.

Urban railway projects in Vietnam, once operational, have created new transportation options for people in Hanoi and Ho Chi Minh City, and have been welcomed with enthusiasm and delight.

However, the management lessons from these projects are also valuable lessons and experiences that we can learn from, avoiding repetition in the large-scale high-speed rail project, limiting investment cost overruns, preventing "debt traps," and mitigating delays and lack of coordination in implementation that lead to the project finishing later than planned.

A Japanese Shinkansen train. Photo: VNA

High-speed rail expert network

To ensure the North-South high-speed rail project is implemented as quickly and effectively as possible once operational, this article proposes several recommendations.

Firstly, the master plan for Vietnam's high-speed rail network.

The high-speed rail system connects provinces and cities, links the urban railway system, and stretches along the North-South axis, along with other transport corridors, to form a synchronized and complete transportation system for the nation.

However, our high-speed rail system needs to integrate and connect with countries in the region and reach international standards. That is, the question of how to enable "Vietnamese trains" to run in other countries and vice versa will be one of the clearest examples of "international integration" in the new context, as outlined in Resolution No. 59-NQ/TW.

Furthermore, within the framework of the "two corridors, one belt" cooperation and the "Belt and Road" initiative, connecting Vietnam's railway infrastructure with China is also a factor that needs to be considered when putting it into operation.

It should also be noted that after the China-Europe railway line becomes operational, trade activities, turnover, and commerce between Vietnam and China, Russia, Central Asia, the Middle East, and the European Union are expected to increase significantly.

This means that Vietnamese export goods can reach further and faster into the world, increasing Vietnam's current trade turnover, enhancing globalization, and reducing dependence on a few large markets as is currently the case. Conversely, goods from around the world will also reach Vietnam more quickly, conveniently, and in greater variety.

Secondly, develop a set of standards for high-speed rail construction.

Currently, Vietnam possesses several standards for high-speed rail, but these mainly focus on infrastructure and railway structures, such as TCVN13342:2021 on high-speed rail design – track design parameters. However, high-speed rail systems are highly interdisciplinary and integrated, involving various specialized fields such as mechanical engineering, electrical engineering, electronics, signaling and communication, and train control.

Therefore, establishing standards and regulations for high-speed rail is crucial and needs to be done early. It must ensure a balance between short-term and long-term goals, between economic factors and national security, thereby providing a basis for selecting technology and partners.

Developing a set of regulations and standards is also an important reference document, demonstrating the technological autonomy and independence of domestic experts and engineers in the development, transfer, and mastery of science and technology, in line with the spirit of Resolution No. 57-NQ/TW.

Third, establish a network of high-speed rail experts.

Recently, the Network of Vietnamese Nuclear Energy Experts Abroad (VietNuc) was launched, attracting and bringing together a large number of Vietnamese people with experience in this field.

Similarly to nuclear power, Vietnam currently lacks a high-speed rail system. However, thanks to the large number of Vietnamese students who have studied abroad in developed and advanced countries over the years, many Vietnamese are now working in the high-speed rail field. This workforce, along with domestic experts and engineers, will play a crucial role in the implementation of high-speed rail projects.

Therefore, the network of high-speed rail experts, once established and recognized by ministries such as the Ministry of Science and Technology or the Ministry of Construction, will participate in advising, reviewing, and contributing opinions to high-speed rail development programs, policies, and projects in a scientific, objective, and constructive spirit. This is especially important in the context of the rapid and strong digital transformation, green transformation, and carbon credit reduction in high-speed rail taking place in European Union countries and around the world.

Opinions from the high-speed rail expert network also serve as a reference channel for management, construction, knowledge sharing, and mutual learning. Furthermore, the network connects with foreign experts, corporations, and reputable companies worldwide who are ready to support, transfer technology, build teams, and train the capacity of domestic experts in various project processes: construction, operation, and maintenance.

Fourth, enhance the role of corporations and private enterprises.

The participation of domestic private corporations and enterprises is essential in this project, given their contributing roles in many aspects such as: investment and infrastructure development, provision of technological equipment, operation and commercial exploitation. Many private corporations in Vietnam have also expressed interest in participating in the project.

This demonstrates that private enterprises are ready to shoulder the great responsibilities of the nation and country, in line with the spirit of Resolution No. 68-NQ/TW. The participation of private enterprises also promotes the development of science and technology, innovation, digital transformation, green transformation, and efficient and sustainable business.

We lack experience in implementing a massive national infrastructure project and entrusting its entire management to a private corporation.

In France, the French railway group SNCF 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 National Railway Group (CR) is a state-owned enterprise with 100% state ownership and is divided into subsidiaries for management.

In Japan, following the dissolution of Japan National Railways (JNR) in 1987, the current high-speed rail system is privatized and operated by a company belonging to the JR Group, with a strict legal framework and a very high level of public responsibility.

In our country, no private enterprise has experience in this field. Therefore, entrusting it to private enterprises is the right direction, coupled with strict legal frameworks, mechanisms, sanctions, and high accountability, as well as good management capabilities.

The State will continue to participate in, direct, and manage, and needs to select enterprises with good capabilities, following the principle of "three hearts and three visions," specifically: a willingness to contribute, dedication to the country, commitment to making contributions, and a long-term vision, large scale, and good oversight.

Furthermore, the ability to collaborate internationally is also a factor in assessing a company's capacity, ensuring that assigned tasks are completed on schedule, with high quality, without getting bogged down or exceeding budget, based on the principle of "don't take a gamble if you're not sure of winning."

Finally, Resolution No. 66-NQ/TW provides the legal framework for reforming the work of lawmaking and enforcement to meet the requirements of national development, creating great conditions for the development of the five-house model, including: schools - researchers - investors - businesses and the state.

The ecosystem of the five key players lays a solid foundation for the development of science and technology, self-reliance in high technologies, breakthroughs in development, and creates major advances and leaps forward for key national projects, including the North-South high-speed railway project.

In Europe, France is a pioneer in this field of high-speed rail, having operated the TGV trains in the 1980s, reaching a maximum speed of 350 km/h and significantly reducing travel time between cities.

Currently, countries in the European Union have an extensive railway network, often described as the "lifeline of Europe," providing easy connectivity and transportation, and serving as the primary mode of travel for many citizens.

In Asia, many countries have developed high-speed rail networks and achieved considerable success, with the maximum speed of high-speed trains steadily increasing, such as the Shinkansen (Japan).

In China, the dream of a high-speed rail network has been realized thanks to specific policies and decisive actions through the "Acceleration" campaign since 1997. To date, China has a widespread high-speed rail network, is self-sufficient in technology, and is gradually expanding globally, especially in Southeast Asian countries.

ASEAN countries are also racing to develop high-speed rail. Indonesia launched its first high-speed rail line in 2023 with support from China under the "Belt and Road" initiative.

Thailand has also been building its own high-speed rail system. Laos has a new railway system, although the speed is still limited to under 200 km/h, it has somewhat changed the face of transportation in the country.

This shows that high-speed rail has played, is playing, and will always play a leading role in the form of transportation for goods and passengers in countries around the world.

* The author, Associate Professor Dr. Tran Le Hung, is currently working at Gustave Eiffel University, France.

Vietnamnet.vn

Source: https://vietnamnet.vn/chia-khoa-vang-de-du-an-duong-sat-cao-toc-bac-nam-thanh-cong-2407119.html