Why hasn't the high-speed railway project been divided into components at the pre-feasibility stage?

The division of component projects of the high-speed railway project is proposed to be implemented at the investment approval step instead of at the pre-feasibility step as has been done for many other important national transport projects.

Up to now, the investment policy for the high-speed railway project (HSR) on the North-South axis has been officially submitted to the National Assembly for consideration at the 8th session.

One of the notable points is that the division of project components to organize project implementation has not been done at the pre-feasibility step.

The North-South high-speed railway project is considered a complex technological and engineering project (Illustration photo).

Explaining this issue, the Ministry of Transport said that the North-South Expressway Project has a large length, and the research to divide the project into components is carried out based on the following principles: Ensuring the specificity of the system synchronization requirements, especially the signal information system, vehicles, and equipment; ensuring the selection of a technology for the entire route, facilitating technology transfer; speeding up the investment implementation progress.

Based on the above principles, the Consultant has studied two options.

In which, option 1 implements investment in the entire route, without separating the project into independent components, it is expected to divide the project into 6 components, including: 4 infrastructure components; 1 component of equipment, signal information, control center; 1 component of electromechanical, depot equipment, vehicles into 1 bidding package.

This option has the advantage of ensuring the unity and synchronization of the project from infrastructure to equipment and means, facilitating the reception and transfer of technology.

However, the disadvantage is that it requires mobilizing large human resources and machinery and equipment.

Option 2 is divided into 4 component projects, which are 4 sections: Hanoi - Vinh (about 281km long); Vinh - Da Nang (about 420km long); Da Nang - Nha Trang (about 480km long); Nha Trang - Ho Chi Minh City (about 360km long).

This option has the advantage of speeding up the progress of preparing, appraising and approving Feasibility Study Reports of component projects.

However, the disadvantage is that the integration of technology between complex component projects is difficult; technology transfer is not favorable and has many risks due to many contractors with different technical solutions.

Based on international experience, due to the specific nature of the railway sector with high requirements for integrating control and operation systems, the project component division plan needs to be based on the overall engineering design (FEED) to clearly define technical and technological standards.

Therefore, it is proposed to divide the project into components when approving the investment project.

Speaking with Giao Thong Newspaper, a representative of a consulting unit said that to ensure the utilization of domestic resources and create conditions for domestic enterprises to participate, the study of dividing the project into sections is an option that needs to be studied.

"With this plan, the authorities can determine the appropriate construction time. In the first phase, important sections can be started. After a short time, the remaining sections can be started, ensuring that the completion time of the entire route remains unchanged.

By doing so, the requirement to mobilize resources at the same time will not be large. Construction units will also have an advantage in developing plans to allocate resources and equipment in the sections that start construction first for projects that start construction later," said the representative of the consulting unit.

However, this representative also noted that the North-South Expressway Project is a project with complex technology and techniques, especially large investment resources, and is an unprecedented project, being implemented for the first time in Vietnam, so careful consideration and consideration of the project division plan at the project approval step is necessary.

According to the plan submitted to the National Assembly, the North-South expressway project has a total main line length of about 1,541km.

Starting point in Hanoi (Ngoc Hoi station). End point in Ho Chi Minh City (Thu Thiem station).

Regarding investment scale, the construction of a new high-speed railway on the North-South axis is a double-track, 1,435mm gauge, electrified, designed speed of 350km/h, load capacity of 22.5 tons/axle.

It is proposed to arrange 23 passenger stations and 5 freight stations along the entire route, meeting the function of passenger transport, meeting dual-use requirements for national defense and security, and being able to transport freight when necessary.

The project is proposed to use 3 main types of structures on the route, including: bridge structures of about 60% of the route length, applied in cases where the route passes through urban areas, densely populated areas, across rivers, weak soil and intersections with other works (existing railways, roads...).

Tunnel structure is about 10% of the route length, applied when the route passes through high mountainous areas.

The ground structure is about 30% of the route length, applied when the route passes through sparsely populated areas, does not intersect with other structures, is less affected by floods, earthquakes, and has stable geological conditions.

Source: https://www.baogiaothong.vn/vi-sao-chua-phan-chia-du-an-thanh-phan-duong-sat-toc-do-cao-o-buoc-tien-kha-thi-192241117160452114.htm