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| Perspective view of the Ho Chi Minh City - Can Tho railway line (Photo: PV) |
The plan for crossing the Hau River is clear.
More than five years after commencing the research, the My Thuan Project Management Board has officially submitted the pre-feasibility study report for the Ho Chi Minh City - Can Tho railway line investment project to the Ministry of Construction for internal appraisal.
This is a crucial step in the investment preparation process, as studies on route alignment, scale, technology, construction options, investment phasing, and capital requirements have been compiled into a relatively complete dossier, serving as the basis for the Ministry of Construction to review and evaluate before proceeding with the procedures to submit to the competent authority for a decision on the investment policy.
During the implementation process, the consulting consortium led by TEDI surveyed traffic, collected and updated data, and forecasted transport demand; studied natural, economic , and social conditions; reviewed national, regional, and local planning; and researched route options, station locations, depots, maintenance depots, construction solutions, technology, and train operation organization.
The documentation process also includes research on land use requirements, preliminary total investment, funding sources, socio-economic effectiveness, environmental impact, transport-oriented development (TOD), and specific mechanisms and policies.
Although it still needs to go through many stages of assessment and evaluation by competent authorities, the appearance of the railway line connecting the Southeast region with the Mekong Delta has gradually taken shape at this point.
According to the study plan, the line, approximately 175.2 km long, from An Binh station to Can Tho station, passing through 5 localities, is planned as a double track with a gauge of 1,435 mm and electrification.
In the initial phase, the project is planned to invest in a single track, with 12 stations along the entire route, including 4 potential passenger stations, 3 depots, and a system of maintenance facilities and technical items to support operation.
Structurally, the project proposes constructing bridges along approximately 56% of the route length, primarily in urban areas with high population density, crossing rivers and challenging terrain, and alongside other transportation infrastructure. The remaining 44% of the route will utilize earthwork structures in areas with suitable geological conditions.
In particular, the Hau River bridge project is a crucial component, ensuring the continuity of the Ho Chi Minh City - Can Tho railway line and meeting the needs of passenger and freight transport along the Ho Chi Minh City - Mekong Delta economic corridor.
According to the plan, the North-South East Expressway and railway line will run alongside each other in the area crossing the Hau River. Based on the research results, the project proposes an investment plan for the Can Tho 2 bridge, which will be used for both road and rail traffic, with the upper level accommodating 6 express lanes and the lower level accommodating a double-track railway with a 1,435 mm gauge.
"This plan aims to save land, minimize impact on planning, avoid duplication of investment costs, and ensure the future development of the railway," said Mr. Diep Bao Tuan, Deputy Director of the My Thuan Project Management Board.
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Suitable speed range
Another important point highlighted in the Project's Pre-feasibility Study Report is that the consulting unit continues to select a design speed of 120 km/h for freight trains and 160 km/h for passenger trains.
With the investment scale mentioned above, the project is expected to fundamentally meet the railway transport needs on the Ho Chi Minh City - Can Tho corridor, projected to reach approximately 21.379 million tons of cargo handled and 16.32 million passengers per year by 2050.
Regarding the preliminary total investment, the pre-feasibility study report is considering two options. The first option, with the railway running at a lower elevation only in urban areas and locations crossing challenging terrain, has a total investment of approximately VND 199,013 billion (equivalent to USD 7.514 billion) for phase 1, excluding financing costs. The second option, with the railway running at a higher elevation only in the cargo station area, has a total investment of approximately VND 204,896 billion (equivalent to USD 7.736 billion).
Regarding the investment model, a representative from the My Thuan Project Management Board stated that research into international experience shows that the PPP method in the railway sector does not yield higher returns than public investment, while the transfer of risks to the private sector has not been as effective as expected.
In fact, some railway projects implemented under the PPP model have failed, forcing the State to nationalize them or significantly increase subsidies, a typical example being the case in Taiwan ( China ). In other projects, private sector participation has been mainly limited to investing in commercial areas, central stations, or operating facilities on efficient sections of the route.
Based on an assessment of international experience, the scale of the economy, and the ability to mobilize resources, the My Thuan Project Management Board proposes implementing the Ho Chi Minh City - Can Tho railway line investment project under the public investment model.
"The capital structure, mobilization plan, and specific capital allocation plan will continue to be reviewed and assessed based on the budget balance, investment progress, and specific mechanisms authorized by competent authorities," a representative of the My Thuan Project Management Board informed.
To ensure investment efficiency, the My Thuan Project Management Board proposes dividing the project into two phases, with land clearance for the entire route carried out in one go according to the planned scale of a double-track 1,435 mm gauge track.
Phase I of the project will involve the construction of a single track along the entire route from An Binh station to Can Tho station, with a roadbed width of 8 meters; roadbed settlement remediation and bridge construction will also be carried out to the single track scale. Construction is expected to begin in 2028 and the project is scheduled to be operational from 2035.
Phase II of the project will be completed as a dual-lane road, with a roadbed width of 12.3 m and corresponding components, expected to be operational in 2055. However, the progress of this phase may be accelerated depending on the availability of resources and implementation solutions.
Vietnam Railways Corporation is expected to be assigned the responsibility of receiving, managing, and maintaining the infrastructure, as well as receiving all the vehicles and equipment and organizing the operation and exploitation of the Ho Chi Minh City - Can Tho railway line.
Regarding the implementation schedule, the My Thuan Project Management Board plans to submit the investment policy for the Project to the National Assembly for consideration and decision in the first quarter of 2027; complete the approval of the investment project and the overall technical design (FEED) in the first quarter of 2028, and begin land clearance from the second quarter of 2028.
According to the plan, the completion of post-FEED design, contractor selection, and project commencement are targeted for the end of Q3/2028, with the goal of substantially completing construction in 2035.
In addition to its significant impact on regional transport infrastructure, the project also creates a construction market, contributing to the development of the railway industry and supporting industries.
"The investment in the construction of the Ho Chi Minh City - Can Tho railway line creates a construction market worth approximately US$1.95 billion, estimated to generate about 36,900 jobs during the construction phase and about 1,668 long-term jobs during operation and exploitation," a representative of the My Thuan Project Management Board stated.
