New findings of the doctoral thesis of PhD students Do Duc Tu
11/07/2012 16:02
MINISTRY OF PLANNING AND INVESTMENT
DEVELOPMENT STRATEGY INSTITUTE
______________________________________________
NEW CONCLUSIONS OF THE DOCTOR THESIS
Name of the doctor thesis: “Developing transport infrastructure in the
Research field: Economics of Development Code: 62 31 01 05
Research student: Do Duc Tu
Scientific advisors: - Professor, Doctor of science Nguyen Quang Thai
- Doctor Nguyen Quang Vinh
The thesis is a scientific work of 180 pages excluding the annexes, which is seriously and elaborately researched and having new conclusions as follow:
- The thesis has summarized existing concepts about infrastructure and made a new concept about infrastructure. Base on this, the thesis has clarified what is transport infrastructure and its components; relationship between transport infrastructure and transportation organisation; relationship between transport infrastructure and other socio-economic infrastructure; characteristics of transport infrastructure; and the role of transport infrastructure in socio-economic development. The thesis also clarified what is transport infrastructure development in the direction of modernisation; principles in transport infrastructure development such as development of transport infrastructure must be synchronized, one step ahead and with long-term vision. The thesis has given a set of indicators and criteria reflecting modernity and synchronization of transport infrastructure.
- The thesis has summarized experiences of some advanced countries in the world in developing transport infrastructure and drawn lessons for
- The thesis has set up forecasts about demands of passenger and cargo transportation in the Red River Delta region, base on the correlation between economic growth rate and transportation demand growth rate.
- The thesis has proposed a set of development view-points for transport infrastructure in general and transport infrastructure in the Red River Delta region in particular; presented targets and directions to developing transport infrastructure of the Red River Delta region until 2030 in the direction of modernisation.
- The thesis has proposed solutions of breakthrough in mobilizing financial resources for transport infrastructure development; given solutions to raise quality, efficiency in transport infrastructure investment...
- The thesis has proposed recommendations to State authorities to further attract non-budget resources to develop transport infrastructure; to raise quality and efficiency in transport infrastructure investment; to settle traffic congestion in HÃ Ná»™i...
Confirmed by scientific advisors Research student
Do Duc Tu
======================
MINISTRY OF EDUCATION AND TRAINING MINISTRY OF PLANNING AND INVESTMENT
DEVELOPMENT STRATEGY INSTITUTE
______________________________________
DO DUC TU
DEVELOPING TRANSPORT INFRASTRUCTURE
IN THE
IN THE DIRECTION OF MODERNISATION
Research field: Economics of Development
Code: 62 31 01 05
ABSTRACT OF ECONOMIC DOCTOR THESIS
======================
THIS WORK HAS BEEN COMPLETED ATTHE DEVELOPMENT STRATEGY INSTITUTE, MINISTRY OF PLANNING AND INVESTMENT
Scientific advisors:
1. Professor, Doctor of Science Nguyen Quang Thai
2. Doctor Nguyen Quang Vinh
Reviewer 1: Professor, Doctor of Science Nghiem Van Dinh
Reviewer 2: Associate Professor, Doctor Ngo Thang Loi
Reviewer 3: Doctor Ly Huy Tuan
This doctor thesis will be defended before the council of marking doctor thesis of institute level, which is gathered in the Development Strategy Institute, Ministry of Planning and Investment
At........ hour, date, month, 2012
It is able to study this doctor thesis at:
- The National Library of
- The Development Strategy Institute
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FOREWORD
1. Necessity of the thesis subject
The Red River Delta region (RRDR) - one of the two biggest economic center of the country, is convergence place of many important road and railway trunks, is port for air and sea transportation of the whole Northern of Vietnam. Although, transport infrastructure of the region has been invested and upgraded,
however remains backward, lack of synchronism and does not satisfy need of socio-economic development. That situation request soon investment to upgrade and modernise transport infrastructure of the region.
However, in the past year, the issue of transport infrastructure development of the RRDR just be mentioned in very limited extent by a few projects in strategies or master plans of transport sector or provinces in the region. None of overall plan for development of the RRDR's transport infrastructure have been made. Beside, until now, there is none of scientific work research on issue of transport infrastructure development toward modernisation; at the same time, there is none of scientific research on the status and the development directions of transport infrastructure of the RRDR until 2030.
Deeply aware both theoretically and practically of the necessity of the research on transport infrastructure and developing transport infrastructure toward modernization, author has chosen the subject: “Developing transport infrastructure in the Red River Delta region until 2030 in the direction of modernisation" as doctor thesis subject.
2. Purpose and signification of the thesis
a) Purpose of the thesis
Building theoretical foundation about infrastructure in general, transport infrastructure in particular and the issue of developing transport infrastructure in the direction of modernisation; base on this, assessing development status of transport infrastructure in the RRDR, giving directions and solutions to develop
transport infrastructure of this region until 2030 in the direction of modernisation.
b) Signification of the thesis
- The thesis will contribute to the clarification of general theory about infrastructure, infrastructure development, especially the issue of developing transport infrastructure in the direction of modernisation, thereby serving the research and teaching.
- The thesis will be reference document for the management of transport infrastructure investment in the RRDR and in the whole country as well.
3. Scope and object of the thesis research
a) Scope of research
- Some issues of general theory about infrastructure, infrastructure development and developing transport infrastructure toward modernisation.
- Status and development directions for the RRDR's transport infrastructure, which mainly focus on national transport infrastructure and transport infrastructure of the Capital city of
- Scope of time: The thesis studies the status of the RRDR's transport infrastructure mainly in period since the launch of the Country's Renovation (Doi Moi) so far; and proposes development directions for the RRDR's transport infrastructure until 2030.
b) Object of research
Object of the thesis research is some issues of general theory of infrastructure, theoretical issue of transport infrastructure development toward modernisation; status and development directions for the RRDR's transport infrastructure until 2030.
4. Methodology
In process of completing the thesis, author has applied research methods like method of statistical analysis, method of forecasting by extrapolating trends, method of comparison, method of map; method of expert.
5. Main and new contributions of the thesis
- The thesis has clarified awareness and concepts about infrastructure, infrastructure development toward modernisation; made a list of indicators and criteria reflecting modernity and synchronization of transport infrastructure.
- The thesis is the first scientific work analyzing, assessing successfully the RRDR's transport infrastructure in the direction of modernisation; has made accurate comments which are reference for policy makers in the sector of transport infrastructure in our country.
- The thesis has proposed a set of development view-points for transport infrastructure in general; directions to developing transport infrastructure in the RRDR until 2030 in the direction of modernisation and solutions to realize these directions.
6. Introduction of the thesis layout
The thesis is structured into 3 chapters, excluding the foreword, the conclusion and the annexes. The detail is:
- Chapter I: Theoretical and practical issues about transport infrastructure development in the direction of modernisation.
- Chapter II: Development status of transport infrastructure in the
- Chapter III: Directions and solutions to develop transport infrastructure in the Red River Delta region until 2030 in the direction of modernisation.
CHAPTER I
THEORETICAL AND PRACTICAL ISSUES ABOUT TRANSPORT INFRASTRUCTURE DEVELOPMENT IN THE DIRECTION OF MODERNISATION
1.1 Some theoretical issues about infrastructure and transport infrastructure
1.1.1 Some theoretical issues about infrastructure
1.1.1.1 Concept about infrastructure
a) Term of infrastructure
The term of infrastructure origins from the French, after that imported into the
The term of infrastructure is written in both English and French as "infrastructure". This word is a combination of the Latin prefix "infra" and "structura" [56]. Infra means foundation, the foundation, the section below or "hạ tầng" in Vietnamese. Structura means the structure, structures or “kết cấu" in Vietnamese. So, infrastructure is translated into Vietnamese as "kết cấu hạ tầng".
b) Concept about infrastructure
In the society, there are many kind of facilities, but only essential and foundation facilities such as roads, bridges, airports, ports, power supply system, water supply system... serving common interests of society, being preconditions for the development of economy and society, are considered as infrastructure. Other kinds of facilities built for purpose of individual use or do not serving interests of mass of people such as houses, restaurants, hotels... are not considered as infrastructure.
Infrastructure is specific technical works and attached to them are rules or specific operation mechanisms. These rules or mechanism will ensure this work operates effectively.
From the above analysis, author think that: Infrastructure is overall of material and technical facilities of foundation that ensure the development of economy and society and daily life of the people, including transport works, power supply system, water supply system, drainage and wastewater treatment system, telecommunication system, healthcare and education institutions, basis of public recreation... and attached to them are specific rules and operation mechanisms.
1.1.1.2 Kinds of infrastructure
Follow opinions of the author, there are many kinds of infrastructure in the economy. The classification of infrastructure is to help the society to easily identify and easily distinguish between different types of infrastructure; at the same time, to help managers could manage better infrastructure investment
activities. With that opinion, author thinks that we could classify infrastructure in the following way: Classification by field or sector; classification by economic or social characteristics of the infrastructure work; classification by management level.
1.1.2 Some theoretical issues about transport infrastructure
1.1.2.1 What is transport infrastructure?
In daily life, people always have needs to move and transport goods from one place to another. To travel and transport goods easily and quickly, the mankind has constantly created transport vehicles from simple to modern and complex such as bicycle, motorcycle, automobile, train, ship, aircraft...
Along with the creation of new transport vehicle, the mankind constructs works like roads, bridges, terminals, ports, airport... for these vehicles can move, pick up passengers and handle cargo conveniently and safely. These works are transport infrastructure.
So, we can conclude that: Transport infrastructure is material and technical facilities of foundation such as roads, bridges, airports, ports... constructed by the man to ensure the movements, passenger pick-up, cargo handling of transport vehicles take place quickly, easily and safely.
1.1.2.2 Kinds of transport infrastructure
Transport vehicles that the man uses popularly today are automobiles, trains, aircrafts, ships, boats... Each vehicle uses a specific transport infrastructure. So, transport infrastructure has 5 main kinds, which are infrastructure of road traffic, infrastructure of railway transport, infrastructure of air traffic, infrastructure of maritime traffic and infrastructure of river traffic.
1.1.2.3 Transport infrastructure and transportation organisation
Among all types of transport infrastructure, roads are complementary works for other kinds of transport infrastructure like railways, aviation, maritime, inland waterway. Road network connecting seaports, airports, river ports and terminals, railway terminals form a smooth and uninterrupted traffic system.
Airports, seaports are gates, clues of passenger and cargo transport of each country or region. The organisation of traffic to these traffic hubs is very complicated; requiring a combination of transport modes like road transport, railway transport and river transport.
1.1.2.4 Transport infrastructure in relationship with other infrastructure
In the system of socio-economic infrastructure, transport infrastructure is a principal and very important component. Transport infrastructure appears everywhere and has relationship along with other types of infrastructure such as power supply system, water supply system, drainage system, telecommunication system...
1.1.2.5 Some characteristics of transport infrastructure
a) Transport infrastructure is public property
Transport infrastructure is common product of the whole society, constructed to serve interests of all society. Governments of countries in the world are normally responsible for investments in transport infrastructure by state budget. Transport infrastructure works therefore are common property of
all people. In reality, there are few transport infrastructure works invested by private sector. However, after a time of collecting fees, these works will be also transferred to the Government.
b) Transport infrastructure having systematic characteristic.
The most basic feature of transport infrastructure is systematic. Transport infrastructure works do not exist or operate separately. They complement and tie together into a system. So, when saying about transport infrastructure, we call transport infrastructure system.
1.1.2.6 Role of transport infrastructure for socio-economic development
a) Role of transport infrastructure for economic development
* Role of transport infrastructure for economic growth
Transport infrastructure is preconditions for economic growth. Transport infrastructure developed will create favourable conditions for cargo flows circulating quickly and smoothly. This will promote business, production and economic growth.
On the other hand, spending for transport infrastructure investments have direct effects to economic growth. J.M. Keynes [33] had generalized these effects in the model of multiplier. Production increased by investment in transport infrastructure is calculated by the following formula:
1
Q = ---------------- x I
1 - MPC
In which: Q is the production increased by spending for investment; I is the amount of money spent for investment; MPC is the marginal consumption trend.
* Role of transport infrastructure in economic restructuring and production disposition
To save transportation cost, investors only choose places where traffic conditions are favourable to establish their enterprises. Therefore, transport infrastructure of a region developed will attract investors to come to this region. New investments will create new economic sectors for this region. The
economic restructuring so will take place.
* Role of transport infrastructure in enhancing the competitiveness of the economy
Competitiveness of the economy directly relates to two factors which are product cost and investment environment. Transport infrastructure developed will be condition for lowering the product cost due to transportation cost reduced and improve investment environment. So, the development of transport infrastructure will enhance the competitiveness of the economy.
a) Role of transport infrastructure for social development
*Transport infrastructure development contributes to improve people's quality life
Transport infrastructure development will stimulate economic growth; improve revenue and people's living standard. Therefore, people will have conditions to enjoy higher material, cultural and spiritual conditions.
* Transport infrastructure developed and its impacts to population disposition
When a new road launched, living conditions and business conditions of people living in areas along two sides of the road are improved. People from other places will move to these areas, because they will have better living conditions and opportunities to earn money easier.
1.2 Some theoretical issues about transport infrastructure development in the direction of modernisation
1.2.1 What is transport infrastructure development in the direction of modernisation?
The concept "modern" that the process of transport infrastructure development must be directed is the modernity of science and technology. This modernity is peaks of contemporary science and technology. Developing transport infrastructure in the direction of modernisation is the application of modern science and technology achievements to design, construct and operate transport infrastructure works, by this way approaching the world level.
1.2.2 Principles in transport infrastructure development
1.2.2 Development of transport infrastructure must be synchronized
Transport infrastructure is a smooth and uninterrupted system. So, development of transport infrastructure must be synchronized in terms of technical and technological standard, construction time and building space.
1.2.2.2 Development of transport infrastructure must be one step ahead
Development of transport infrastructure must be one step ahead, meaning that transport infrastructure works must be constructed one step ahead in terms of time, become preconditions for investments in production and business.
1.2.2.3 Development of transport infrastructure with long-term vision
Investment in transport infrastructure is always expensive and affects in many aspects to people's life. So, to avoid wasting resources due to repair or rebuild after, we must construct transport infrastructure with long-term vision.
1.2.3 Set of indicators and criteria reflecting modernity and synchronization of transport infrastructure
1.2.3.1 Set of indicators and criteria reflecting modernity of transport infrastructure
1) Rate of expressway
Expressway is the symbol of modernity of road traffic infrastructure. So, we use rate of expressway to reflect the modernity of road traffic infrastructure.
Lct
Rct = ------------- x 100 (%)
Ldb
In which: Rct is rate of expressways; Lct is total length of expressways; Ldb is total length of all kinds of road (excluding rural roads and alleyways).
2) Vehicle speeds allowed
Vehicle speeds allowed in each country are regulated by the road management agency of this country. Vehicle speeds allowed of each road are determined on the basis of quality and technical standards of this road. So, vehicle speeds allowed are general indicator reflecting faithfully the modernity of road traffic infrastructure. Vehicle speeds allowed are calculated by km/h.
3) Grade of road
Road has two types of urban road and non-urban road. Urban road is classified as urban expressway, main street, collection street and internal street. Non-urban road is classified as expressway, road of grade I, road of grade II, road of grade III... Each kind of road has specific design standards and permits vehicles run at different speed. So, grade of road reflects the modernity of road
transport infrastructure.
4) Application level of intelligent transport system
Intelligent transport system - ITS is a system applying high-tech in electronics, informatics and telecommunication to operate and control transportation activities. So, application level of ITS is a criteria reflecting the modernity of road transport infrastructure.
5) Rate of high-speed railway
High-speed railway is the most modern railway technology in the world, today. Rate of high-speed railway is a measure reflecting the modernity of railway system of a country.
Lsct
Rsct = ------------- x 100 (%)
Lds
In which: Rsct is rate of high-speed railway; Lsct is total length of high-speed railways; Lds is total length of all kinds of railway.
6) Rate of electrified railway
Railway electrified is presently modern railway technology widely applied around the world. So, the rate of electrified railway also reflects modernity of railway transport infrastructure.
Lsdkh
Rsdkh = ------------- x 100 (%)
Lds
In which: Rsdkh is rate of electrified railway; Lsdkh is total length of electrified railways; Lds is total length of all kinds of railway.
7) Actual speed of train
A train cannot run at high speed or very high speed if railway transport infrastructure is not modern and do not meet safety standards. So, the actual speed of train on the railway is indicator reflect the modernity of railway transport infrastructure.
8) Grade of airport
The International Civil Aviation Organisation (ICAO) has classified airports into grades from high to low as follow: 4F, 4E, 4D, 4C, 3C, 3B, 2B, 2A and 1A. Each grade corresponds to a capacity to receive at maximum a kind of aircraft. Grade 4F is the highest grade, able to receive the most modern and biggest aircraft in the world - A380-800.
9) Ranking of airport
Airports normally are equipped modern specialized equipments with increasing automation rate and the disparity between airports in automation level in reality is not so much. Therefore, SKYTRAX - a worldwide reputable rating firm has given an airport star ranking method from 1 to 5 stars [54].
Airport having better general assessment will be ranked at higher star ranking.
10) Biggest vessel port can received
Only big and modern port can receive big vessels. So, the biggest vessel that a port can receive is one of indicator reflecting the modernity of port. The tonnage of vessel is measured by DWT (tons).
11) Loading capacity
Loading capacity is general indicator reflecting modernity of seaport. Only seaport equipped modern equipments and modern technology is able to have high loading capacity. Loading capacity of seaport is measured by ton/berth length meter/year (ton/blm/year).
1.2.3.2 Some indicators and criteria reflecting modernity and synchronization of transport infrastructure
1) Connection status between transport modes
Assessment of connection status between transport modes is considered on the following aspects: With or without uninterrupted engagement between transport modes; with or without transshipment places; number of transshipment place; time of transshipment.
2) Conformity of technical standards
This is the conformity of technical standards between components of transport infrastructure work, between transport infrastructure work and vehicles that it serves. Depending on each type of transport infrastructure work, this indicator is calculated by ton, m or cm...
3) Rate of urban land area for transport works
This indicator reflects the synchronization in disposing surface of urban master plan.
Sgtdt
Rsgtdt = ----------- x 100 (%)
Sdt
In which: Rsgtdt is rate of land area for transport works; Sgtdt is land area for transport works; Sdt is total land area of the urban.
1.3 Experiences in developing transport infrastructure of some countries in the world
1.3.1 Experiences of
1.3.2 Experiences of
and efficiency of transport infrastructure investment is very high.
The site clearance for transport infrastructure projects is carried out fast due to determination and uncompromising acts of the authorities. Besides, the authorities execute fair and transparent policies for all people.
1.3.3 Experiences of
Transport infrastructure system is constructed synchronously and organised closely and scientifically. Along with roads, there are always technical tunnel, trench or waiting tubes for underground infrastructures like power supply system, water supply system, drainage system...
The transport infrastructure network constructed is integrated transport. Transport hubs have interconnection of metro station, bus station, sky train station...; and connected with shopping centers, residential areas, universities, hospitals, recreation areas...
CHAPTER II
DEVELOPMENT STATUS OF TRANSPORT INFRASTRUCTURE IN THE
2.1 General introduction about the
2.1.1 Natural conditions of the
The RRDR is located in the centre of the Northern of Vietnam; adjacent to the East Sea in the East, North East mountainous provinces and China in the North, North West mountainous province in the West, Northern central provinces in the South. The RRDR has natural area of 21.049 km2, accounts for
6,4% area of the whole country, including 11 provinces and cities which are Hanoi, Hai Phong, Hai Duong, Hung Yen, Bac Ninh, Vinh Phuc, Thai Binh,
2.1.2 Socio-economic conditions
The RRDR is spacious and crowded area having long history, associated with Dai Viet civilization; and is one of the two biggest economic centers of the country. In 2009, the population of the region is 19,6 million people, accounting for 22,8% the population of the country; the density of population is 932 people/km2, 3,6 times higher than the average of the country; the rate of urban population is 29,2%.
GDP in 2009 is 24,28 billion USD, accounting for 27,1% GDP of the country. GDP per capita in 2009 is 1.238 USD, 1,2 times higher than the average of the country and has exceeded the low income by the international standards.
2.2 Development status of transport infrastructure in the RRDR
2.2.1 Development status of main transport axes and gateways of the RRDR
a)
- National highway No.5: The national highway No.5 has length of 106km, meeting standards of grade I, II. The entire route is paved asphalt and now in rather good condition. The traffic density on the route is now very high, 2,68 times higher than the design standards. Traffic jams and accidents often occur on the route.
-
b) North - South transport axis
- National highway No. 1: The national highway No. 1 is arterial road, connecting the RRDR with the Middle region and the Southern of Vietnam. The entire route is paved asphalt, meeting standards of grade III. Some sections running through urban areas, meet standards of grade II. The traffic density on the route is very high, especially the section going through the RRDR. So, traffic jams and accidents often occur. Traffic density at the section running through Phu Ly, Ha
- Ho Chi Minh highway: This is the second North-South arterial road. Ho Chi Minh highway phase I from Hoa Lac (Hanoi) to Binh Phuoc intersection (Ho Chi Minh City), newly constructed in the period of 2000-2008, attaining standards of grade III. Entire route now is in good conditions.
- North - South railway: The entire route has length of 1.726km, being single tract type with gauge of 1000mm and having the same level crossing with almost roads. Due to poor infrastructure, train runs at only speed of 60-70km/h but vibration and big noise occur. Transport volume on the route is trending to
reduce and accounts for only 15% and 3% of total passenger and cargo transport volume on the North-South corridor.
c)
The national highway No.18 presently performs the function of connecting the two poles of development triangle
d) Northern coastal transport axis
The national highway No.10 presently performs the function of connecting provinces such as
relatively high, about 20.000 pcu/day, nearly attaining designed capacity.
e)
- The axis of national highways No.2 and No.70: The section Noi Bai - Vinh Yen of national highway 2 has been expanded and upgraded to 4 lanes and standards of grade II. The rest has been upgraded to grade IV. The entire route now has good surface. However, due to steep terrain with many passes and small bend radius, vehicle speed is still low, attaining only 35-40km/h.
- Hanoi - Lao Cai railway: The entire route has length of 293,5km, single track type, gauge of 1000mm. Only section of Yen Vien - Bac Hong with length of 16km is gauge 1000mm and 1435mm. Due to little investment in upgrading, small bend radius and many passes on the route, average speed of train is only 30-35km/h.
e) Transport axis from centre of
North Thang Long - Noi Bai road performs the function of connecting Noi Bai international airport with the centre of
f) Aviation gateways
- Noi Bai international airport: This is the biggest airport of the RRDR. This airport attains grade 4E according standards of ICAO, can receive B747-400, B777 and the equivalents; and has capacity of 6 million passengers per year. Scale of Noi Bai international airport now is just equivalent to 1/7 Suvarnabumi airport of Thailand, 1/4 Kuala Lumpur International Airport of Malaysia and Changi
- Cat Bi international airport: This airport attains only grade 4C according standards of ICAO, can receive maximum A320 and the equivalents. It now cannot undertake reserve function for Noi Bai international airport and does not reach grade 1 star.
g) Maritime gateways
- Hai Phong port: This is national general port - the biggest international gateway
receive vessels of nearly 20.000 tons. Scale of Hai Phong port now is just equivalent to 1/19
- Cai Lan port: Cai Lan port has been constructed and put into operation in 2004; having capacity of 5 millions ton/year and 240.000 TEU/year. This port equipped rather modern equipments, can receive vessels of 45.000 DWT. Due to having not railway connection, the transportation of cargo to the port mainly executed by road.
2.2.2 General development status of RRDR's transport infrastructure
2.2.2.1 Gained achievements
a) About road
- The network of national highways in the RRDR has been basically formed. This includes radial highways like highways No. 1, 2, 3, 5, 6, 32 and Ho Chi Minh highway connecting Hanoi capital, the RRDR with other regions, areas of the country; highways connecting them with seaports, airports... After being
improved, upgraded or newly built, these highways are now in rather good conditions. Rate of national highway paved asphalt or cement concrete in the region reached 68,3%, significantly higher the average of the country which is 60,2%. At the end of 2010, the RRDR has had the first 70km of expressway. The rate of expressway Rct although is still very low, but initially reached 0,72%. Thank to the improvement of road quality, vehicle speed allowed Vcp on highways has been raised from 60km/h to 80km/h for sections outside urban area, and from 40km/h to 60km/h for section in urban area.
- The provincial road network of the RRDR's provinces and cities has been developed widely and relatively synchronous with network of national highway. Rate of provincial road asphalted or solidified reached 81,6%. Although this rate still not high, but has been much improved in comparison with the previous time
and is significantly higher the average of the country (67,4%).
- The network of urban road of Hanoi capital is usually improved and upgraded. Some important avenues having large traffic volume have been expanded to 4-6 lanes. Some overpass have been constructed at major intersections which are always in traffic jams previously. Some large bridges
crossing the
b) About railway
Investment of railway sector in past time are mainly focused in putting into technical grade and maintaining existing railway lines; improving some weak bridges and modernizing information and signal system; without new construction investments. So, achievements gained are negligible.
c) About airport
The second runway and T1 terminal of Noi Bai international airport has been constructed to upgrade this airport from grade 4D to 4E, which could receive 24/24h B747-400 and its equivalent, and raise its capacity up to 12 times. Night lighting system and precision landing system have been also installed in Cat Bi international airport. That helped this airport can received 24/24h A320.
d) About seaport
In only 5 year from 2004 to 2009, capacity of seaport in the RRDR has been raised up to 1,6 times, from 22 million tons to 36 million tons. The RRDR has had 2 international gateway ports which are Hai Phong port and Cai Lan port. If in the previous time only ships having capacity of 10.000 tons or less could
dock in Hai Phong port, now ships of nearly 20.000 tons can dock in Dinh Vu terminal - a new terminal of Hai Phong port and ships of 45.000 tons can dock in Cai Lan port.
e) About river way
In the period of 2000-2009, 230 km of river way have been improved, upgraded or put into technical grade; capacity of river ports have been raised up 2 million tons, from 5,5 million tons to 7,5 million tons. Loading and unloading equipments gradually mechanized.
2.2.2.2 Existing weaknesses
a) About road
- The RRDR still does not have a completed expressway. The existing road network is mainly narrow and low technical standard roads. Its first 70km of expressway are only short sections that have not yet created breakthrough changes for traffic of the whole region. Important routes connecting big economic centers, gateways of the region are now just roads of grade II or III, event grade IV. At
present, 68,42% of roads in the region (excluding rural roads) are roads of grade III and IV; 19,91% are roads of grade 1 and II; 10,95% are roads of grade V; and only 0,72% are expressway. Meanwhile, the rate of expressway in developed countries is 12-15%, in
- Road network although has been much improved, but rate of poor quality road is still high. In total 1.525km of national highways, just 68% of this is now in good conditions and the rest in poor conditions.
- Same level intersection is common. Almost intersections between road and road, between road and railway are still same level crossing. This makes streams of vehicles collide at intersections.
- Road network although has high density, but its operation efficiency is low. Road infrastructure has not yet developed one step ahead and creates favourable conditions for socio-economic developments.
- Road in general and urban road in particular have not yet constructed synchronously with other infrastructure works like power supply system, water supply system, drainage system... This leads to frequent road digging.
b) About railway
- After many years not being newly built, railway transport infrastructure becomes very old, backward, and in low technical standards. Single track and 1.000mm lines are majority and account for 68,02% of total length of railway lines in the RRDR. Intersections between railway and road are almost same level crossing. Due to low quality and poor stability of railway line, train is shaking and having loud noises at speed from 50km/h and more. Meanwhile, speed of normal train in
- Railway stations are also old, backward, low standard and are mainly built in French colonial period. Ticket sale mode though has been improved, but still mainly manual mode. Railway lines in station are paralleled and in same level, so up and down train approaches of passengers are inconvenient.
c) About airport
- Airports in the region remain small and rather backward in comparison with other airports in region and in the world. According classification criteria of SKYTRAX mentioned in chapter I, Noi Bai international airport just meets grade 2 stars standards and Cat Bi international airport still does not meet standards of 1 star grade. Meanwhile, aiport in the
5 stars.
- Airport terminals are all in overload: In 2009, passenger volume passing through Noi Bai international airport exceeded 30% of the T1 terminal's design capacity; and passenger volume going through Cat Bi international airport exceeded 3,8 times of its terminal design capacity.
- Cat Bi international airport has not yet undertaken reserve function for Noi Bai international airport.
d) About seaport
- Due to lack of a big and international class seaport, large vessels running on far sea routes cannot dock at seaports in the region. Therefore, cargo of the RRDR must be transited through large seaports in the region. This makes cargo of the region more expensive and less competitive.
- Limitations on ship flows: Ship flows from sea to ports are all long and narrow. Average length of ship flows is 28,7 km. Besides, ship flows are usually deposited by alluvia. That requires regularly maintenance and dredging.
- Loading equipments together with management mode are still backward. So, loading capacity just attains 7.100 ton/blm/year.
- Transport connection between seaports and the national transport network remains weaknesses and synchronous. Railway transport has not yet been widely used in cargo transportation to port.
e) About river way
- River way transport mainly bases on natural conditions. Intensive investment for adjusting and upgrading vessel flows is little.
- River ports are almost small and having backward loading equipments. In many river ports and terminals, manual loading is major.
- Road to the port is rarely invested. So, approach transport to the port faces difficulties.
2.2.2.3 Causes of remaining weaknesses
-
- Investment capital for transport infrastructure development remains small. The total fund of the whole country for transport infrastructure investment in 2010 is just 6 billion USD and this of the RRDR is 1,8 billion USD. Meanwhile, to complete and modernize transport infrastructure system of the RRDR, hundreds billion USD are required.
- Unreasonableness in resource allocation structure from the central state budget lead to lack of capital for investment in crucial transport infrastructure works like expressways, seaport... Ministry of Transport annually granted only 3.000 billion VND of internal fundamental construction capital, while a province like Ha Giang or Kon Tum is granted by the central state budget about 2.000 billion VND a year.
- Spread investment situation occurring commonly in both central and local levels, leads dispersion of resource, investment prolonged, low investment efficiency and transport infrastructure slowly improved. Besides, big loss and waste in transport infrastructure investment have made small capital for transport infrastructure investment even smaller.
- Resource allocation structure in transport sector remains unreasonable, leading unbalanced development between transport sub-sectors.
- Due to investment without long-term vision and no land reserve, some newly invested national highways rapidly become overload but cannot be expanded.
- Due to lack of synchronous coordination between sectors, many newly constructed roads have been dug and must be repaired over and over again, causing waste of State's budget.
- Domestic contractors still do not have sufficient qualifications to construct big and complex transport infrastructure works.
CHAPTER III
DIRECTIONS AND SOLUTIONS TO DEVELOP TRANSPORT INFRASTRUCTURE IN THE
3.1 Forecast on economic prospects of the whole country and the RRDR by 2030
3.1.1 Forecast on economic prospects of the whole country by 2030
At present, none of formal forecast is published about economic prospects of
Author thinks that by reforming economic growth model and restructure of the economy as Congress XI of the Party has outlined, Vietnam's economy is going to overcome present difficulties and have new development momentum; will not fall into trap of a middle-income country and shall achieve growth rate
of 7-8% in the period of 2011-2020 as the targets set by Congress XI of the Party, while will maintain growth rate of 6-7% in the 2021-2030 period. By 2030, GDP at current price is to achieve approximately 450 billion USD and GPD per capita will reach about 4.500 USD.
3.1.2 Forecast on economic prospects of the RRDR by 2030
Similar as national level, up to date, none of formal forecast released about economic prospects of the RRDR by 2030. The report of the RRDR's socio-economic development master plan for period of 2011-2020 [7] has set development targets for the RRDR: Growth rate of 8% a year and more; contribution proportion of the region in the country's GDP increased from 27,1% in 2009 to 30% in 2020.
Author thinks that the RRDR with its strengths such as favourable geographic and natural conditions, high quality labor resource, strong will..., in many years to come, will continue to be a dynamic development region, one of two economic generators of the country. Follow growth momentum in period of
2001-2010, the RRDR will have growth rate at least of 1,2 to 1,3 times that of the country. Growth rate of the region will achieve about 9-10 in the 2011-2020 period and 8-9% in the 2021-2030 period. By 2020, GDP of the region will attain about 67 billion USD and GDP per capita will achieve about 3.200 USD,
equivalent to that of
3.2 Forecasts on transport demand in the RRDR in period to 2030
3.2.1 Forecast on road transport demand
- Volume of goods transport and goods circulation by road in the region is to increase respectively by 12,8% a year and 15,2% a year in the 2011-2020 period; and by 10,4% a year and 12,3% a year in the 2021-2030 period.
- Vehicle density on some major highways is forecasted to increase by approximately 10-12% a year in the 2011-2020 period and by 6-7% a year in the 2021-2030 period.
- Quantity of individual vehicle has signs of booming in coming years. By 2020, Hanoi is expected to have approximately 1.029.000 cars, 4 times higher than that of 2010. By 2030, number of car in Hanoi is to be 2.668.000, 10,5 times higher than that of 2010.
3.2.2 Forecast of passenger transport demand by railway
- In the period of 2011-2020, railway transport on national railway lines will not much change, because big investments have not been done yet or have not yet brought efficiency. In the period of 2021-2030, when big railway projects are to be undertaken and bringing efficiency, railway's passenger transport will
increase by approximately 7-8% a year.
- Urban railway transport will ensure approximately 10% of total passenger transport demand by 2020 and 25% by 2030. Urban railway is to transport 166 million passengers by 2020 and 1,1 billion passengers by 2030.
3.2.3 Forecast of passenger volume through airport
Growth rate of passenger volume through airports in the region is to achieve approximately 15-16% a year in the 2011-2020 period and 9-10% a year in the 2021-2030 period. Passenger volume through airports in the region will attain 40 million people by 2020 and 100 million people by 2030.
3.2.4 Forecast of cargo volume through port
Growth rate of cargo volume through ports in the region is to be about 11-13% a year in the 2011-2020 period and 9-11% a year in the 2021-2030 period. Cargo volume through ports in the RRDR will attain 96-116 million tons by 2020 and 248-298 million tons by 2030.
3.2.5 Forecast of river transport volume
Due to ever increasing competition of road and railway transports, growth rate of river transport volume is expected to grow only 3% a year in the 2011-2030 period.
3.3 View-points, objectives and directions for the RRDR's transport infrastructure development until 2030 in the direction of modernisation
3.3.1 Development view-points
- First, investment for transport infrastructure must have long-term vision.
- Second, investment for transport infrastructure must be taken one step ahead to create pre-conditions for socio-economic development.
- Third, using appropriately resources from state budget to invest in transport infrastructure.
- Fourth, implementing under strict discipline the principle of investment in order of priority
- Fifth, investing synchronously transport infrastructure system in the region.
- Sixth, transport infrastructure investment must be oriented to modernity, gradually approach the world's level.
- Seventh, new development investment must be parallel with repair and maintenance to prolong life of transport work.
- Eighth, implementing the principle of saving land in construction of transport infrastructure works.
3.3.2 Development objectives
3.3.2.1 Overall objectives
By 2030, the RRDR will have a system of transport infrastructure rather modern and synchronous, reaching at least present levels of advanced countries in the region; satisfying quickly, conveniently and safely needs of passenger and cargo transports both domestic and international.
3.3.2.2 Specific objectives
a) About road: Completing construction of expressway network ensuring intra-regional and inter-regional connections; expanding some major streets in inner city of Hanoi, raising rate of land area for transport routes in old districts to 15% and in new districts to 22-24%; improving and upgrading provincial road network to achieve at least standards of grade IV road; solidifying 100% of rural roads; operating Intelligent Transport System on national highways, provincial roads, urban roads and expressway.
b) About railway: Completing the upgrade of several major railway lines in the region to be double tracks, electrified, raising train speed to 120km/h; completing the construction of railways connecting to large ports and airports; completing construction of several urban railways in Hanoi follow international standards, raising urban railway transport to 20% of total passenger transport in
c) About airport: Developing Noi Bai international airport to be big and modern airport, reaching international class, ensuring receipt of A380-800 - the most modern aircraft in the world; upgrading Cat Bi international airport to undertake full reserve function for Noi Bai international airport; building a new
airport in Quang Ninh province.
d) About seaport: Seeking a suitable place to build a deep seaport that is big, reach international class, can receive large vessels of 100.000 DWT; modernizing existing ports to raise loading capacity of these ports to 10.000 tons/blm/year by 2020 and 15.000 tons/blm/year by 2030; completing the construction of rest terminals of Cai Lan port, improving its ship flow to bring 50.000 DWT into operation.
e) About river way: Completing improvement and upgrade of major river ways to bring 1.000 to 3.000 DWT vessels into operation; modernizing river ports, mechanizing entire process of loading and transmitting cargo.
3.3.3 Development directions for the RRDR's transport infrastructure until 2030 in the direction of modernisation
3.3.3.1 General development direction for each sector of transport infrastructure
a) Development direction for road transport infrastructure
* National highways:
- Focus resources on developing expressway network: Expressway with great passing capacity is now solution for traffic jams on national highways of the RRDR and the country. In the period until 2030, it is necessary to form basically the region's expressway network that includes intra-region and inter-region routes.
- Improving, upgrading and promoting the efficiency of existing national highways: In the next period, continuing to improve and upgrade national highway sections which are now in poor conditions. Striving to reach 100% of national highways paved asphalt or cement concrete by 2030; as the same time,
bring into operation commonly ITS.
* Provincial roads: Local authorities concentrate on improvement and upgrade of provincial roads; expanding too narrow roads. Trying to upgrade all provincial roads in the region to reach at least grade IV road standards.
* Rural roads: Striving to attain by 2030, 100% of district road, commune road and village road paved asphalt or cement concrete. District roads are to reach at least standards of grade IV road; commune roads at least grade V road. At the same time, developing network of field roads, consolidating 100% of major field roads.
* Urban roads:
+ Urban roads of
- For old districts, expanding existing roads to raise rate of land for road up to 15%. Determining some streets of vertical and horizontal axes and expand them to be large avenues with 8, 10 or even 12 lanes to satisfy increasing traffic demand.
- For newly built districts, reserving 22-24% of total urban area to build roads. Constructing urban road toward separating traffic lanes, allowing vehicles to run mainly in one direction roads and do not need to stop at intersections; constructing urban roads in synchronization with other types of urban infrastructure.
- Constructing integrated transport network in both old and newly build urban areas. Transport hubs have interconnection of metro station, bus station, sky train station...; and connected with shopping centers, residential areas, universities, hospitals, recreation areas...
+ Other cities in the region: Reserving 20-22% of total urban area to construct roads; building some major avenues with 6-8 lanes to ensure favourble traffic in the urban; building overpass at large intersections.
b) Development direction for railway transport infrastructure
- Upgrading all national railway lines to be electrified railway with gauge of 1.435mm in order to raise speed of train, quality of train cars and to connect synchronously with international railway lines. For lines on important transport axis like North - South axis,
railway electrified. In the period until 2030, do not build North - South express railway.
- Developing urban railway network to meet approximately 7-10% needs of passenger transport of
Urban railway line must be built on transport axis having huge traffic volume. Metro must be choice of priority for districts, especially 4 old districts. Urban railway stations must be interconnected with famous tourism places, shopping centers, residential areas, recreation areas...
c) Development direction for airports
- Focus resources on developing Noi Bai international airport to be a modern and international class airport which attains standards of grade 4F stipulated by ICAO and has large and 4 stars terminal.
- Promptly upgrading and modernizing Cat Bi international airport, so that this airport can fully undertake reserve function for Noi Bai international airport and satisfy passenger needs of Hai Phong city.
- Studying and building a new airport in Quang Ninh province to promote tourism activities in this province and to reduce passenger pressure to Noi Bai international airport.
- Restoring and developing Gia Lam airport to serve short domestic flights, taxi flight, sport flight...
d) Development direction for seaports
- Build a deep and international class seaport which has capacity of 300-500 million tons and can receive vessels of 100.000 DWT. This seaport will be equipped modern equipments to reach loading capacity of 25.000 tons/blm/year and more. Follow a survey of Ministry of Transport and JICA, Lach Huyen area
of Hai Phong has favourable natural conditions to build a big seaport that satisfies above mentioned requirements. In the period until 2030, it is necessary to focus resources on building and operating a deep seaport in Lach Huyen area.
- Intensifying depth-investments to upgrade existing ports in Hai Phong and to raise loading capacity of these ports from 7.100 tons/blm/year to 10.000 tons/blm/year by 2020 and 15.000 tons/blm/year by 2030.
- Investing in upgrade of vessel flows, so that ships of 20.000 DWT and bigger can dock at Dinh Vu terminals and 50.000 DWT ships can dock at Cai Lan port.
- Building synchronously connection transport system to ports like road connecting Hanoi - Hai Phong expressway to Lach Huyen port and existing ports in Hai Phong.
e) Development direction for river way infrastructure
* Improving and upgrading existing river ways
-
- Quang Ninh - Ninh Binh river way: Upgrading entire way to reach standards of grade III with width of 50m and depth of 1,5m.
- Quang Ninh - Pha Lai river way: Upgrading entire way to reach standards of grade II with width of 70m and depth of more than 2m. Investing in installation of buoys and signs system modern, synchronized on
all over river ways. Studying to apply ITS for river way transport.
* Modernizing system of river ports
Focus on depth-investment and modernization of existing river ports, in order to raise capacity and operation quality of ports. As the same time, intensifying improvements of stock and logistics services, and connectivity between ports and other transport modes; improving, upgrading and
consolidating routes to the ports.
3.3.2.2 Development direction for main transport axes and gateways of the RRDR
a)
- Constructing Hanoi - Hai Phong expressway with 4 lanes in the period until 2020 and 6-8 lanes in the period until 2030 to settle present traffic jam status on national highway No.5 and to ensure transport connection to the international gateway port of the region.
- Constructing
b) North - South transport axis
- Concentrating resources on investing as soon as possible entire North - South expressway of Eastern side with size of 4-6 lanes in the period until 2020 and 8-10 lanes in the period until 2030. This project must be considered as the project of first priority to ensure transport connection between the RRDR and the Middle region and the Southern of Vietnam.
- Because traffic volume on the route remains small, it does not need to expand or upgrade Ho Chi Minh highway to be expressway in the period until 2020. It is just really necessary to upgrade Ho Chi Minh highway to be expressway of 4 lanes in the 2021-2030 period.
- In the period until 2030, do not build North - South express railway. Express railway construction is although expensive, but do not bring efficiency. Express train can transport only passenger, but can not transport cargo. Besides, ticket for express train is very expensive. It equals to 75% of traditional flight ticket and is much more expensive than low cost flight ticket. Therefore, in the period until 2030, it is necessary to concentrate resources to build North - South railway to be a double track and electrified railway to serve passenger and cargo transport, and to raise speed of train to 120km/h.
c)
- In the period until 2020, it is not necessary to build an expressway on this transport axis. The construction of
- Accelerating the execution of Yen Vien - Pha Lai - Ha Long - Cai Lan railway project to promote efficiency of the work in transporting cargo to Cai Lan port.
d) Northern coastal transport axis
Constructing an expressway of 4 lanes to meet transport needs from Northern coastal provinces to international gateway ports in Hai Phong and Quang Ninh. To save land, especially rice land, it is the best way if the present highway No.10 is developed to be an expressway instead of building an entirely new expressway.
e)
- Building Hanoi - Lao Cai expressway of 4 lanes on entire route to implement the Program of two corridors, one economic belt Vietnam - China that Leaders of two countries have committed.
- Constructing Hanoi - Lao Cai railway to be railway of 1.435mm gauge in order to connect synchronously with trans-Asian railway and to raise speed of train and improve quality of train cars.
f) Transport axis connecting the centre of Hanoi capital to Noi Bai international airport
Building an expressway of 6-8 lanes to connect center of
g) Aviation gateways
- Noi Bai international airport: Concentrating resources to developing Noi Bai international airport to be one of international class airports in the region. In the period until 2030, beside terminal No.2, 3 more terminals with total capacity of 45 million passengers per year must be constructed. The third runway with size of 4000m*60m must be also constructed.
- Cat Bi international airport: Upgrading this airport to reach all necessary standards of a reserve airport for Noi Bai international airport. As the same time, constructing a terminal with capacity of 8 million passengers per year to meet passenger transport demand of Hai Phong city and neigbouring provinces.
- Building Quang Ninh airport with capacity of 10 million passengers per year to meet demands of socio-economic development and tourism service of Quang Ninh province, and to reduce pressure to Noi Bai international airport.
h) Maritime gateways
- Building a big and international class seaport in Lach Huyen area of Hai Phong, to receive vessel of 100.000 DWT. In the period until 2020, constructing terminals with total capacity of 50 million tons per year and developing this port to reach total capacity of 220 million tons per year by 2030.
- Continuing to construct 5 more terminals at Dinh Vu port to meet increasing demand of cargo transport in coming years and to raise capacity of this port to maximum level of 35 million ton per year.
- Continuing to expand capacity of Cai Lan port by constructing terminals No. 2, 3 and 4 to raise capacity of the port to 20 million tons by 2020.
3.4 Solutions to develop transport infrastructure of the RRDR
- First, development investment of transport infrastructure should be changed from mainly by state budget fund to mainly by non-state budget funds. State budget capital just plays role of "bait capital", supporting investors, sharing financial obligations and risks with investors; or concentrates on investing in transport infrastructure works that do not afford the capital recovery.
- Second, accelerating the application of public-private-partnership model (PPP). At present, investment model in the form of BOT, BTO and BT contract is not effective. PPP model has a lot of advantages such as sharing financial burden for investors. So, transport infrastructure projects become more feasible
in term of financial aspect and more attractive.
- Third, boldly changing structure of capital allocation from central state budget towards temporarily reducing financial supports to remote provinces during 10-15 years; focusing resources for the Ministry of Transport to invest in big transport infrastructure works in order to creating a breakthrough
development of the whole system. After this period, entire country will concentrates resources to support again poor and remote provinces.
- Fourth, amending present regulations on fees and charges of transport towards ensuring the recovery of capital and interest for investors, in order to attract non-budget capital for investment in transport infrastructure of the RRDR.
- Fifth, creating capital for urban road development by site clearance. Renovating the mode of compensation in the direction of clearance of land for road and land along 2 roadsides. After that, conducting auction of land use right. The amount collected will be used to build this road.
- Sixth, ranking order of investment priority for projects under strict discipline and certain criteria in order to raising efficiency of investments in transport infrastructure development and eliminating the current status of scattered investment. The Sate builds and issues a set of criteria to determine important and
urgent projects. Functional agencies base on that to select in a public and transparent manner a list of projects of priority to invest in each period. Annual allocation of state budget fund will be concentrated to projects in this list.
- Seventh, enhancing the coordination between levels and sectors to ensure a synchronous development of transport infrastructure with other types of infrastructure and to avoid losses and waste. Perhaps, considering the issue of regulations that attribute obligations for persons who have no sense of responsibility, invest asynchronously transport infrastructure works with other infrastructure works.
- Eighth, raising quality of master plans, especially quality of forecasts; intensifying measures to preserve planned land to avoid compensation then. - Ninth, intensifying information and communication activities to raise sense and culture of people when participate in traffic. Educating people to implement
cultural behaviors when participate in traffic.
- Tenth, building high quality human resources to meet needs of constructing and operating modern transport infrastructure system. Having policies to train, retrain and employ talents; policies to attract high quality employees to work in state management agencies and enterprises of transport sector.
CONCLUSION AND RECOMMENDATIONS
I. CONCLUSION
Transport infrastructure is a principal and basical component of the socio-economic infrastructure system and is material and technical facilities of foundation ensuring development of the economy. Transport infrastructure system of the RRDR although developed significantly, but still backward,
underdeveloped and unable to meet needs of the socio-economic development. Therefore, development and modernization of the RRDR' transport infrastructure system is an urgent need. By studying this thesis, author draws some conclusions as follow:
- Development of transport infrastructure must be undertaken with long-term vision of tens of even hundreds of year to ensure synchronism of entire system of infrastructure and to avoid waste of resources.
- To make a breakthrough change of the whole system of transport infrastructure, we must focus investments in works that could create breakthrough changes of capacity of the whole system.
- Development of transport infrastructure must go along with raising sense and culture of the people in participating in traffic.
- To settle basically situation of traffic jams in Hanoi, we need to boldly expand main streets in central area of
- To mobilize resources to develop transport infrastructure, the State must have policies or mechanisms which are really preferential to encourage investments in this field; do not stop at general slogans.
II. RECOMMENDATIONS
- Proposing the Government, the National Assembly, ministries and sectors to consider and to adjust structure of capital allocation from central state budget towards temporarily reducing financial supports to remote provinces in several years in order to focus resources for the Ministry of Transport to invest in key transport infrastructure works; implementing under strict discipline the principle of investment in order of priority; issuing a set of criteria to determine important and urgent projects; accelerating the application of PPP model in transport infrastructure investment; concentrating resources on completion of the North-South expressway and consider this project as the first priority; amending present regulations on fees and charges of transport towards ensuring the recovery of capital and interest for investors; and
promoting the application of ITS on national scale.
- Proposing local authorities in the region to boldly apply new mode of site clearance and compensation to have capital to expand urban roads in Hanoi and other cities in the region.
- Proposing the authority of Hanoi capital to boldly expand some streets of horizontal and vertical axes to be large avenues as the same time with developing urban railway network, in order to settle basically situation of traffic jams.
PUBLISHED WORKS OF THE AUTHOR
RELATING TO THE DOCTOR THESIS
1. Do Duc Tu (2006), "Developing strongly transport infrastructure - A breakthrough step to develop rapidly economy and society of the Red River Delta region", Economy and Forecast, 2006 (5), page 58-59, 61.
2. Do Duc Tu (2010), "Which are solutions for traffic congestion in
3. Do Duc Tu (2010), "Discussing about concept of infrastructure and different kinds of infrastructure in the economy", Economy and Forecast, 2010 (19), page 35-37.