Creating a breakthrough in Da Nang from urban railway infrastructure

On October 24, the People's Committee of Da Nang City organized a workshop "Building the urban railway system in Da Nang - Vision, challenges and sustainable solutions".

The event gathered domestic and foreign scientists , experts, consultants and managers to shape the development strategy of the public transport network for Da Nang city. Photo: XUAN QUYNH

Infrastructure breakthrough

With the rapid development and the reorganization of administrative units, Da Nang City is under increasing pressure from traffic connections, pollution and the travel needs of residents and tourists. Therefore, Da Nang needs a breakthrough in infrastructure to maintain growth momentum and improve the quality of life.

At the workshop, Mr. Le Quang Nam, Vice Chairman of the People's Committee of Da Nang City affirmed that the most strategic solution is to build a modern, efficient and sustainable urban railway system.

"This is not just a transport project but a visionary project, demonstrating the aspiration to bring Da Nang to regional stature, connecting functional areas, promoting economic growth and creating a greener, cleaner and more beautiful living environment for future generations," said Mr. Le Quang Nam, Vice Chairman of the Da Nang People's Committee.

Mr. Le Quang Nam, Vice Chairman of Da Nang City People's Committee opened the workshop. Photo: XUAN QUYNH

According to the plan, the urban railway network of Da Nang includes 16 routes with a total length of nearly 300km, connecting areas from Lien Chieu - seaport - free trade zone, Da Nang international airport, city center, industrial parks, to Hoi An, Tam Ky and Chu Lai airport. In which, the two priority routes for research are the route connecting Da Nang International Airport - Hoi An - Tam Ky - Chu Lai and the route connecting the high-speed railway station to the Central urban railway station; expected to be completed in 2030.

According to Mr. Luong Thach Vy, Deputy Director of the Department of Construction of Da Nang City, investing in a system of nearly 300km of urban railway requires huge resources. The city plans to mobilize capital from many sources: public investment, ODA and PPP. In addition, the areas around the station will be developed according to the TOD model - public transport-oriented urban area, both creating a source of passengers and forming land funds and revenue for infrastructure reinvestment.

Golden time for Da Nang

According to Mr. Nguyen Cao Minh, Head of the Hanoi Urban Railway Management Board, urban railway is the "backbone of public transport", but the investment, construction and operation process is very complicated, requiring careful preparation in terms of institutions, planning, technology and human resources.

Mr. Nguyen Cao Minh, Head of Hanoi Urban Railway Management Board informed. Photo: XUAN QUYNH

“A 20km metro line can be built in 5 years, but the testing and system calibration phase alone takes 12 months. All components must be perfectly integrated to ensure continuous and safe operation,” Mr. Minh gave an example.

According to Mr. Minh, the big lesson learned from Hanoi is to unify planning from the beginning, linking metro infrastructure with urban development, housing and other public transport means. The TOD (Transit-Oriented Development) model is considered an inevitable direction to mobilize social resources, combine urban development - trade - services around stations, create added value for land and reinvest in public transport infrastructure.

“Da Nang is at a golden time to build urban railways. If we delay, when people are too familiar with personal transport, changing their behavior will be very difficult. This is an opportunity for the city to break through, change its appearance and form a modern traffic culture,” Mr. Minh emphasized.

Dr. Nguyen Quoc Hien, Deputy Head of the Ho Chi Minh City Urban Railway Management Board shared. Photo: XUAN QUYNH

Meanwhile, according to Dr. Nguyen Quoc Hien, Deputy Head of the HCMC Urban Railway Management Board, after more than 12 years of implementation and many months of operation, HCMC has obtained a "real data warehouse" on planning, engineering, technology and operation of the urban railway system. HCMC is currently planning 1,000km of urban railway, including 27 routes, after reviewing and expanding the scope of connection. This is just a summary figure, the unit is implementing a master bid package to review and adjust to suit the reality of regional development.

Dr. Nguyen Quoc Hien also suggested that Da Nang should prioritize routes related to tourism and connecting goods from seaports to Chu Lai and Dien Nam - Dien Ngoc industrial parks, because when transportation is efficient, tourism and industry both benefit.

“The biggest lesson for Ho Chi Minh City is to think about operations right from the beginning of planning, so that the metro is truly convenient, effective and chosen by the people,” Dr. Hien emphasized.

From the practice of Metro Line 1, Dr. Nguyen Quoc Hien shared 6 more core groups of experiences:

First of all, site clearance and technical infrastructure relocation must be carried out early, because delay will result in great losses in time and cost.

Second, technical standards, train types and operating speeds need to be determined right from the planning stage to ensure compatibility, while creating conditions for domestic enterprises to participate and move towards localization of the railway industry.

Legally, he believes that metro projects can only be successful when the legal framework is clear and the hierarchy is strong enough. The obstacles that have delayed Metro Line 1 are largely due to complicated ODA procedures; but with Resolution 188 of the National Assembly and new decrees, the mechanism has been significantly removed, allowing localities to be more proactive in approval, adjustment and disbursement.

Dr. Nguyen Quoc Hien also emphasized the importance of overall consulting and project coordination capacity, because the metro is a complex interdisciplinary system, and a lack of consensus among contractors will lead to delays. In particular, preparations for the operational phase must be calculated from the beginning, including establishing an operating unit, training personnel, and connecting the metro with buses, parking lots, pedestrian bridges, residential areas, university areas, and high-tech zones.

XUAN QUYNH

Source: https://www.sggp.org.vn/kien-tao-da-nang-dot-pha-tu-ha-tang-duong-sat-do-thi-post819720.html