Rail transport in Vietnam

Source: Wikipedia, the free encyclopedia.
Rail transport in Vietnam
Operation
National railway
No. stations
278
Map
The Vietnamese railway network

The railway system in

mixed gauge lines in the north of the country.[1][2]

The first railways in Vietnam were established in the 1880s, with construction beginning in 1888; these included a

scrap.[1][3]

With increased economic growth brought on by the

North-South Railway Express and the Ho Chi Minh City–Cần Thơ express railway
.

Usage

Rail transport remains relatively underused as a mode of transport in Vietnam. While road transport dominates the transport sector by far—accounting for 65% of freight moved as of 2006—rail transport accounted for only 4% of freight transportation in 2008, and 5% of passenger transportation, leading it to be considered the "least relevant" of all modes of transport in the European Union's 2010 Green Book on Vietnam.[6] According to reports by the Asian Development Bank, however, the role of rail transport is growing, carving out a significant role for itself in long-distance bulk cargo transport.[1]

The following table gives an overview of rail transport volume and traffic over the period from 1998 to 2011:

Transport type 1998 2000 2002 2004 2006 2008 2009 2010 2011
Freight volume (kt)[7] 4977.6 6258.2 7051.9 8873.6 9153.2 8481.1 8247.5 7861.5 7234.1
Freight traffic (Mt-km)[8] 1369.0 1955.0 2391.5 2745.3 3446.6 4170.9 3864.5 3960.9 4098.5
Passenger volume (Mpeople)[9] 9.7 9.8 10.8 12.9 11.6 11.3 11.1 11.2 11.9
Passenger traffic (Mpeople-km)[10] 2542.3 3199.9 3697.2 4376.3 4333.7 4560.4 4138.1 4377.9 4569.1

History

Colonial beginnings

Cholon
tramway, 1881.

Rail transport was introduced to Vietnam in the 1880s, supported by the French administration of Indochina. The earliest rail project to be completed was the Saigon–Cholon tramway, established in 1881 in what was then Cochinchina, operated by the Cochinchina Steam Tramway Company (SGTVC). After a month of operation, the Lieutenant Governor of Cochinchina noted that ridership had already reached two thousand passengers.[11][12][13] Construction of the first regional rail project, linking Saigon and Mỹ Tho, began in the same year, to be completed soon afterwards in 1885. The Saigon–Mỹ Tho line reduced travel time between the two cities from 12 hours to only 3 hours,[14] and established a connection between Saigon and the shipping lanes of the Mekong Delta.[1][15][16] The first railway in Tonkin, a 600 mm (1 ft 11+5⁄8 in) gauge line connecting Lạng Sơn to Phu Lang Thuong (now known as Bắc Giang), was established in 1895.[17][18]

Railway construction multiplied during the administration of

North–South Railway. The French government approved the construction of the entire Yunnan line and several sections of the North–South line, approving a loan of 200 million francs within the following year. Work began swiftly thereafter, with the Phu Lang Thuong—Lạng Sơn line being upgraded and extended from Hanoi to the Chinese border at Dong Dang. The section between Gia Lâm and Đồng Đăng was inaugurated in July 1900[19] but completion of gauge conversion of the remaining section and the first section of the Yunnan line between Hanoi and Haiphong were not completed until 1902.[15][17][20]

Long Bien Bridge
, built in 1902.

The Hanoi–Haiphong railway was one leg of the Yunnan–Vietnam Railway, which had begun construction in 1900, and continued northward with the erection of Paul Doumer Bridge (now known as

Long Bien Bridge) in 1902, the largest bridge in Southeast Asia at that time.[21] Construction on the Yunnan line continued northwestward towards the border town of Lào Cai, opening in segments beginning in 1903; the entire Hanoi–Lào Cai line was finally opened in 1906. Finally, in 1910, the line was extended to its final destination of Kunming.[15][22] Construction of the Yunnan line was an extremely difficult undertaking, incurring not only great expenditures but also a great loss of human life. At least 12,000 labourers died from malaria or accidents, 10,000 of these in the Nanxi River Valley alone.[23]

Construction of the North–South Railway began in 1899, and lasted over thirty years, with individual sections completed serially: from 1899 to 1905, the Hanoi–Vinh section was laid down, followed by the Nha Trang–Saigon section from 1905 to 1913, then the Vinh–Huế section from 1913 to 1927, and finally, the remaining Huế–Nha Trang section from 1930 to 1936. On 2 October 1936, the entire 1,726 km (1,072 mi) Hanoi–Saigon link was formally put into full operation. The first journeys from end to end of the newly completed line, dubbed the Transindochinois, generally took about 60 hours, or two days and three nights.[24] This decreased to about 40 hours by the late 1930s, with trains travelling at an average speed of 43 km/h (27 mph).[1][3][17][25]

Wartime

A black-and-white photo showing Japanese troops, some on horsebacks, entering Saigon.
The Japanese Indochina Expeditionary Army enters Saigon in 1941.

From the beginning of the

Invasion of French Indochina by Japanese forces in 1940. The Japanese used the railway system extensively during their occupation, inviting sabotage by the Viet Minh as well as airborne Allied bombing raids. The railways sustained considerable damage, including the destruction of bridges.[1][25][26]

Shortly after World War II ended, the

Loc Ninh, Saigon to Mỹ Tho and Huế to Tourane (Da Nang) by the end of 1947. The sections lying between Nha Trang and Tourane and north of Huế were judged to be too insecure to be returned to service at the time.[25][27]

A circular insignia, divided roughly into green and red halves. The phrase "Train Blinde – Aes Triplex Deo Juvante" surrounds the coloured halves.
Insignia of La Rafale, the armoured train used by the French.

Early in the conflict, the Viet Minh's sabotage attempts failed to seriously damage the French railways, and most trains circulated without much protection. Beginning in 1947, however, the Viet Minh began to use mines, with circulation slowing to a crawl as they became more and more powerful.

Quảng Trị Province.[1][25][27]

Throughout the Vietnam War, the Vietnamese railway network—especially the North–South Railway—was a target of bombardments and sabotage by both North Vietnamese and South Vietnamese forces. In the South, American aid allowed the South Vietnamese government to reconstruct the main line between Saigon and Huế, and several branch lines were also completed. As reconstruction efforts advanced, however, bombardments and sabotage of the railways by the Viet Cong and the North Vietnamese intensified, reducing the transportation capacity and effectiveness of the railway, and eventually forcing the abandonment of many large sections of the track. In 1964, Typhoons Joan and Iris, the worst to strike Vietnam in sixty-five years, damaged the railway system even further, restricting operations to five separated segments. A second reconstruction effort, assisted again by the U.S. government, began in December 1966, and progressed in those areas where security was re-established. The system reopened 340 kilometers of main line in areas where security was restored.[25][33][34]

Operation Linebacker I
.

In North Vietnam, American bombing of railways was concentrated on key targets such as bridges, both along the North–South Railway and along the lines north of Hanoi, such as the Hanoi–Lào Cai and Hanoi–Dong Dang lines. At several points during the war, American bombing severely hindered transport along both lines, on which the North Vietnamese depended for shipments from their Chinese allies.

U.S. Air Force, taking place from March 2, 1965, until November 1, 1968, when US President Lyndon B. Johnson temporarily called off air raids. Large-scale air raids resumed from May 9 to October 23, 1972, for Operation Linebacker, and again from December 18–29, 1972, for Operation Linebacker II, with fewer target restrictions than Rolling Thunder.[35]

Railway engineering troops from the

mixed gauge lines. This allowed Chinese trains to connect directly with the Vietnamese railway network, without the need for a break-of-gauge. Many new stations, bridges and tunnels were also built, and an entirely new rail line, the Thái Nguyên–Kép line, was built as a strategic connection between the Hanoi–Dong Dang and Hanoi–Thái Nguyên lines.[36]

Wide, black and white view of Thanh Hóa Bridge badly damaged. The left support column has collapsed.
The Thanh Hóa Bridge, damaged by American bombs in 1972.

A particularly difficult target for

smart bombs during separate raids on April 27 and May 13, 1972, as part of Operation Linebacker.[35]

After the

Sino–Vietnamese War
in 1979 resulted in the closing of borders, including railways; particularly, the railway bridge that connected Lào Cai and Hekou on the Yunnan–Vietnam line was destroyed by sabotage during the conflict. Rail traffic between the two countries would eventually resume in 1992.

Network

See also: List of railway lines in Vietnam
Long Biên Railway Station
Lang Co
Beach.

The Vietnamese railway network has a total length of 2,600 kilometres (1,600 mi), dominated by the north–south line running between Hanoi and Ho Chi Minh City; as of 2007, 85% of the network's passenger volume and 60% of its cargo volume was transported along this line. There were 278 stations on the Vietnamese railway network as of 2005, 191 of which were located along the north–south line.[2][3][38]

Operational realities

The north–south line goes through some congested urban areas, with very little clearance (less than 1 meter on each side), instead they rely on blazing horns. Though the line is single track, speed does pick up outside urban areas, and the rails themselves are of quality to easily outpace any highway traffic, nevertheless this does not allow for schedule flexibility and frequency nor much safety as grade separation is almost nonexistent and level crossings the norm.

Proposals

Several railway lines have been proposed for construction in Vietnam in recent years. The largest such project is the

North–South Express Railway connecting Hanoi and Ho Chi Minh City, (see High-speed rail, below) valued at approximately US$56 billion. Due to its cost, plans for the line are currently on hold pending further study of the project.[39] Other projects involve the restoration of previously existing lines, such as the Da Lat–Tháp Chàm and Ho Chi Minh City–Loc Ninh lines, both of which were originally built in the 1930s, but fell into disuse after decades of war. The proposed Ho Chi Minh City–Moc Bai and Mụ Giạ–Vung Ang lines (both of which had either existed or been considered before World War II) would establish Vietnam's first international railway links to Cambodia and Laos, respectively.[4]

Current lines

Description Established Length[40] Stations Travel time Gauge [40] Note [41]
North-South Railway
 1936[1] 1,726 km (1,072 mi) 191[38] 30 hrs[42]
Metre gauge
 Main Line
Hanoi–Lào Cai
 1906[22] 296 km (184 mi) 40[43] 10 hrs[44]
Metre gauge
 Main Line, sometimes recorded as Yen Vien – Lao Cai line[41]
Hanoi–Đồng Đăng
 1902[15] 163 km (101 mi) 23[45] 4.25 hrs[46] Mixed gauge Main Line [41]
Kép–Ha Long 1950s[47] 106 km (66 mi) 12[48] 4.5 hours[48]
Standard gauge
 Main Line [41]
Hanoi–Haiphong
 1902[20] 102 km (63 mi) 18[49] 2.5 hours[44]
Metre gauge
 Main Line. Some recorded as Gia Lam – Haiphong line [41]
Hanoi–Thái Nguyên 1962[50] 75 km (47 mi) 14[51] ?? Mixed gauge Some recorded as Dong Anh – Quan Trieu line [41]
Thái Nguyên–Kép 1966[52] 57 km (35 mi) 6?[nb 1] ??
Standard gauge
 Some recorded as Luu Xa – Kep line [41]
Pho Lu–Xuan Giao[22] ?? 11 km (6.8 mi)[22] ?? ?? ?? Branch line on Yen Vien – Lao Cai line[41]
Tien Kien–Bai Bang ?? 10.5 km (6.5 mi)[22] ?? ??
Metre gauge[47]
 ??
Da Lat–Trai Mat
 1932[37] 7 km (4.3 mi)[37] 2[37] ??
Metre gauge[37]
 Isolated Line since
Da Lat–Trai Mat
has been partially rehabilitated for the last 7 km out of 84 km
Tien Kien–Lam Thao ?? 4.1 km (2.5 mi)[22] ?? ??
Metre gauge[47]
 Branch line on Yen Vien – Lao Cai line [41]

Proposed lines

Description Length Gauge Notes
North–South Express Railway
 1,570 km (980 mi)[5]
Standard gauge[5]
 Cancelled, See High-speed rail, below.
Ho Chi Minh City–Cần Thơ Express Railway
 139 km (86 mi)
Standard gauge
Da Lat–Thap Cham
 127 km (79 mi)
Metre gauge[37]
 Originally established in 1932. only the last 7 km still in use; see Da Lat–Trai Mat above.[37]
Ho Chi Minh City–Vũng Tàu 110 km (68 mi)[53]
Metre gauge[53]
Dĩ An–Lộc Ninh
 129 km (80 mi)
Metre gauge
 Originally established in 1933, abandoned c.1959.[54] See International links to Cambodia, below.
Mụ Giạ–Vung Ang [4]
 103 km (64 mi) [55] ?? See International links to Laos, below.
Saigon–Mỹ Tho 87 km (54 mi)
Metre gauge
 Planned to be revived as a part of
Ho Chi Minh City–Cần Thơ Express Railway[56]
Lào Cai–Ha Noi–Hai Phong[57] 394 km (245 mi)
Standard gauge
 The Vietnamese government is in talks with China about a faster railway link parallel to the existing Hanoi–Lào Cai railway. It is proposed to have an average speed of 160 kilometres per hour (99 mph) for passenger trains. The new line would half the travel time for goods, and also stop the need for transferring goods from metre gauge to standard gauge trains at the Chinese border.
Vân Đồn–Móng Cái
 100 km (62 mi) [58][59]

Defunct lines

Description Established Length[47] Gauge[47] Notes
Phủ Lạng Thương–Lạng Sơn 1895[60] 31 km (19 mi)
600mm
 Refurbished and extended to create the
Hanoi–Đồng Đăng Railway
.
Cầu Giát–Nghĩa Đàn — 30 km (19 mi)
Metre gauge
Gia Định–Hóc Môn
 ?? 20 km (12 mi) ??
Tân Ấp–Thakhek — 17.5 km (10.9 mi)[61] ?? Line was left incomplete.
Đồng Đăng–Na Sầm 1921[17] 15 km (9.3 mi)
600mm
Yên Trạch–Na Dương 1966 31 km (19 mi)
Metre gauge

International railway links

China
See also:
Yunnan–Vietnam Railway

The railway link from

Kunming–Singapore Railway
, which has been proposed many times, and which at some point was expected to be completed in 2015.

Railway access to

Gia Lâm Railway Station, and runs on standard-gauge tracks all the way to Nanning.[44]

Cambodia

There is currently no railway connection between Vietnam and Cambodia. The French administration of

Bình Phước Province, close to the Cambodian border. According to the plan established by ASEAN, this stretch is scheduled for completion by 2020.[4][63]

Laos

There is currently no railway connection between Vietnam and Laos. In 2007, the Laotian Ministry of Transportation entered into discussion with Vietnam to discuss the possibility of opening a new railway line from

Thakhek - Tân Ấp railway. According to plans established by ASEAN, the line may be extended via Thakhek all the way to the Laotian capital Vientiane. Both Laos and Thailand have expressed interest in the project as a shorter export gateway to the Pacific Ocean.[4][64]

High-speed rail

Main article:
North–South Express Railway (Vietnam)
An 700T type high speed train of Taiwan High Speed Rail, which is a derative of Japan Shinkansen.
Japanese Shinkansen technology has been suggested for use in the express railway project. (Photo: Taiwan High Speed Rail)

National railway company

Hanoi to Ho Chi Minh City line to complete the journey in approximately thirty hours.[42] Once completed, the high-speed rail line—using Japanese Shinkansen technology—would allow trains to complete the Hanoi–Ho Chi Minh City journey in less than six hours.[5][39][65]

Vietnamese prime minister

Nguyen Tan Dung had originally set an ambitious target, approving a 1,630 km (1,010 mi) line to be completed by 2013, with 70 percent of funding (initially estimated at US$33 billion) coming from Japanese ODA, and the remaining 30 percent raised through loans.[65] Later reports raised estimated costs to US$56 billion (almost 60 percent of Vietnam's GDP in 2009) for a completion date in the mid-2030s. On June 19, 2010, after a month of deliberation, Vietnam's National Assembly rejected the high speed rail proposal due to its high cost; National Assembly deputies had asked for further study of the project.[5][39]

However, the project

North-South Express Railway now remains in works, with expectations to begin constructions by 2028-2029.[66][67] Furthermore, the proposed Ho Chi Minh City–Cần Thơ express railway is also a project underway.[68]

Work begins on High Speed connection to China

Workers began to lay tracks on China's first direct high-speed railway link to Vietnam on 8th August 2023. A track-laying machine put down a 500-meter-long track, domestic media outlet CGTN reported.[69]

The railway between Fangchenggang and Dongxing, in South China's Guangxi Zhuang Autonomous Region, spans a distance of 46.9 kilometers (km), and has a designed speed of 200 km per hour. Infrastructure is being built with conditions to upgrade the travel speed to 250 km per hour in the future.

Subways and light rail

Ho Chi Minh City Metro

Main article: Ho Chi Minh City Metro

A

Thu Thiem in District 2 with Can Giuoc in District 8; and a line stretching from Ba Queo in Tân Bình District to Phu Lam in District 6.[75]

Hanoi Metro

Main article: Hanoi Metro

In July 2008, the then-Vietnamese Prime Minister Nguyễn Tấn Dũng approved an overall transport development plan for Hanoi, which, among other projects, proposed a rapid transit system with five routes (1435mm gauge).[76] The project is being carried out by the Hanoi Metropolitan Rail Transport Project Board (HRB).[77] As of spring 2009, projects for four lines were under consideration: the Nho–Hanoi Railway Station (the "pilot" line), the Nam Thang Long–Tran Hung Dao line, the Cat Linh–Hà Đông line, and the Yen Vien–Ngoc Hoi line. The Nho–Hanoi Railway Station, Cat Linh–Hà Đông and Yen Vien–Ngoc Hoi lines are currently in the research phase.[78] Technical studies of the system were expected to be completed in 2009.[77] The Japan International Cooperation Agency (JICA) has confirmed that the Nam Thang Long–Tran Hung Dao line would begin construction in mid-2011, to be completed in 2014 for full operation by 2016.[78]

Infrastructure

Most of Vietnam's railway infrastructure—including bridges, rail trucks, track beds, rolling stocks, signals and communication equipment, and maintenance facilities—has suffered severe deterioration, mainly due to damage inflicted during the Vietnam War and a subsequent lack of capital investment and maintenance[citation needed]. More recently[when?], rehabilitation projects sustained by official development assistance have allowed the most critical pieces of infrastructure along the line to be replaced, although much work still remains to be done[further explanation needed].[3]

Tracks

My Son
.

Most existing Vietnamese railway lines use

mixed gauge are used northeast of Hanoi.[40] As of 2005, approximately 2,600 km (1,600 mi) of track was in use throughout Vietnam:[2]

  • 2,169 km (1,348 mi) metre gauge (1,000 mm (3 ft 3+3⁄8 in));
  • 178 km (111 mi) standard gauge (1,435 mm (4 ft 8+1⁄2 in)); and
  • 253 km (157 mi) mixed gauge (1,435 mm (4 ft 8+1⁄2 in) and 1,000 mm (3 ft 3+3⁄8 in)).

Besides active tracks, around 506 km (314 mi) of tracks are in use as siding, bringing the total to 3,106 km (1,930 mi) of track laid nationwide.[40]

Bridges

Vietnam Railways reports the number of railway bridges along the North–South line to be 1,300, totalling about 28,000 m (92,000 ft), or about 63% of the national total. Considering both standard rail bridges and combined bridges, the total length along the North–South line is about 36,000 m (118,000 ft).[3][40] Many of the railway bridges were severely worn from age and sport damage dating from the Vietnam War, despite their restoration following the war. As of 2007, 278 bridges requiring major rehabilitation remain along the North–South Railway line.[3] Throughout the entire Vietnamese rail network, Vietnam Railways reports a total of 1,790 railway bridges, with a total length of 45,368 m (148,845 ft).[2]

Tunnels

A Vietnam Railways train passes through a tunnel north of Quy Nhon.

There are 27 railway tunnels along the North–South line, amounting to a total length of 8,335 m (27,346 ft). Throughout the entire Vietnamese rail network, Vietnam Railways report a total of 39 tunnels with a combined length of 11,512 m (37,769 ft).[40] Certain tunnels are inadequately drained and suffer from deterioration in the tunnel lining, causing water leaks that necessitate reductions in speed.[1]

Signalling

The North–South Railway line uses a semi-automatic block system, which allows individual signals to work either as

automatic signals or manual signals. These replace the token method used in earlier years.[2][40] According to a joint Japanese-Vietnamese evaluation team, the recent installation of additional auto-signal systems at key crossings along the line has contributed to a decline in railway accidents.[3] Semaphore signals were once used throughout the Vietnamese rail network, but these are gradually being replaced with colour light signals; most of the railway lines in northern Vietnam have been converted.[2][40]

According to Vietnam Railways, automatic warning systems have been installed at 230 level crossings throughout the country.[40]

Communications

Since 1998, microband

fiber-optic network has been deployed; Vietnam Railways intends to extend the network along the remaining distance from Vinh to Nha Trang. A switching system featuring digital exchanges is in place, connected via the existing transmission system and the public telephone network. As the modernization of the telecommunication system progresses, manual exchanges are gradually being replaced with digital exchanges.[2][40]

Sewers

The Vietnamese rail network includes 4,860 sewers, with a total length of 71,439 m (234,380 ft).[40]

Safety

Main article: Railway accidents in Vietnam
Residences directly adjacent to railway tracks in Hanoi.

The overall condition of railway infrastructure in Vietnam varies from poor to fair; most of the network remains in need of rehabilitation and upgrading, having received only temporary repair from damages suffered during decades of war. A joint Japanese-Vietnamese evaluation team found that the poor state of railway infrastructure was the fundamental cause for most railway accidents, of which the most common types are train crashes against vehicles and persons, especially at illegal

level crossings; derailments caused by failure to decrease speed were also noted as a common cause of accidents.[3]

The Vietnamese railway network is crossed by many roads in several crowded areas; as a result, accidents involving vehicles and pedestrians have occurred. In the first 10 months of 2009, 431 railway accidents reportedly took place throughout Vietnam, causing 166 casualties and injuring 319 people.[79] A researcher from Villanova University noted "There are numerous safety issues with level crossings...usually, an accident occurs every day."[80] Many rail bridges and tunnels have suffered deterioration since the 1970s, requiring trains passing over or through them to reduce speeds as low as 15 km/h (9.3 mph).[1] In addition, the center of the country is subject to violent annual flooding and bridges are often swept away, causing lengthy closures.[3]

Along with recent efforts aimed at infrastructure rehabilitation, the recent adoption of safety measures by Vietnam Railways has led to a decline in railway accidents. These measures include: public awareness campaigns on railway safety in the media; construction of fences and safety barriers at critical level crossings in major cities; mobilization of volunteers for traffic control at train stations and level crossings, especially during holiday seasons; the installation of additional auto-signal systems; and the construction of flyovers and underpasses to redirect traffic.[3]

Railway management

The Da Nang branch office of Vietnam Railways.

The Vietnamese railway network is owned and operated by the state-owned enterprise

Doi Moi economic reforms led to the deregulation of the transport sector and the shift towards a market-led economy, forcing the railways to change in order to maintain a competitive edge. The Department of Railways was reorganized into Vietnam Railways (Vietnamese: Đường sắt Việt Nam) in 1989; since that time, railway reform has passed through a number of stages. Responsibility for rail infrastructure and operations were separated by government decree in 1994. The government of Germany began providing assistance with the restructuring of the railway sector in 2000, allowing VNR to improve the efficiency and effectiveness of its operations, thus increasing its competitiveness. In 2003, VNR was re-organized as a state corporation, the Vietnam Railway Corporation, operating in railway transport and related services;[81] railway administration and infrastructure management were given to the Vietnam Railway Administration, under the authority of the Ministry of Transport. A Railway Law was passed by the National Assembly on 19 May 2005; although regulations for the law's implementation have yet to be issued, it does provide a strong basis for further sector development; among other things, it proposed that foreign investors be invited to invest in Vietnam Railways.[1]

See also

Notes and references

Notes
  1. ISBN 978-0-8131-2592-3
    .
References
  1. ^ a b c d e f g h i j k l m "Proposed Loan and Administration of Loan from Agence Française de Développement: Yen Vien–Lao Cai Railway Upgrading Project" (PDF). November 2006. Archived from the original (PDF) on 2011-06-07. Retrieved 2010-06-27.
  2. ^ a b c d e f g "Infrastructure Maintenance and Construction". Vietnam Railways. Archived from the original on 2010-04-14. Retrieved 2010-06-24.
  3. ^ a b c d e f g h i j k "Hanoi-Ho Chi Minh City Railway Bridge Rehabilitation Project" (PDF). Japan International Cooperation Agency. 2007. Archived from the original (PDF) on 2011-09-28. Retrieved 2010-06-30.
  4. ^ a b c d e "Fact Sheet: The Singapore–Kunming Rail Link Project" (PDF). ASEAN. 2007-09-26. Retrieved 2011-01-05.
  5. ^ a b c d e "Critics urge brakes on Vietnam's high-speed rail". AFP. 2010-06-12. Retrieved 2011-01-05.
  6. ^ 2010 Report on Vietnam ("Green Book"). European Union Economic and Commercial Counsellors. June 2010.
  7. ^ Volume of freight by type of transport . General Statistics Office of Vietnam.
  8. ^ Volume of freight traffic by type of transport . General Statistics Office of Vietnam.
  9. ^ Volume of passengers carried by type of transport . General Statistics Office of Vietnam.
  10. ^ Volume of passengers traffic by type of transport . General Statistics Office of Vietnam.
  11. ^ Archives nationales d'outre-mer, carton 306, dossier U 50-3.
  12. ^ Archives nationales d'outre-mer, carton 306, dossier U 50-1.
  13. ^ Archives nationales d'outre-mer, carton 327.
  14. ^ "Saigon - Ho Chi Minh City: Trade Port, Trade and Service". Ho Chi Minh City Museum. Retrieved 2010-06-28.
  15. ^ a b c d "Indian Mail: International". Retrieved 2010-06-28.
  16. ^ Cochin-china. Vol. 3. J.B. Lippincott. 1889. p. 319. {{cite book}}: |work= ignored (help)
  17. ^ a b c d Les chemins de fer de l'Indochine française. Arnaud Georges. In: Annales de Géographie. 1924, t. 33, n°185. pp. 501-503.
  18. ^ a b La Colonisation française en Indo-Chine. Jean Marie Antoine de Lanessan. 1895.
  19. ^ Article "Inauguration du chemin de fer de Hanoi a las Porte de Chine" in 'L'Illustration 22 Septenbre 1900'
  20. ^ a b "Ga Hải Phòng" (in Vietnamese). Archived from the original on 2010-12-14. Retrieved 2010-06-30.
  21. ^ Sanderson Beck. "Vietnam and the French". Retrieved 2010-07-18.
  22. ^ a b c d e f "Viet Nam: Preparing the Kunming – Haiphong Transport Corridor Project—Feasibility Study and Preliminary Design" (PDF). June 2007. Retrieved 2010-07-17.[permanent dead link]
  23. ^ Potential railway world heritage sites in Asia and the Pacific. Robert Lee. University of Western Sydney, Macarthur. 11 February 2003.
  24. ^ Hoàng Cơ Thụy. Việt sử khảo luận. Paris: Nam Á, 2002. p.1495.
  25. ^
    ISBN 9781742203898
    . Retrieved 2010-07-23.
  26. ^ L'Indochine française pendant la Seconde Guerre mondiale Archived 2012-02-05 at the Wayback Machine, Jean-Philippe Liardet
  27. ^ a b Wohl, Paul (February 1953). "INDOCHINA'S RAILROAD WAR". cCatskillarchive.com.
  28. ^ "Les chemins de fer de l'Indochine" (in French). Anai-asso.org. Archived from the original on 2010-10-29.
  29. ^ Le 5e Régiment du Génie d'hier et d'aujourd'hui : l'aventure des Sapeurs de chemins de fer, Lavauzelle, 1997, p. 73
  30. ^ Alexis Neviaski (2004). "L'audace du rail : les trains blindés du Sud-Annam". Revue historique des armées #234. French Defense Ministry archives. Archived from the original on 2007-11-01.
  31. ^ "Le train blindé "La Rafale" longe la corniche de Ca Na (ANN 51-4 R41)". French Defense Ministry archives (ECPAD). Archived from the original on 2007-09-30.
  32. ^ "Le train blindé "La Rafale" sur la corniche de Ca Na (ANN 51-4 R43)". French Defense Ministry archives (ECPAD). Archived from the original on 2007-09-27.
  33. ^ Carroll H. Dunn (1991). "8". Base Development in South Vietnam, 1965–1970. Washington, D. C.: United States Army Center of Military History.
  34. ^ Carroll H. Dunn (1991). "1". Base Development in South Vietnam, 1965–1970. Washington, D. C.: United States Army Center of Military History.
  35. ^
    ISBN 0-7425-4302-1. {{cite book}}: |work= ignored (help
    )
  36. ISBN 978-0-8131-2592-3
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Bibliography

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